Method and device for regulating acceleration pedal torque in single-pedal mode

Abstract

The application relates to the field of new energy vehicles, and provides a method and device for regulating and controlling acceleration pedal torque in a single-pedal mode. The method comprises the following steps: when a target vehicle is in a single-pedal mode and it is determined that an acceleration pedal torque regulation function is in an activated state, determining an initial value of acceleration pedal demand torque, an initial value of acceleration pedal torque compensation and a target compensation torque intervention coefficient of the target vehicle; determining a current vehicle demand torque of the target vehicle based on the initial value of acceleration pedal demand torque, the initial value of acceleration pedal torque compensation and the target compensation torque intervention coefficient; determining a vehicle torque rising gradient based on an acceleration pedal opening degree and a change rate of the acceleration pedal opening degree; and controlling the current vehicle demand torque based on the vehicle torque rising gradient to regulate and control the acceleration pedal torque of the target vehicle. The application can fully and accurately identify the driving intention of a driver, thereby improving the driving experience of the driver when the target vehicle is in the single-pedal mode.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of new energy vehicles, and in particular to a method and device for regulating accelerator pedal torque in single-pedal mode. BACKGROUND

[0002] Single-pedal mode integrates the functions of accelerator and brake into one pedal to realize acceleration, deceleration and parking of a vehicle, which can reduce the need for the driver to frequently step on the brake pedal during driving, thereby improving the comfort and convenience of driving.

[0003] The existing accelerator pedal torque control strategy in single-pedal mode cannot fully and accurately identify the driving intention (driving demand) of the driver, resulting in poor driving experience of the driver. SUMMARY

[0004] Therefore, the embodiments of the present application provide a method and device for regulating accelerator pedal torque in single-pedal mode to solve the problem that the existing accelerator pedal torque control strategy in single-pedal mode cannot fully and accurately identify the driving intention of the driver, resulting in poor driving experience of the driver.

[0005] In a first aspect, the embodiments of the present application provide a method for regulating accelerator pedal torque in single-pedal mode, comprising:

[0006] When the target vehicle is in single-pedal mode and it is determined that the accelerator pedal torque regulation function is in an activated state, determining an initial value of accelerator pedal demand torque, an initial value of accelerator pedal torque compensation and a target compensation torque intervention coefficient of the target vehicle;

[0007] Based on the initial value of accelerator pedal demand torque, the initial value of accelerator pedal torque compensation and the target compensation torque intervention coefficient, determining a current vehicle demand torque of the target vehicle;

[0008] Based on the accelerator pedal opening and the accelerator pedal opening rate of change, determining a vehicle torque rising gradient;

[0009] Based on the vehicle torque rising gradient, controlling the current vehicle demand torque to regulate the accelerator pedal torque of the target vehicle.

[0010] In a second aspect, the embodiments of the present application provide a device for regulating accelerator pedal torque in single-pedal mode, comprising:

[0011] The first determining module is configured to, when the target vehicle is in single-pedal mode and it is determined that the accelerator pedal torque regulation function is in an activated state, determine an initial value of accelerator pedal demand torque, an initial value of accelerator pedal torque compensation and a target compensation torque intervention coefficient of the target vehicle;

[0012] The second determining module is configured to determine the current whole vehicle demand torque of the target vehicle based on the accelerator pedal demand torque initial value, the accelerator pedal torque compensation initial value and the target compensation torque intervention coefficient.

[0013] The third determining module is configured to determine the whole vehicle torque rising gradient based on the accelerator pedal opening degree and the accelerator pedal opening degree change rate.

[0014] The regulating module is configured to control the current whole vehicle demand torque based on the whole vehicle torque rising gradient, so as to regulate the accelerator pedal torque of the target vehicle.

[0015] In a third aspect, an electronic device is provided, which includes a memory, a processor, and a computer program stored in the memory and executable on the processor, and the processor implements the steps of the above method when executing the computer program.

[0016] In a fourth aspect, a readable storage medium is provided, which stores a computer program, and the computer program implements the steps of the above method when executed by a processor.

[0017] Compared with the prior art, the embodiments of the present application have at least the following beneficial effects: when the target vehicle is in the single pedal mode and it is determined that the accelerator pedal torque regulating function is in the activated state, the current whole vehicle demand torque of the target vehicle and the whole vehicle torque rising gradient are determined, and the current whole vehicle demand torque is controlled under the intervention of the whole vehicle torque rising gradient, so as to regulate the accelerator pedal torque of the target vehicle. In this way, not only the power response of the new energy vehicle can be improved, but also the driving intention of the driver can be fully and accurately recognized, so as to improve the driving experience of the driver when the target vehicle is in the single pedal mode. BRIEF DESCRIPTION OF DRAWINGS

[0018] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following will briefly introduce the drawings needed to be used in the embodiments or prior art description. Obviously, the drawings in the following description are only some embodiments of the present application, and other drawings can be obtained by those skilled in the art without creative labor.

[0019] Figure 1 is a flowchart of a single pedal mode accelerator pedal torque regulating method provided by the embodiments of the present application;

[0020] Figure 2 is a flowchart of another single pedal mode accelerator pedal torque regulating method provided by the embodiments of the present application;

[0021] Figure 3is a structural schematic diagram of a device for regulating an accelerator pedal torque in a single-pedal mode according to an embodiment of the present application.

[0022] Figure 4 is a structural schematic diagram of an electronic device according to an embodiment of the present application. DETAILED DESCRIPTION

[0023] In the following description, specific details are set forth, such as particular system configurations, techniques, etc., in order to provide a thorough understanding of the present application. However, persons skilled in the art will understand that the present application can be practiced without these specific details. In other instances, well-known structures, devices, circuits, and methods have not been described in detail in order to avoid obscuring the present application.

[0024] A method and a device for regulating an accelerator pedal torque in a single-pedal mode according to an embodiment of the present application will be described in detail below with reference to the accompanying drawings.

