Torque control method in creep mode, electronic device and vehicle

Abstract

The present application provides a torque control method, electronic device and vehicle in creep mode. When there is no dynamic shifting, it is only necessary to determine whether there is an unexpected control condition based on creeping driving parameters. When there is an unexpected control condition, the creeping torque is limited to reduce torque, and the intensity of unexpected control is weakened to reduce the damage of the unexpected control condition to the user and the vehicle. When there is dynamic shifting, it is determined whether there is an unexpected reverse driving condition based on the creeping request torque and the current motor speed at the target gear. When there is an unexpected reverse driving condition, the creeping torque is limited to reduce torque and direction according to the target gear. The torque reduction limit can reduce the vehicle's driving speed and reduce the probability of safety risks. The direction limit can prevent the vehicle from driving in the opposite direction to the expected direction after the user shifts gears, reduce the damage of the unexpected reverse driving condition to the vehicle and the user, and protect the safety of the user and the vehicle.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and in particular to a torque control method in a creep mode, an electronic device and a vehicle. Background Art

[0002] In creep mode, the vehicle is not controlled by the accelerator pedal and brake pedal. The vehicle is driven entirely by the creep torque of creep mode. When unexpected control occurs in creep mode, damage may be caused to the user and the vehicle. Summary of the invention

[0003] In view of this, the purpose of the present application is to provide a torque control method, electronic equipment and vehicle in creep mode.

[0004] Based on the above purpose, the present application provides a torque control method in creep mode, comprising:

[0005] determining whether a dynamic shift signal exists in creep mode;

[0006] In response to the absence of the dynamic shift signal, acquiring creep driving parameters, determining whether an unexpected control condition exists according to the creep driving parameters, and reducing the creep request torque when the unexpected control condition exists;

[0007] In response to the presence of the dynamic shift signal, a target gear of the dynamic shift is determined, and at the target gear, whether an unexpected reverse driving condition exists is determined based on the creep request torque and the current motor speed, and when the unexpected reverse driving condition exists, the creep request torque is torque-reduced and direction-restricted based on the target gear.

[0008] Optionally, the creeping driving parameters include current vehicle speed, current gear position, brake pedal state, and creeping requested torque; and judging whether there is an unexpected control condition according to the creeping driving parameters includes:

[0009] determining whether the creep mode is abnormally activated according to the current gear position and / or brake pedal state;

[0010] In response to the current gear being the target gear, determining whether there is an unexpected gear shift condition according to the current vehicle speed and / or the creep request torque;

[0011] In response to the creep mode being abnormally activated and / or the presence of an unexpected speed change condition, determining that the unexpected control condition exists;

[0012] In response to the creep mode not being abnormally activated and the unexpected speed change condition not existing, it is determined that the unexpected control condition does not exist.

[0013] Optionally, determining whether the creep mode is abnormally activated according to the current gear position and / or brake pedal state includes:

[0014] In response to the current gear being a forward gear or a reverse gear, determining that the creep mode is not abnormally activated;

[0015] In response to the current gear being neither a forward gear nor a reverse gear, determining that the creep mode is abnormally activated;

[0016] In response to the brake pedal being in a stepped state, determining a stepping stroke of the brake pedal, and determining a master cylinder pressure value of the brake system corresponding to the stepping stroke;

[0017] In response to the master cylinder pressure value being greater than or equal to a preset pressure threshold, determining that the creep mode is abnormally activated;

[0018] In response to the master cylinder pressure value being less than a preset pressure threshold, it is determined that the creep mode is not abnormally activated.