[0025] Figure 1 is a flowchart of a method for regulating an accelerator pedal torque in a single-pedal mode according to an embodiment of the present application. The method for regulating an accelerator pedal torque in a single-pedal mode can be executed by a vehicle controller (also referred to as a vehicle control unit, abbreviated as “VCU”) of a target vehicle. As shown in Figure 1 The method for regulating an accelerator pedal torque in a single-pedal mode can include the following steps:

[0026] In step S101, when the target vehicle is in a single-pedal mode and it is determined that the accelerator pedal torque regulation function is in an activated state, the initial value of the demand torque of the accelerator pedal of the target vehicle, the initial value of the compensation torque of the accelerator pedal, and the target compensation torque intervention coefficient are determined.

[0027] The target vehicle of the present application can be a new energy vehicle. The new energy vehicle in the present application refers to a vehicle that uses new energy (non-traditional oil and diesel energy) and has advanced technology. These vehicles use new power systems, which can effectively reduce vehicle emissions, reduce environmental impact, and improve energy efficiency. The new energy vehicle of the present application includes but is not limited to the following types of vehicles: electric vehicles (EV), pure electric vehicles (BEV), fuel cell electric vehicles (FCEV), plug-in hybrid electric vehicles (PHEV), and hybrid electric vehicles (HEV), etc.

[0028] The single-pedal mode is a driving mode that realizes acceleration, deceleration and parking of a vehicle by integrating the functions of acceleration and braking into one pedal. Unlike the traditional double-pedal driving system, the single-pedal mode removes the driver's foot from the brake pedal by using the pedal as the only acceleration and deceleration tool. This design can reduce the need for the driver to frequently step on the brake pedal during driving, thereby improving the comfort and convenience of driving.

[0029] The attribute value of the single-pedal activation flag bit can be pre-configured, and the attribute value includes True and False; wherein True is used to represent the activated state, and False represents the non-activated state (or called frozen state).

[0030] As an example, the vehicle control unit (VCU) can obtain the single-pedal activation flag bit through the internal related modules of the target vehicle, and determine whether the target vehicle is currently in the single-pedal mode according to the attribute value of the single-pedal activation flag bit. For example, if the attribute value of the obtained single-pedal activation flag bit is True (i.e. in the activated state), it can be determined that the target vehicle is currently in the single-pedal mode.

[0031] In step S102, the current vehicle demand torque of the target vehicle is determined based on the accelerator pedal demand torque initial value, the accelerator pedal torque compensation initial value and the target compensation torque intervention coefficient.

[0032] The current vehicle demand torque refers to the current vehicle demand torque of the target vehicle in the current period (current time).

[0033] The target compensation torque intervention coefficient is used to represent the magnitude of the torque compensation control of the accelerator pedal of the target vehicle, and the value range of the coefficient is 0-1. Generally, the larger the target compensation torque intervention coefficient, the greater the magnitude of the torque compensation control of the accelerator pedal of the target vehicle; on the contrary, the smaller the target compensation torque intervention coefficient, the smaller the magnitude of the torque compensation control of the accelerator pedal of the target vehicle.

[0034] In step S103, the vehicle torque rising gradient is determined based on the accelerator pedal opening degree and the accelerator pedal opening degree change rate.

[0035] The accelerator pedal can also be called the throttle pedal, which is mainly used to control the opening degree of the engine throttle, thereby controlling the vehicle speed. The accelerator pedal opening degree can also be called the throttle pedal opening degree.

[0036] The accelerator pedal opening degree change rate refers to the change of the opening degree of the accelerator pedal per unit time.

[0037] The vehicle torque rising gradient in the embodiment of the application is related to the accelerator pedal opening degree and the accelerator pedal opening degree change rate. Generally, the greater the accelerator pedal opening degree and the accelerator pedal opening degree change rate, the greater the vehicle torque rising gradient limit; conversely, the smaller the accelerator pedal opening degree and the accelerator pedal opening degree change rate, the smaller the vehicle torque rising gradient limit.

[0038] In step S104, the current vehicle demand torque is controlled based on the vehicle torque rising gradient, so as to regulate the accelerator pedal torque of the target vehicle.

[0039] The VCU controls the current vehicle demand torque of the target vehicle according to the vehicle torque rising gradient, so as to regulate the accelerator pedal opening degree and the accelerator pedal opening degree change rate, thereby regulating the accelerator pedal torque of the target vehicle.

[0040] The technical scheme provided in the embodiment of the application, when the target vehicle is in the single-pedal mode and it is determined that the accelerator pedal torque regulation function is in the activated state, determines the current vehicle demand torque and the vehicle torque rising gradient of the target vehicle, and controls the current vehicle demand torque under the intervention of the vehicle torque rising gradient, so as to regulate the accelerator pedal torque of the target vehicle. In this way, not only the power response of the new energy vehicle can be improved, but also the driving intention of the driver can be fully and accurately identified, thereby improving the driving experience of the driver when the target vehicle is in the single-pedal mode.

[0041] In some embodiments, it is determined that the accelerator pedal torque regulation function is in the activated state, including:

[0042] The actual gear, the accelerator pedal opening degree, the accelerator pedal opening degree change rate and the vehicle speed of the target vehicle are determined.

[0043] If the actual gear is the forward gear, the accelerator pedal opening degree is greater than or equal to the first preset opening degree and less than or equal to the second preset opening degree, the vehicle speed is greater than or equal to the preset vehicle speed, and the accelerator pedal opening degree change rate is greater than or equal to the first preset change rate and less than or equal to the second preset change rate, it is determined that the accelerator pedal torque regulation function is in the activated state; wherein the first preset opening degree is less than the second preset opening degree; the first preset change rate is less than the second preset change rate.

[0044] Specifically, when the target vehicle is in the single-pedal mode, the VCU can collect and analyze the accelerator pedal opening degree and the actual gear of the target vehicle in real time; the vehicle speed of the target vehicle is obtained through the controller area network. Further, the VCU can analyze the accelerator pedal opening degree by using the first-order differential, the second-order differential and the first-order low-pass filter, to obtain the accelerator pedal opening degree change rate and the accelerator pedal opening degree jerk.

[0045] The relationship between the accelerator pedal torque and the accelerator pedal opening in the single-pedal mode can be determined through bench testing and vehicle calibration, so as to determine the lower limit value (first preset opening) and the upper limit value (second preset opening) of the accelerator pedal opening. The first preset opening in the embodiment of the application can be set to 5%, and the second preset opening can be set to 30%.

[0046] The relationship between the accelerator pedal torque and the vehicle speed in the single-pedal mode can be determined through bench testing and vehicle calibration, so as to determine the preset vehicle speed. The preset vehicle speed in the embodiment of the application can be set to 20 km / h.

[0047] The relationship between the accelerator pedal torque and the accelerator pedal opening rate of change in the single-pedal mode can be determined through bench testing and vehicle calibration, so as to determine the lower limit value (first preset rate of change) and the upper limit value (second preset rate of change) of the accelerator pedal opening rate of change. The first preset rate of change in the embodiment of the application can be set to 50 pct / s, and the second preset rate of change can be set to 500 pct / s.

[0048] The VCU determines whether the actual gear position, the accelerator pedal opening, the accelerator pedal opening rate of change, and the vehicle speed satisfy the preset accelerator pedal torque regulation function activation condition. The preset accelerator pedal torque regulation function activation condition can be: ① the actual gear position is a forward gear position (D position); ② 5%≤the accelerator pedal opening≤30%, ③ the vehicle speed≥20 km / h, and ④ 50 pct / s≤the accelerator pedal opening rate of change≤500 pct / s; all of the conditions ①-④ are satisfied.

[0049] If all of the conditions ①-④ are satisfied, it is determined whether the actual gear position, the accelerator pedal opening, the accelerator pedal opening rate of change, and the vehicle speed satisfy the preset accelerator pedal torque regulation function activation condition. At this time, the VCU activates the preset accelerator pedal torque regulation function (the state flag of the accelerator pedal torque regulation function is set to an activated state by the VCU), and controls the target vehicle to enter the accelerator pedal torque regulation function (which can also be referred to as an accelerator pedal torque optimization mode). That is to say, in the case that the target vehicle is in the single-pedal mode and the conditions ①-④ are satisfied, the VCU activates the preset accelerator pedal torque regulation function.

[0050] If the attribute value of the single-pedal activation flag bit of the target vehicle is False, or any one of the conditions ①-④ is not satisfied (for example, the vehicle speed is less than 20 km / h), the VCU sets the state flag of the accelerator pedal torque regulation function to a frozen state.

[0051] In some embodiments, determining the initial value of the accelerator pedal demand torque, the initial value of the accelerator pedal torque compensation, and the target compensation torque intervention coefficient of the target vehicle includes:

[0052] obtaining an initial value of an accelerator pedal demand torque, a current vehicle actual torque, and a vehicle demand torque of a last period of the target vehicle;

[0053] determining an initial value of an accelerator pedal torque compensation according to the initial value of the accelerator pedal demand torque and a change rate of an accelerator pedal opening degree;

[0054] determining a target compensation torque intervention coefficient according to a state flag of the accelerator pedal torque regulation function, the initial value of the accelerator pedal demand torque, the current vehicle actual torque, and the vehicle demand torque of the last period.

[0055] Firstly, the VCU can obtain the initial value of the accelerator pedal demand torque, the current vehicle actual torque (the vehicle actual torque of the current period (current time)), and the vehicle demand torque of the last period (last time) through internal related modules of the target vehicle. Then, the initial value of the accelerator pedal torque compensation corresponding to the initial value of the accelerator pedal demand torque and the change rate of the accelerator pedal opening degree is obtained by querying a preset two-dimensional table of “initial value of accelerator pedal demand torque-change rate of accelerator pedal opening degree-initial value of accelerator pedal torque compensation” according to the initial value of the accelerator pedal demand torque and the change rate of the accelerator pedal opening degree.

[0056] As an example, the preset two-dimensional table of “initial value of accelerator pedal demand torque-change rate of accelerator pedal opening degree-initial value of accelerator pedal torque compensation” is shown in Table 1.

[0057] Table 1

[0058]

[0059]

[0060] As an example, assuming that the initial value of the accelerator pedal demand torque obtained by the VCU is 200 Nm, and the change rate of the accelerator pedal opening degree is 50 pct / s, the initial value of the accelerator pedal torque compensation can be determined as 40 Nm by querying Table 1 above.

[0061] The initial value of the accelerator pedal demand torque, the change rate of the accelerator pedal opening degree, and the initial value of the accelerator pedal torque compensation in Table 1 above can be determined by bench testing and vehicle calibration.

[0062] In some embodiments, the target compensation torque intervention coefficient is determined according to the state flag of the accelerator pedal torque regulation function, the initial value of the accelerator pedal demand torque, the current vehicle actual torque, and the vehicle demand torque of the last period, including:

[0063] obtaining a compensation torque intervention coefficient of the last period of the target vehicle;

[0064] calculating a torque difference between the current vehicle actual torque and the vehicle demand torque of the last period.

[0065] According to the state flag of the accelerator pedal torque regulation function and the torque difference value, an initial value of a compensation torque intervention coefficient is set;

[0066] According to the initial value of the accelerator pedal demand torque and the torque difference value, an up / down gradient of the compensation torque intervention coefficient is determined;

[0067] Based on the initial value of the compensation torque intervention coefficient and the up / down gradient of the compensation torque intervention coefficient, a target compensation torque intervention coefficient of the current period is determined.

[0068] The compensation torque intervention coefficient can also be referred to as a driving travel compensation torque intervention coefficient.

[0069] The state flag of the accelerator pedal torque regulation function includes an activated state flag and a frozen state flag.

[0070] The up gradient of the compensation torque intervention coefficient refers to a change process (change gradient) in which the compensation torque intervention coefficient gradually increases from 0 to 1.

[0071] The down gradient of the compensation torque intervention coefficient refers to a change process (change gradient) in which the compensation torque intervention coefficient gradually decreases from 1 to 0.

[0072] Specifically, the torque difference value between the current actual vehicle torque and the vehicle demand torque of the last period (last time) can be calculated according to formula (1).

[0073] Tq diff =|Tq CurVehAct -Tq PreVehReq | (1);

[0074] In formula (1), Tq diff represents the torque difference value between the current actual vehicle torque and the vehicle demand torque of the last period, Tq CurVehAct represents the current actual vehicle torque of the target vehicle, Tq PreVehReq represents the vehicle demand torque of the last period of the target vehicle.