[0019] Optionally, determining whether an unexpected speed change condition exists according to the current vehicle speed and / or creep request torque includes:

[0020] In response to the current vehicle speed being greater than or equal to a preset vehicle speed threshold, determining that an unexpected speed change condition exists;

[0021] In response to the current vehicle speed being less than a preset vehicle speed threshold, determining that there is no unexpected speed change condition;

[0022] determining a torque type and a torque change rate of the creep request torque;

[0023] In response to the torque type being a creep positive torque, if the creep request torque is greater than or equal to a preset positive torque threshold, it is determined that an unexpected speed change condition exists; if the creep request torque is less than the preset positive torque threshold, it is determined that no unexpected speed change condition exists;

[0024] In response to the torque type being creep negative torque, if the creep request torque is less than or equal to a preset negative torque threshold, it is determined that an unexpected speed change condition exists; if the creep request torque is greater than the preset negative torque threshold, it is determined that no unexpected speed change condition exists;

[0025] In response to the torque change rate being greater than or equal to a preset change rate threshold, determining that an unexpected speed change condition exists;

[0026] In response to the torque change rate being less than a preset change rate threshold, it is determined that no unexpected speed change condition exists.

[0027] Optionally, limiting the creep request torque by reducing the torque includes:

[0028] Determining the hazard level of the unintended control condition;

[0029] Determining a target adjustment coefficient corresponding to the danger level within a preset adjustment coefficient range;

[0030] A product of the creep request torque and the target adjustment coefficient is determined as a safety torque, and the creep request torque is adjusted to the safety torque.

[0031] Optionally, determining whether an unexpected reverse driving condition exists according to the creep request torque and the current motor speed at the target gear position includes:

[0032] determining a desired direction corresponding to the target gear position;

[0033] Determining a torque value of the creep request torque and a speed value of the current motor speed;

[0034] Determining a predicted direction corresponding to the target gear position according to the torque value and the speed value;

[0035] In response to the predicted direction being the same as the expected direction, there being no unexpected reverse driving condition;

[0036] In response to the predicted direction being different from the expected direction, the unanticipated reverse travel condition exists.

[0037] Optionally, determining the predicted direction corresponding to the target gear position according to the torque value and the speed value includes:

[0038] Constructing input retrieval information according to the torque value, the speed value and the target gear position;

[0039] A direction search is performed in preset direction preset data according to the input search information, and the retrieved output direction is determined as the predicted direction.

[0040] Optionally, the step of limiting the torque reduction and direction of the creep request torque according to the target gear position includes:

[0041] Reversing the torque value of the creep request torque to obtain a modified request torque;

[0042] The absolute value of the modified requested torque is reduced to obtain a limited requested torque, and creep driving is performed according to the limited requested torque.

[0043] Based on the same inventive concept, the present disclosure also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable by the processor, wherein the processor implements the method as described above when executing the computer program.

[0044] Based on the same inventive concept, the present disclosure also provides a vehicle, comprising the electronic device as described above.

[0045] As can be seen from the above, the torque control method, electronic device and vehicle in the creep mode provided by the present application determine whether there is a dynamic shift signal in the creep mode; in response to the absence of a dynamic shift signal, obtain creep driving parameters, determine whether there is an unexpected control condition according to the creep driving parameters, and limit the creep request torque when there is an unexpected control condition; in response to the presence of a dynamic shift signal, determine the target gear of the dynamic shift, determine whether there is an unexpected reverse driving condition according to the creep request torque and the current motor speed under the target gear, and limit the creep request torque according to the target gear when there is an unexpected reverse driving condition. When there is no dynamic shift, it is only necessary to determine whether there is an unexpected control condition according to the creep driving parameters, activate the functional safety state when there is an unexpected control condition, limit the creep torque, and weaken the intensity of the unexpected control, so as to reduce the damage of the unexpected control condition to the user and the vehicle. When there is dynamic gear shifting, it is determined whether there is an unexpected reverse driving condition based on the creep request torque and the current motor speed in the target gear. When there is an unexpected reverse driving condition, the creep torque is limited in torque reduction and direction according to the target gear. The torque reduction limit can reduce the vehicle's driving speed and reduce the probability of safety risks. The direction limit can prevent the vehicle from driving in the opposite direction of the user's expected direction after shifting gears, thereby reducing the damage to the vehicle and users caused by unexpected reverse driving conditions and protecting the safety of users and vehicles. BRIEF DESCRIPTION OF THE DRAWINGS