[0075] In the first case, if the state flag of the acceleration pedal torque regulation function is in the active state (with the attribute value True), the VCU sets the initial value of the compensation torque intervention coefficient to 1. Then, the VCU queries the preset mapping relationship table of "acceleration pedal demand torque initial value-torque difference-compensation torque intervention coefficient increase / decrease gradient" according to the torque difference between the current actual vehicle torque and the vehicle demand torque of the last period and the acceleration pedal demand torque initial value, to determine the compensation torque intervention coefficient increase / decrease gradient. Generally, the greater the acceleration pedal demand torque initial value and the torque difference, the slower the compensation torque intervention coefficient decrease gradient, and the faster the compensation torque intervention coefficient increase gradient. The mapping relationship of the acceleration pedal demand torque initial value and the torque difference and the compensation torque intervention coefficient increase / decrease gradient can be determined by real vehicle calibration.

[0076] For example, the mapping relationship table of the acceleration pedal demand torque initial value-torque difference-compensation torque intervention coefficient increase / decrease gradient is shown in Table 2.

[0077] Table 2

[0078]

[0079] For example, assuming that the acceleration pedal demand torque initial value is Tq Req_1 , the torque difference is Tq diff_1 , and the compensation torque intervention coefficient increase / decrease gradient is In GraUp_1 / In GraDown_1 determined by querying Table 2 above. If the initial value of the compensation torque intervention coefficient is 1, then the target compensation torque intervention coefficient of the current period is determined according to the initial value of the compensation torque intervention coefficient (1) and the compensation torque intervention coefficient decrease gradient In GraDown_1 . In GraDown_1 indicates the decrease gradient from the initial value of the compensation torque intervention coefficient (1) to 0. The target compensation torque intervention coefficient can be valued according to In GraDown_1 , which is a value less than 1 and greater than 0.

[0080] In the second case, if the state flag of the acceleration pedal torque regulation function is in the frozen state (with the attribute value False), the target compensation torque intervention coefficient is set to 0.

[0081] In the third case, the state flag of the acceleration pedal torque regulation function is in the active state, and if the torque difference between the current actual vehicle torque and the vehicle demand torque of the last period is ≤50 Nm and remains for 0.02 seconds, the acceleration pedal demand torque initial value is set to 0, and then the target compensation torque intervention coefficient is determined according to the first case described above.

[0082] In the fourth case, when the state flag of the accelerator pedal torque regulation function jumps from the active state to the frozen state, and the compensation torque intervention coefficient of the last period is less than or equal to 0.05, a reset operation is triggered, and the compensation torque intervention coefficient is set to an initial value of 0. When the state flag of the accelerator pedal torque regulation function jumps from the frozen state to the active state, the initial value of the accelerator pedal demand torque is set to 1, and then the target compensation torque intervention coefficient is determined according to the first case described above.

[0083] In some embodiments, based on the initial value of the accelerator pedal demand torque, the initial value of the accelerator pedal torque compensation, and the target compensation torque intervention coefficient, the current vehicle demand torque of the target vehicle is determined, including:

[0084] The slope signal of the current driving road of the target vehicle is obtained, and based on the slope signal, a vehicle slope influence factor is determined;

[0085] According to the initial value of the accelerator pedal torque compensation, the target compensation torque intervention coefficient, and the vehicle slope influence factor, the target value of the accelerator pedal torque compensation is calculated;

[0086] Based on the initial value of the accelerator pedal demand torque and the target value of the accelerator pedal torque compensation, the current vehicle demand torque of the target vehicle is calculated.

[0087] The VCU can collect and analyze the slope signal of the current driving road of the target vehicle in real time.

[0088] The vehicle slope influence factor is related to the slope signal. Generally, the larger the slope, the larger the vehicle slope influence factor; on the contrary, the smaller the slope, the smaller the vehicle slope influence factor.

[0089] The VCU can obtain the historical data of the target vehicle corresponding to the preset road scene (including accelerator pedal torque, slope signal, etc.), and then establish a mapping relationship table of "slope signal-vehicle slope influence factor". Generally, the larger the slope, the larger the vehicle slope influence factor; on the contrary, the smaller the slope, the smaller the vehicle slope influence factor.

[0090] When the VCU obtains the slope signal of the current driving road of the target vehicle, the vehicle slope influence factor corresponding to the slope signal can be determined by querying the preset mapping relationship table of "slope signal-vehicle slope influence factor".

[0091] Next, the target value of the accelerator pedal torque compensation can be calculated according to formula (2).

[0092] Tq TarDrvOffs =Tq RawDrvOffs ×C VehSlopEfc ×C TarDrvOffs (2);

[0093] In formula (2), TqTarDrvOffs represents an acceleration pedal torque compensation target value, Tq RawDrvOffs represents an acceleration pedal torque compensation initial value, C VehSlopEfc represents a vehicle slope influence factor, C TarDrvOffs represents a target compensation torque intervention coefficient.

[0094] The current vehicle demand torque of the target vehicle is calculated according to formula (3).

[0095] Tq CurVehReq = Tq PedlMapRaw + Tq TarDrvOffs (3).

[0096] In formula (3), Tq CurVehReq represents the current vehicle demand torque, Tq PedlMapRaw represents an acceleration pedal demand torque initial value, Tq TarDrvOffs represents an acceleration pedal torque compensation target value.

[0097] The technical scheme provided by the embodiments of the present application can improve the road adaptability of the acceleration pedal torque optimization function by introducing the vehicle slope influence factor to calculate the acceleration pedal torque compensation target value, thereby improving the driving experience of the driver.

[0098] In some embodiments, the acceleration pedal torque compensation target value is calculated according to the acceleration pedal torque compensation initial value, the target compensation torque intervention coefficient, and the vehicle slope influence factor, including:

[0099] A last period acceleration pedal opening degree change rate vertex flag of the target vehicle is determined.

[0100] If the last period acceleration pedal opening degree change rate vertex flag is an active flag, the acceleration pedal torque compensation target value is determined according to the acceleration pedal torque compensation initial value.

[0101] The acceleration pedal torque compensation target value is calculated based on the acceleration pedal torque compensation holding value, the target compensation torque intervention coefficient, and the vehicle slope influence factor.

[0102] The VCU can calculate a first acceleration pedal opening degree jerk of the last but one period of the target vehicle (i.e., the two periods before the current period) according to the acceleration pedal opening degree of the last but one period of the target vehicle, and calculate a second acceleration pedal opening degree jerk of the last period of the target vehicle (i.e., the period before the current period) according to the acceleration pedal opening degree of the last period of the target vehicle. If the first acceleration pedal opening degree jerk is greater than 0 pct / s 2 and the second acceleration pedal opening degree jerk is less than 0 pct / s 2If the first acceleration pedal opening degree jerk is less than or equal to 0 pct / s 2 or the second acceleration pedal opening degree jerk is greater than or equal to 0 pct / s 2 , then the acceleration pedal opening degree change rate vertex flag of the target vehicle in the last cycle can be determined as a non-activated flag (with an attribute value of False).

[0103] If the attribute value of the acceleration pedal opening degree change rate vertex flag of the target vehicle in the last cycle is True, the VCU triggers micro-acceleration torque compensation holding logic to hold the acceleration pedal torque compensation initial value to obtain an acceleration pedal torque compensation holding value.

[0104] Next, the acceleration pedal torque compensation target value can be calculated according to formula (4).

[0105] Tq TarDrvOffs = Tq KeepDrvOffs × C VehSlopEfc × C TarDrvOffs (4).

[0106] In formula (4), Tq TarDrvOffs represents the acceleration pedal torque compensation target value, Tq KeepDrvOffs represents the acceleration pedal torque compensation holding value, C VehSlopEfc represents the vehicle slope influence factor, C TarDrvOffs represents the target compensation torque intervention coefficient.

[0107] If the rising edge of the acceleration pedal opening degree change rate vertex flag in the current cycle is triggered, and the ratio of the absolute value of the acceleration pedal torque compensation target value in the last cycle to the acceleration pedal demand torque initial value is greater than or equal to 50%, and the target compensation torque intervention coefficient in the last cycle is less than or equal to 0.05, then the VCU freezes the micro-acceleration torque compensation holding logic.

[0108] In some embodiments, after the acceleration pedal torque of the target vehicle is regulated based on the vehicle torque rising gradient, the method further comprises:

[0109] obtaining the regulated acceleration pedal opening degree change rate of the target vehicle, and the latest compensation torque intervention coefficient corresponding to the regulated acceleration pedal opening degree change rate;

[0110] If the regulated acceleration pedal opening degree change rate is less than or equal to a third preset change rate, and the latest compensation torque intervention coefficient is less than or equal to a preset value, then the target vehicle is controlled to exit the acceleration pedal torque regulation function; wherein the third preset change rate is less than the first preset change rate.

[0111] The relationship between the accelerator pedal torque and the accelerator pedal opening rate of change in the single-pedal mode can be determined through bench testing and vehicle calibration, so as to determine the third preset rate. The third preset rate in the embodiment of the application can be set to 20 pct / s.

[0112] The preset value can be flexibly set according to actual conditions, and is generally set to 0.05.

[0113] As an example, assuming that the third preset rate is 20 pct / s and the preset value is 0.05. If the absolute value of the accelerator pedal opening rate of change after regulation is less than or equal to 20 pct / s, and the latest compensation torque intervention coefficient is less than 0.05, the VCU controls the target vehicle to exit the accelerator pedal torque regulation function.

[0114] If the absolute value of the accelerator pedal opening rate of change after regulation is greater than 20 pct / s or the latest compensation torque intervention coefficient is greater than or equal to 0.05, the process jumps to the step of judging whether the preset accelerator pedal torque regulation function is activated.

[0115] In some embodiments, the method can further include the following steps:

[0116] When the accelerator pedal opening rate of change is greater than the second preset rate, the target vehicle is controlled to exit the accelerator pedal torque regulation function, and the state flag of the accelerator pedal torque regulation function is controlled to jump from the activated state to the frozen state.

[0117] As an example, assuming that the second preset rate is 500 pct / s, when the accelerator pedal opening rate of change is greater than 500 pct / s, the VCU controls the target vehicle to exit the accelerator pedal torque regulation function, and controls the state flag of the accelerator pedal torque regulation function to jump from the activated state to the frozen state.

[0118] In this way, the excessive acceleration feeling of the vehicle in the single-pedal mode can be avoided, so that the driver and passengers have less discomfort.

[0119] All the optional technical solutions described above can be combined to form optional embodiments of the application, which will not be described again.

[0120] Figure 2 is a flowchart of another method for regulating the accelerator pedal torque in the single-pedal mode provided by the embodiment of the application.

[0121] Referring to Figure 2 The method for regulating the accelerator pedal torque in the single-pedal mode provided by the embodiment of the application includes the following steps:

[0122] In step S201, the VCU collects and processes input signals, wherein the input signals include an accelerator pedal opening degree, an actual gear position, a gradient signal, a vehicle speed signal, a single-pedal activation flag, an accelerator pedal demand torque initial value, a vehicle demand torque of a previous cycle, and an actual vehicle torque signal.

[0123] In step S202, the VCU determines whether the input signals (the actual gear position, the accelerator pedal opening degree, the accelerator pedal opening degree rate of change, and the vehicle speed signal) satisfy an accelerator pedal torque optimization activation condition.

[0124] In step S203, if the accelerator pedal torque optimization activation condition is satisfied, the VCU analyzes an accelerator pedal torque compensation initial value. Specifically, the accelerator pedal compensation torque initial value can be obtained by searching a two-dimensional table according to the accelerator pedal demand torque initial value and the accelerator pedal opening degree rate of change. If the accelerator pedal torque optimization activation condition is not satisfied, the process returns to step S202.

[0125] In step S204, the VCU analyzes a driving travel compensation torque intervention coefficient (specifically, a target compensation torque intervention coefficient). Specifically, the driving travel compensation torque intervention coefficient can be analyzed according to an accelerator pedal torque optimization state (such as an activated state or a frozen state), the accelerator pedal demand torque initial value, the actual vehicle torque, and the vehicle demand torque of the previous cycle.