[0046] In order to more clearly illustrate the technical solutions in the present application or related technologies, the drawings required for use in the embodiments or related technical descriptions are briefly introduced below. Obviously, the drawings described below are only embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0047] Figure 1 This is a flow chart of the torque control method in the creep mode of an embodiment of the present application;

[0048] Figure 2 This is a flow chart of an embodiment of the present application for determining whether there is an unexpected control condition according to creep driving parameters;

[0049] Figure 3This is a flow chart of limiting the torque reduction of creep request torque according to an embodiment of the present application;

[0050] Figure 4 This is a flow chart for determining whether there is an unexpected reverse driving condition in an embodiment of the present application;

[0051] Figure 5 A schematic diagram of a direction search table for an embodiment of the present application;

[0052] Figure 6 A flowchart of torque reduction limitation and direction limitation for an embodiment of the present application;

[0053] Figure 7 It is a structural schematic diagram of the torque control device in the creeping mode of an embodiment of the present application;

[0054] Figure 8 It is a schematic diagram of the structure of an electronic device according to an embodiment of the present application. DETAILED DESCRIPTION

[0055] In order to make the objectives, technical solutions and advantages of the present application more clearly understood, the present application is further described in detail below in combination with specific embodiments and with reference to the accompanying drawings.

[0056] It should be noted that, unless otherwise defined, the technical terms or scientific terms used in the embodiments of the present application should be the usual meanings understood by people with ordinary skills in the field to which the present application belongs. The "first", "second" and similar words used in the embodiments of the present application do not represent any order, quantity or importance, but are only used to distinguish different components. "Including" or "comprising" and similar words mean that the elements or objects appearing in front of the word cover the elements or objects listed after the word and their equivalents, without excluding other elements or objects. "Connect" or "connected" and similar words are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. "Up", "down", "left", "right" and the like are only used to indicate relative positional relationships. When the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0057] It should be understood herein that any number of elements in the drawings is for illustration rather than limitation, and any naming is only for distinction rather than having any limiting meaning.

[0058] Based on the description of the above background technology, the related technology also has the following situations:

[0059] In the related technology, the motor system of new energy vehicles has two states: driving state and recovery state. In the driving state, the driving torque can be released to accelerate the vehicle (corresponding to the battery discharge state), and in the recovery state, it is similar to the chassis braking system to decelerate the vehicle while charging the battery. In other words, in some cases, the vehicle can be decelerated through the recovery state of the motor, and the battery can be charged during the deceleration condition to improve the battery life.

[0060] Based on the characteristics that the motor of new energy vehicles can be in both driving and recovery states, the vehicle control unit (VCU) has added a low-speed creeping function. For vehicles with creeping mode, after entering the creeping mode, PI closed-loop control (Proportional Integral control, PI control) is performed through the speed difference between the target speed and the actual speed, so that the vehicle can eventually reach and stabilize at the target speed. However, for roads with slopes, there is a risk of slipping after entering the creeping mode.

[0061] The specific control idea of ​​the low-speed creeping function of the VCU is: first set the target speed, and then perform PI control based on the actual speed sent by the current anti-lock braking system (ABS) and other means through the speed difference between the target speed and the actual speed, so that the vehicle can finally reach and stabilize at the target speed. That is, when the actual speed > the target speed, the vehicle is decelerated by reducing the creeping torque; when the actual speed < the target speed, the vehicle is accelerated by increasing the creeping torque; which is roughly divided into starting creeping (starting the vehicle from a stationary state or a low-speed state without stepping on the accelerator) and sliding creeping (decelerating the vehicle from a medium-high speed state to a low-speed creeping state without stepping on the brake). At the same time, only the D and R gears have the low-speed creeping function.