[0126] In step S205, the VCU analyzes an accelerator pedal compensation torque (an accelerator pedal torque compensation target value). Specifically, the accelerator pedal torque compensation target value can be analyzed according to the accelerator pedal demand torque initial value, the driving travel compensation torque intervention coefficient, and a vehicle gradient influence factor corresponding to the gradient signal.

[0127] In step S206, the VCU analyzes a current vehicle demand torque, determines a vehicle torque rising gradient according to the accelerator pedal opening degree and the accelerator pedal opening degree rate of change, and regulates the current vehicle demand torque according to the vehicle torque rising gradient. Specifically, the current vehicle demand torque can be analyzed according to the accelerator pedal demand torque initial value and the accelerator pedal torque compensation target value.

[0128] In step S207, the VCU determines whether the accelerator pedal torque optimization is completed. Specifically, the VCU can determine whether the accelerator pedal torque optimization is completed by determining whether the regulated accelerator pedal opening degree rate of change and the latest compensation torque intervention coefficient satisfy a preset optimization completion condition.

[0129] If the VCU determines that the accelerator pedal torque optimization is completed, the above process ends.

[0130] If the VCU determines that the accelerator pedal torque optimization is not completed, the process returns to step S202.

[0131] In summary, the new energy vehicle control unit obtains the accelerator pedal opening degree, brake pedal state, actual gear, slope and vehicle speed signals, analyzes the accelerator pedal opening degree change rate and accelerator pedal opening degree jerk signal, and determines whether the current satisfies the accelerator pedal torque optimization activation condition. According to the actual gear, single pedal activation flag, accelerator pedal opening degree, vehicle speed and accelerator pedal opening degree change rate, the accelerator pedal torque optimization control is triggered / frozen in time. According to the accelerator pedal demand torque initial value and the accelerator pedal opening degree change rate, the accelerator pedal compensation torque initial value is analyzed. According to the accelerator pedal opening degree jerk and the accelerator pedal demand torque initial value, the accelerator pedal compensation torque is calculated. According to the accelerator pedal demand torque initial value, the accelerator pedal compensation torque, the driving travel compensation torque intervention coefficient and the slope signal, the vehicle demand torque in the vehicle driving stage is analyzed, and the accelerator pedal torque optimization control target in the single pedal mode is realized under the vehicle torque rising gradient limit. Based on the accelerator pedal opening degree change rate and the driving travel compensation torque intervention coefficient, the accelerator pedal torque optimization control logic is exited in time, so as to complete the current driving cycle accelerator pedal torque optimization function and promote the high-quality development of new energy vehicles in the power adaptability aspect.

[0132] The technical scheme provided by the embodiment of the application is based on the driver operation information, vehicle driving state and road information obtained by the vehicle control unit, determines whether the current satisfies the accelerator pedal torque optimization activation condition, analyzes the accelerator pedal torque compensation initial value, and triggers and maintains the logic according to the condition, completes the accelerator pedal torque optimization function in the single pedal mode under the intervention of the driving travel compensation torque intervention coefficient and the vehicle torque rising gradient, not only improves the power responsiveness of the new energy vehicle, but also makes the single pedal mode of the new energy vehicle more meet the driving demand of people, and improves the core competitiveness of the new energy vehicle in the driving intention recognition field.

[0133] The following is an apparatus embodiment of the application, which can be used to execute the method embodiments of the application. For details not disclosed in the apparatus embodiments of the application, refer to the method embodiments of the application.

[0134] Figure 3 FIG. 1 is a schematic diagram of an accelerator pedal torque regulating device in a single pedal mode according to an embodiment of the application. As shown in FIG. 1, the accelerator pedal torque regulating device in the single pedal mode includes: Figure 3

[0135] The first determination module 301 is configured to determine the accelerator pedal demand torque initial value, the accelerator pedal torque compensation initial value and the target compensation torque intervention coefficient of the target vehicle when the target vehicle is in the single pedal mode and it is determined that the accelerator pedal torque regulating function is in the activated state.

[0136] ​The second determining module 302 is configured to determine the current vehicle demand torque of the target vehicle based on the accelerator pedal demand torque initial value, the accelerator pedal torque compensation initial value, and the target compensation torque intervention coefficient.

[0137] The third determining module 303 is configured to determine the vehicle torque rising gradient based on the accelerator pedal opening degree and the accelerator pedal opening degree change rate.

[0138] The regulating module 304 is configured to control the current vehicle demand torque based on the vehicle torque rising gradient, so as to regulate the accelerator pedal torque of the target vehicle.

[0139] In some embodiments, the first determining module 301 described above comprises a first determining unit configured to determine that the accelerator pedal torque regulation function is in an activated state.

[0140] The first determining unit can comprise:

[0141] The first determining component is configured to determine the actual gear of the target vehicle, the accelerator pedal opening degree, the accelerator pedal opening degree change rate, and the vehicle speed.

[0142] The second determining component is configured to determine that the accelerator pedal torque regulation function is in the activated state if the actual gear is a forward gear, the accelerator pedal opening degree is greater than or equal to a first preset opening degree and less than or equal to a second preset opening degree, the vehicle speed is greater than or equal to a preset vehicle speed, and the accelerator pedal opening degree change rate is greater than or equal to a first preset change rate and less than or equal to a second preset change rate; wherein the first preset opening degree is less than the second preset opening degree; and the first preset change rate is less than the second preset change rate.

[0143] In some embodiments, the first determining module 301 described above comprises a second determining unit configured to determine the accelerator pedal demand torque initial value, the accelerator pedal torque compensation initial value, and the target compensation torque intervention coefficient of the target vehicle.

[0144] The second determining unit can comprise:

[0145] The obtaining component is configured to obtain the accelerator pedal demand torque initial value, the current vehicle actual torque, and the vehicle demand torque of the last period of the target vehicle.

[0146] The third determining component is configured to determine the accelerator pedal torque compensation initial value according to the accelerator pedal demand torque initial value and the accelerator pedal opening degree change rate.

[0147] The fourth determining component is configured to determine the target compensation torque intervention coefficient according to the state flag of the accelerator pedal torque regulation function, the accelerator pedal demand torque initial value, the current vehicle actual torque, and the vehicle demand torque of the last period.