[0062] In creep mode, the driver can drive the vehicle at a low speed without stepping on the accelerator or brake. At the same time, the low-speed creep function is usually equipped with a dynamic shift function. The function of the dynamic shift function is that the driver can directly shift gears and switch driving at low speed without stepping on the brake pedal (for example, switching between D gear and R gear). That is, the driver can achieve low-speed creep driving without stepping on the brake pedal and the accelerator pedal, and can also directly shift gears and change direction. The creep mode combined with dynamic shifting can improve the driving experience in traffic congestion or when the driver is reversing into a garage, because the driver only needs to control the steering wheel and gear position in creep mode, which reduces the difficulty of vehicle operation.

[0063] However, when the low-speed creep function and the dynamic shift function are activated at the same time, the driver usually does not step on the accelerator and brake pedals, which means that the vehicle is driven entirely by creep torque. At this time, it is particularly important to protect the driver's safety. The creep torque needs to be monitored from the perspective of functional safety to avoid unexpected control problems such as unexpected acceleration or deceleration when the creep function is activated, which in turn leads to safety accidents caused by abnormal creep torque when the vehicle is driving on congested roads. When the dynamic shift function is activated, the creep torque may not change direction as the driver intends, resulting in unexpected reverse driving problems, which can easily cause vehicle and personal safety problems.

[0064] The torque control method, electronic device and vehicle in the creep mode provided by the embodiment of the present application determine whether there is a dynamic shift signal in the creep mode; in response to the absence of the dynamic shift signal, obtain the creep driving parameters, determine whether there is an unexpected control condition according to the creep driving parameters, and limit the creep request torque when there is an unexpected control condition; in response to the presence of the dynamic shift signal, determine the target gear of the dynamic shift, determine whether there is an unexpected reverse driving condition according to the creep request torque and the current motor speed under the target gear, and limit the creep request torque according to the target gear when there is an unexpected reverse driving condition. When there is no dynamic shift, it is only necessary to determine whether there is an unexpected control condition according to the creep driving parameters, activate the functional safety state when there is an unexpected control condition, limit the creep torque, and weaken the intensity of the unexpected control, so as to reduce the damage of the unexpected control condition to the user and the vehicle. When there is dynamic gear shifting, it is determined whether there is an unexpected reverse driving condition based on the creep request torque and the current motor speed in the target gear. When there is an unexpected reverse driving condition, the creep torque is limited in torque reduction and direction according to the target gear. The torque reduction limit can reduce the vehicle's driving speed and reduce the probability of safety risks. The direction limit can prevent the vehicle from driving in the opposite direction of the user's expected direction after shifting gears, thereby reducing the damage to the vehicle and users caused by unexpected reverse driving conditions and protecting the safety of users and vehicles.

[0065] The torque control method in the creep mode provided by the embodiments of the present application is described in detail below with reference to the accompanying drawings.

[0066] In some embodiments, Figure 1 As shown, the torque control method of the creep mode includes:

[0067] Step 101: Determine whether there is a dynamic shift signal in the creep mode.

[0068] In specific implementation, the control of the vehicle's low-speed creep torque is obtained by the VCU vehicle controller through the functional layer and the monitoring layer. The functional layer can be understood as the normal creep state activation and exit condition judgment, and the calculation of the creep torque after the creep function is activated; as well as the judgment of the torque reversal when the driver performs low-speed dynamic shifting operations, and the torque output after reversing; and the monitoring layer can be understood as monitoring the safety state of the creep mode based on creep control data such as the creep function activation state, creep request torque, torque reversal results, motor speed, and current gear.

[0069] After entering the creep mode, when the monitoring layer detects a safety issue, the monitoring layer needs to take over the torque control of the entire vehicle and control the vehicle to enter a functional safety state. The creep torque of the monitoring layer is a limited torque, which can ensure that the vehicle is in a safe state.

[0070] After the creep mode is activated, the functional layer does not immediately enter the creep mode, but needs to further determine whether the current vehicle speed meets the corresponding creep control condition, wherein the creep control condition can be at least one vehicle speed threshold. When the current vehicle speed is greater than the vehicle speed threshold, it is determined that the creep control condition is not met. When the current vehicle speed is less than or equal to the vehicle speed threshold, it is determined that the creep control condition is met. The creep control condition can also be a vehicle speed interval. When the current vehicle speed is within the vehicle speed interval, it is determined that the creep control condition is met. When the current vehicle speed is outside the vehicle speed interval, it is determined that the creep control condition is not met.

[0071] Taking the speed range as an example to determine whether the creep control conditions are met, the speed range is generally [0, x+y], where x represents the corresponding target speed, y represents the adjusted reserved speed, and the upper boundary speed can also be max(x)+max(y), where max(x) represents the target speed when the slope is 0, and max(y) represents the maximum reserved value of the adjusted reserved speed. The lower boundary speed of the speed range is 0 to ensure that the scenarios of starting from a standstill to enter the creep mode and entering the creep mode at low speed are covered, ensuring that the creep mode can be directly entered when driving at low speed to perform corresponding torque control.

[0072] When the upper boundary speed is max(x)+max(y), when decelerating at a high speed, the speed difference between the current speed and the upper boundary speed that needs to be decelerated is smaller, and the creep mode can be entered faster. When x+y is used as the upper boundary speed, the target speed will vary with the current speed, slope, and master cylinder pressure value of the brake master cylinder. It is a dynamically changing value and satisfies max(x)≥x. The value of y depends on the specific configuration information of the vehicle's motor. If the motor performance is high, fast torque adjustment can be achieved, and y can be a smaller value, such as y=2; if the motor performance is poor and fast torque adjustment cannot be achieved, y can be a larger value, such as y=3, and max(y)≥y is satisfied. Among them, after adjusting the reserved vehicle speed to enter the creep mode, the vehicle motor will output the compensated creep request torque, but there may be a difference between the motor torque when entering the creep mode and the creep request torque, so the reserved vehicle speed is adjusted to leave sufficient time for the torque adjustment. While the torque is being adjusted, the vehicle speed is adjusted to the corresponding target speed, the creep mode is entered, and the creep driving process begins. At the same time, the monitoring layer begins to monitor the creep mode for safety.

[0073] The creep function is usually also equipped with a dynamic shifting function. The dynamic shifting function allows the driver to directly switch between D gear and R gear at low speed without stepping on the brake pedal. That is, when the vehicle is at a low speed, the driver does not step on the brake pedal and the accelerator pedal to achieve low-speed creeping driving, and during the creeping driving process, the gears can be shifted and the direction can be changed directly according to the driver's needs.

[0074] If the driver does not perform dynamic shifting operations, he only needs to monitor the safety of the creep control itself in the creep mode. The main factor that determines whether creep driving is safe is whether the actual vehicle speed is stable around the target speed of the creep mode. Therefore, the main cause of safety risks is the unexpected control conditions of the creep mode, such as unexpected acceleration and deceleration during creep driving, or unexpected abnormal activation when the creep mode is activated.

[0075] If the driver performs a dynamic shifting operation, it is necessary to monitor whether the driving direction after the shifting operation meets the user's expectations. If an unexpected reverse driving condition occurs, it will increase the probability of a safety accident involving the user and the vehicle. Therefore, whether a dynamic shifting operation is performed determines the direction of the unexpected condition investigation. Therefore, it is necessary to monitor in real time whether there is a dynamic shifting signal in the creeping mode.

[0076] Step 102: In response to the absence of a dynamic shift signal, a creep driving parameter is obtained, and whether an unexpected control condition exists is determined according to the creep driving parameter, and when an unexpected control condition exists, a creep request torque is limited in torque reduction.