[0148] In some embodiments, the third determining component described above can be specifically configured to:

[0149] obtain a compensation torque intervention coefficient of a last period of the target vehicle;

[0150] calculate a torque difference between a current actual torque of the whole vehicle and a whole vehicle demand torque of the last period;

[0151] set an initial value of the compensation torque intervention coefficient according to a state flag of the accelerator pedal torque regulation function and the torque difference;

[0152] determine an ascending / descending gradient of the compensation torque intervention coefficient according to the initial value of the accelerator pedal demand torque and the torque difference;

[0153] determine a target compensation torque intervention coefficient based on the initial value of the compensation torque intervention coefficient and the ascending / descending gradient of the compensation torque intervention coefficient.

[0154] In some embodiments, the second determining module 302 described above can include:

[0155] a factor obtaining unit configured to obtain a slope signal of a current driving road of the target vehicle, and determine a whole vehicle slope influence factor based on the slope signal;

[0156] a first calculating unit configured to calculate an accelerator pedal torque compensation target value according to the initial value of the accelerator pedal torque compensation, the target compensation torque intervention coefficient and the whole vehicle slope influence factor;

[0157] a second calculating unit configured to calculate a current whole vehicle demand torque of the target vehicle based on the initial value of the accelerator pedal demand torque and the accelerator pedal torque compensation target value.

[0158] In some embodiments, the first calculating unit described above can be specifically configured to:

[0159] determine a last period accelerator pedal opening degree change rate vertex flag of the target vehicle;

[0160] if the last period accelerator pedal opening degree change rate vertex flag is an active flag, determine an accelerator pedal torque compensation maintaining value according to the initial value of the accelerator pedal torque compensation;

[0161] calculate the accelerator pedal torque compensation target value based on the accelerator pedal torque compensation maintaining value, the target compensation torque intervention coefficient and the whole vehicle slope influence factor.

[0162] In some embodiments, the device described above can further include:

[0163] The coefficient acquisition module is configured to acquire the rate of change of the accelerator pedal opening after adjustment of the target vehicle, and the latest compensation torque intervention coefficient corresponding to the rate of change of the accelerator pedal opening after adjustment.

[0164] The first control module is configured to control the target vehicle to exit the accelerator pedal torque control function if the rate of change of the accelerator pedal opening after adjustment is less than or equal to the third preset rate of change and the latest compensation torque intervention coefficient is less than or equal to the preset value; wherein the third preset rate of change is less than the first preset rate of change.

[0165] In some embodiments, the above-described apparatus may further include:

[0166] The second control module is configured to control the target vehicle to exit the accelerator pedal torque control function when the rate of change of the accelerator pedal opening is greater than the second preset rate of change, and to control the status flag of the accelerator pedal torque control function to jump from the active state to the frozen state.

[0167] It should be understood that the sequence number of each step in the above embodiments does not imply the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of this application.

[0168] Figure 4 This is a schematic diagram of the electronic device 4 provided in an embodiment of this application. Figure 4 As shown, the electronic device 4 of this embodiment includes: a processor 401, a memory 402, and a computer program 403 stored in the memory 402 and executable on the processor 401. When the processor 401 executes the computer program 403, it implements the steps in the various method embodiments described above. Alternatively, when the processor 401 executes the computer program 403, it implements the functions of each module / unit in the various device embodiments described above.

[0169] Electronic device 4 can be a desktop computer, laptop, handheld computer, cloud server, or other electronic device. Electronic device 4 may include, but is not limited to, processor 401 and memory 402. Those skilled in the art will understand that... Figure 4 This is merely an example of electronic device 4 and does not constitute a limitation on electronic device 4. It may include more or fewer components than shown, or different components.

[0170] The processor 401 can be a central processing unit (CPU), or other general purpose processors, a digital signal processor (DSP), an application specific integrated circuit (ASIC), a field programmable gate array (FPGA) or other programmable logic device, discrete gate or transistor logic, discrete hardware components, etc.

[0171] The memory 402 can be an internal storage unit of the electronic device 4, for example, a hard disk or a memory of the electronic device 4. The memory 402 can also be an external storage device of the electronic device 4, for example, a plug-in hard disk, a smart media card (SMC), a secure digital (SD) card, a flash card, etc. equipped on the electronic device 4. The memory 402 can also include both the internal storage unit and the external storage device of the electronic device 4. The memory 402 is used to store computer programs and other programs and data required by the electronic device.

[0172] Those skilled in the art can clearly understand that, for the convenience and brevity of description, only the above division of functional units and modules is taken as an example, and in actual application, the above functions can be completed by different functional units and modules according to needs, that is, the internal structure of the device is divided into different functional units or modules to complete all or part of the above described functions. Each functional unit and module in the embodiment can be integrated in one processing unit, or each unit can exist physically, or two or more units can be integrated in one unit. The above integrated unit can be realized in the form of hardware or in the form of software functional unit.

[0173] The integrated modules / units, if implemented in the form of software functional units and sold or used as independent products, can be stored in a readable storage medium (for example, a computer readable storage medium). Based on such understanding, all or part of the processes in the above-mentioned embodiment methods can also be completed by a computer program instructing related hardware, and the computer program can be stored in a computer readable storage medium. When the computer program is executed by a processor, the steps of the above-mentioned various method embodiments can be implemented. The computer program can include computer program code, which can be in the form of source code, object code, executable files or some intermediate forms, etc. The computer readable storage medium can include any entity or device capable of carrying the computer program code, recording medium, U disk, mobile hard disk, magnetic disk, optical disk, computer memory, read-only memory (Read-Only Memory, ROM), random access memory (Random Access Memory, RAM), electric carrier signal, telecommunication signal and software distribution medium, etc.

[0174] The above embodiments are only used to illustrate the technical solutions of the present application, but not limit them; although the present application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that they can still modify the technical solutions recorded in the foregoing embodiments, or make equivalent replacements for part of the technical features; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the spirit and scope of the technical solutions of the embodiments of the present application, and should be included in the protection scope of the present application.