[0077] In specific implementation, if there is no dynamic shift signal, it means that the user has not used the dynamic shift function in creep mode and has not performed dynamic shift operations. At this time, the main reason for the safety problem during creep driving is the unexpected control condition. At this time, the monitoring layer needs to obtain the creep driving parameters used to control the vehicle to creep in creep mode to determine whether there is a corresponding safety risk. The creep driving parameters are the control parameters and monitoring parameters of the vehicle controller when controlling the vehicle to drive at low speed in creep mode, including the current vehicle speed, current gear position, brake pedal status, creep request torque, etc.

[0078] Among them, the creeping driving parameters can determine whether there is an unexpected control condition. For example, the current vehicle speed in the creeping driving parameters is used to determine whether creeping control can be performed. For example, when a vehicle is driving on a downhill road, the vehicle is controlled to drive with the creeping request torque. However, when the slope is large, the vehicle may slip, resulting in unexpected acceleration. Although the vehicle does not actively increase the creeping request torque, the creeping speed of the creeping driving will increase until the creeping speed exceeds the preset vehicle speed threshold. It can be determined that there is a safety problem of unexpected acceleration.

[0079] The brake pedal status and current gear position can be used to determine whether the creep mode is unexpectedly activated. When the brake pedal is monitored to be in a stepped state and the master cylinder pressure value of the brake system corresponding to the brake pedal's stepped stroke is greater than or equal to the preset pressure threshold, it can be determined that the driver needs to step on the brake to deactivate the creep function, but the creep function of the functional layer is abnormally activated, which may output abnormal creep torque, causing unexpected acceleration of the vehicle. It is necessary to activate the functional safety state and limit the creep request torque to reduce the damage caused by the corresponding safety problem.

[0080] The creep mode can only be operated in the forward gear and the reverse gear. When the gear is other than the forward gear and the reverse gear (such as N or P gear), the monitoring layer believes that the creep function of the vehicle functional layer is abnormally activated and may output abnormal creep torque, causing unexpected acceleration of the vehicle. It is necessary to activate the functional safety state of the monitoring layer and limit the creep request torque to reduce the damage caused by the corresponding safety problem.

[0081] The creep request torque is a parameter for controlling the creep driving of the vehicle. If the creep request torque of the monitored functional layer exceeds the preset torque threshold, it means that the creep request torque of the vehicle creep control is abnormal, which may cause the vehicle to have unexpected acceleration or unexpected deceleration. It is necessary to activate the functional safety state of the monitoring layer and limit the creep request torque to reduce the damage caused by the corresponding safety problem.

[0082] By monitoring the creep request torque, the torque change rate of the creep request torque over time can be determined. If the torque change rate is greater than or equal to the preset change rate threshold, it can also be determined that the creep request torque is abnormal, which may cause unexpected acceleration or unexpected deceleration of the vehicle. It is necessary to activate the functional safety status of the monitoring layer and limit the creep request torque to reduce the damage caused by the corresponding safety problem.

[0083] Therefore, when there are problems such as unexpected acceleration, unexpected deceleration or unexpected abnormal activation, it is determined that there are unexpected control conditions, and it is necessary to activate the functional safety state of the monitoring layer and limit the creep request torque to reduce the damage caused by the corresponding safety problem.

[0084] Step 103: In response to the presence of a dynamic shift signal, determine the target gear of the dynamic shift, determine whether there is an unexpected reverse driving condition based on the creep request torque and the current motor speed at the target gear, and when an unexpected reverse driving condition exists, limit the creep request torque according to the target gear and limit the direction.

[0085] In specific implementation, if there is a dynamic shift signal, it means that the user has used the dynamic shift function in the creep mode and has performed a dynamic shift operation. At this time, the main reason for the safety problem during the creep driving process is the unexpected reverse driving condition.

[0086] Because the motor speed and creep request torque can have positive and negative states, combined with the gear position, it can be found that in the forward gear, there will be a reverse driving condition. In the reverse gear, there will also be a reverse driving condition; in these two conditions, the expected driving direction of the vehicle after the gear shift control is opposite to the driving direction corresponding to the driver's gear shift intention. Usually, the driver wants to drive forward when he shifts to D gear, and wants to drive backward when he shifts to R gear. Therefore, it is necessary to determine the target gear position under the dynamic gear shift of the functional layer through the monitoring layer, and then monitor the creep request torque and the current motor speed under the target gear position, so as to determine the expected direction after shifting to the target gear position according to the creep request torque and the current motor speed, and compare the expected direction with the expected direction corresponding to the target gear position. If the predicted direction is the same as the expected direction, it means that the user's expectations are responded normally, and it is determined that there is no unexpected reverse driving condition; if the predicted direction is different from the expected direction, it means that the user's expectations are responded normally, there is an unexpected reverse driving condition, there is a safety risk, and the creep request torque needs to be reduced and limited in direction according to the target gear position.

[0087] Torque reduction limitation can reduce the vehicle's creeping speed. At low speeds, users have more reaction time to avoid risks. Direction limitation can avoid unexpected reverse driving problems such as the vehicle driving backwards after engaging the forward gear or driving forward after engaging the reverse gear. It ensures that the final driving direction of the vehicle after dynamic gear shifting meets the user's expectations, reduces safety risks caused by unexpected control, and protects the safety of users and vehicles through torque reduction limitation and direction limitation.

[0088] In summary, the torque control method of the creep mode provided in the embodiment of the present application, when there is no dynamic shifting, only needs to determine whether there is an unexpected control condition based on the creeping driving parameters, activate the functional safety state when there is an unexpected control condition, limit the creeping torque, weaken the intensity of the unexpected control, and reduce the damage of the unexpected control condition to the user and the vehicle. When there is dynamic shifting, it is determined whether there is an unexpected reverse driving condition based on the creeping request torque and the current motor speed at the target gear, and when there is an unexpected reverse driving condition, the creeping torque is limited by torque reduction and direction according to the target gear. The torque reduction limit can reduce the vehicle's driving speed and reduce the probability of safety risks. The direction limit can prevent the vehicle from driving in the opposite direction to the expected direction after the user shifts gears, reduce the damage of the unexpected reverse driving condition to the vehicle and the user, and protect the safety of the user and the vehicle.

[0089] In some embodiments, creep driving parameters include current vehicle speed, current gear, brake pedal status, creep request torque; Figure 2 As shown, judging whether there is an unexpected control condition based on creep driving parameters includes:

[0090] Step 201: Determine whether the creep mode is abnormally activated according to the current gear position and / or brake pedal state.

[0091] In specific implementation, the creep mode is abnormally activated when the user does not want to enter the creep mode, or the creep mode is activated when the activation conditions of the creep mode are not met. The creep mode can only be entered in the forward gear or reverse gear, and the user does not need to actively control the accelerator pedal and brake pedal in the creep mode, so the abnormal activation is related to the control of the gear and the pedal.

[0092] In some embodiments, step 201 includes:

[0093] Step 2011: In response to the current gear being a forward gear or a reverse gear, determining that the creep mode is not abnormally activated.

[0094] In specific implementation, since the creep mode can only be entered in the forward gear and the reverse gear, the dynamic shifting or normal shifting in the creep mode can only switch between the forward gear and the reverse gear. Therefore, if the current gear monitored is the forward gear or the reverse gear, it means that the creep mode is correctly activated, there is no unexpected abnormal activation problem, and there is no need to limit the torque reduction.

[0095] Step 2012: In response to the current gear being neither a forward gear nor a reverse gear, determining that the creep mode is abnormally activated.