Claims

1. A method for controlling the torque of the accelerator pedal in single-pedal mode, characterized in that, include: When the target vehicle is in single-pedal mode and the accelerator pedal torque control function is activated, the initial value of the accelerator pedal torque demand, the initial value of the accelerator pedal torque compensation, and the target compensation torque intervention coefficient of the target vehicle are determined. Based on the initial value of the accelerator pedal required torque, the initial value of the accelerator pedal torque compensation, and the target compensation torque intervention coefficient, the current vehicle required torque of the target vehicle is determined. Based on the accelerator pedal opening and the rate of change of accelerator pedal opening, the gradient of the vehicle torque increase is determined; Based on the vehicle torque increase gradient, the current vehicle torque demand is controlled to regulate the accelerator pedal torque of the target vehicle.

2. The method according to claim 1, characterized in that, Ensure the accelerator pedal torque control function is active, including: Determine the actual gear position, accelerator pedal opening, accelerator pedal opening rate of change, and vehicle speed of the target vehicle; If the actual gear is a forward gear, the accelerator pedal opening is greater than or equal to a first preset opening and less than or equal to a second preset opening, the vehicle speed is greater than or equal to a preset vehicle speed, and the accelerator pedal opening change rate is greater than or equal to a first preset change rate and less than or equal to a second preset change rate, then the accelerator pedal torque control function is determined to be active; wherein, the first preset opening is less than the second preset opening; and the first preset change rate is less than the second preset change rate.

3. The method according to claim 1, characterized in that, Determining the initial value of the accelerator pedal torque demand, the initial value of the accelerator pedal torque compensation, and the target compensation torque intervention coefficient for the target vehicle includes: Obtain the initial value of the accelerator pedal torque requirement of the target vehicle, the current actual torque of the vehicle, and the vehicle torque requirement of the previous cycle; The initial value of accelerator pedal torque compensation is determined based on the initial value of the accelerator pedal required torque and the rate of change of accelerator pedal opening. The target compensation torque intervention coefficient is determined based on the status flag of the accelerator pedal torque control function, the initial value of the accelerator pedal torque demand, the current actual torque of the vehicle, and the vehicle torque demand of the previous cycle.

4. The method according to claim 3, characterized in that, Based on the status flag of the accelerator pedal torque control function, the initial value of the accelerator pedal torque demand, the current actual torque of the vehicle, and the vehicle torque demand of the previous cycle, the target compensation torque intervention coefficient is determined, including: Obtain the compensation torque intervention coefficient of the target vehicle in the previous cycle; Calculate the torque difference between the current actual torque of the vehicle and the required torque of the vehicle in the previous cycle; Based on the status flag of the accelerator pedal torque control function and the torque difference, set the initial value of the compensation torque intervention coefficient; Based on the initial value of the accelerator pedal required torque and the torque difference, determine the gradient of the compensation torque intervention coefficient as it rises or falls. The target compensation torque intervention coefficient is determined based on the initial value of the compensation torque intervention coefficient and the rising / falling gradient of the compensation torque intervention coefficient.

5. The method according to claim 1, characterized in that, Based on the initial value of the accelerator pedal torque demand, the initial value of the accelerator pedal torque compensation, and the target compensation torque intervention coefficient, the current vehicle torque demand of the target vehicle is determined, including: Obtain the slope signal of the current driving road of the target vehicle, and determine the vehicle slope influence factor based on the slope signal; Calculate the target value of accelerator pedal torque compensation based on the initial value of accelerator pedal torque compensation, the target compensation torque intervention coefficient, and the vehicle slope influence factor; Based on the initial value of the accelerator pedal torque demand and the target value of the accelerator pedal torque compensation, the current vehicle torque demand of the target vehicle is calculated.

6. The method according to claim 5, characterized in that, Based on the initial value of accelerator pedal torque compensation, the target compensation torque intervention coefficient, and the vehicle slope influence factor, the target value of accelerator pedal torque compensation is calculated, including: Determine the vertex flag of the accelerator pedal opening change rate in the previous cycle of the target vehicle; If the peak flag of the accelerator pedal opening change rate in the previous cycle is an active flag, then the accelerator pedal torque compensation hold value is determined based on the initial value of the accelerator pedal torque compensation. Based on the accelerator pedal torque compensation hold value, the target compensation torque intervention coefficient, and the vehicle slope influence factor, the accelerator pedal torque compensation target value is calculated.

7. The method according to claim 2, characterized in that, After controlling the current vehicle torque demand based on the vehicle torque rise gradient to regulate the accelerator pedal torque of the target vehicle, the method further includes: Obtain the rate of change of the accelerator pedal opening after adjustment of the target vehicle, and the latest compensation torque intervention coefficient corresponding to the rate of change of the accelerator pedal opening after adjustment. If the rate of change of the accelerator pedal opening after adjustment is less than or equal to the third preset rate of change, and the latest compensation torque intervention coefficient is less than or equal to the preset value, then the target vehicle is controlled to exit the accelerator pedal torque control function; wherein, the third preset rate of change is less than the first preset rate of change.

8. The method according to any one of claims 1 to 6, characterized in that, The method further includes: When the rate of change of the accelerator pedal opening is greater than the second preset rate of change, the target vehicle is controlled to exit the accelerator pedal torque control function, and the status flag of the accelerator pedal torque control function is controlled to switch from the active state to the frozen state.

9. A device for regulating the torque of the accelerator pedal in single-pedal mode, characterized in that, include: The first determining module is configured to determine the initial value of the accelerator pedal demand torque, the initial value of the accelerator pedal torque compensation, and the target compensation torque intervention coefficient of the target vehicle when the target vehicle is in single-pedal mode and the accelerator pedal torque control function is activated. The second determining module is configured to determine the current vehicle torque demand of the target vehicle based on the initial value of the accelerator pedal demand torque, the initial value of the accelerator pedal torque compensation, and the target compensation torque intervention coefficient. The third determining module is configured to determine the vehicle torque increase gradient based on the accelerator pedal opening and the accelerator pedal opening change rate. The control module is configured to control the current demand torque of the vehicle based on the vehicle torque rise gradient, so as to regulate the accelerator pedal torque of the target vehicle.

10. A readable storage medium storing a computer program, characterized in that, When the computer program is executed by a processor, it implements the steps of the method as described in any one of claims 1 to 8.

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