[0096] In specific implementation, since the creep mode can only be entered in the forward gear and the reverse gear, the dynamic shifting or normal shifting in the creep mode can only switch between the forward gear and the reverse gear. Therefore, if the current gear monitored is neither the forward gear nor the reverse gear, it means that the creep mode is abnormally activated and there is an unexpected abnormal activation problem. Torque reduction limitation is required to reduce the impact of abnormal entry into the creep mode and provide a safer environment for subsequent control. For example, the vehicle speed is low when exiting the creep mode control to reduce the impact on vehicle driving.

[0097] Step 2013: In response to the brake pedal being in a stepped-on state, determining the stepping stroke of the brake pedal, and determining a master cylinder pressure value of the brake system corresponding to the stepping stroke.

[0098] In specific implementation, the operation of the accelerator pedal is reflected in the change of vehicle speed. The monitoring of the accelerator pedal can be achieved by monitoring the vehicle speed, and the vehicle speed monitoring belongs to the category of monitoring of unexpected speed change conditions. The operation of the brake pedal is reflected in the change of the master cylinder pressure value of the brake system, so the situation of the accelerator pedal is not considered when abnormal activation monitoring is performed. Only the pedal stroke of the brake pedal needs to be monitored. The pedal stroke is the depth of the user's pedaling on the brake pedal. Therefore, the greater the pedal stroke, the more urgent the user's deceleration and braking needs, and the faster the vehicle speed drops.

[0099] Since the pedaling stroke is not a parameter directly used to determine whether the creep mode is activated normally, and the master cylinder pressure value corresponding to the pedaling stroke of the brake pedal is one of the judgment parameters for determining whether to enter the creep mode, it is necessary to determine the master cylinder pressure value of the braking system corresponding to the pedaling stroke after monitoring the pedaling stroke, and determine whether there is an abnormal activation problem based on the master cylinder pressure value.

[0100] Step 2014: In response to the master cylinder pressure value being greater than or equal to a preset pressure threshold, determining that the creep mode is abnormally activated.

[0101] During specific implementation, when the master cylinder pressure value is greater than or equal to the preset pressure threshold, it means that the user has stepped on the brake pedal deeply, and the monitoring layer determines that the driver needs to step on the brake to deactivate the creep function. At this time, the activation of the creep mode is an abnormal activation, and it may output an abnormal creep request torque, causing unexpected acceleration of the vehicle. It is necessary to activate the functional safety state of the monitoring layer and limit the creep request torque to reduce the damage caused by the corresponding safety problem.

[0102] Step 2015: In response to the master cylinder pressure value being less than a preset pressure threshold, determining that the creep mode is not abnormally activated.

[0103] In specific implementation, when the master cylinder pressure value is less than the preset pressure threshold, it means that the user has stepped on the brake pedal to a small depth. The monitoring layer determines that the driver may have accidentally touched the brake pedal. At this time, the activation of the creep mode is normal, and the output creep request torque will not cause unexpected acceleration of the vehicle. There is no need to activate the functional safety state of the monitoring layer, nor is there any need to limit the creep request torque.

[0104] Step 202: In response to the current gear being the target gear, determine whether an unexpected gear shift condition exists according to the current vehicle speed and / or the creep request torque.

[0105] In specific implementation, when the current gear is a forward gear or a reverse gear, the current gear is determined to be the target gear, and whether an unexpected speed change condition exists can be further determined based on the current vehicle speed and the creep request torque.

[0106] In some embodiments, determining whether an unexpected speed change condition exists according to the current vehicle speed and the creep request torque includes:

[0107] Step 2021: In response to the current vehicle speed being greater than or equal to a preset vehicle speed threshold, determining that an unexpected speed change condition exists.

[0108] In specific implementation, the most direct way to determine whether there is an unexpected speed change condition is to monitor the current vehicle speed in real time. If the current vehicle speed is greater than or equal to the preset vehicle speed threshold, it means that the creep mode can no longer maintain the stability of the vehicle speed, and the actual vehicle speed gradually moves away from the target vehicle speed of the creep mode. It is determined that the vehicle has an unexpected speed change condition of unexpected acceleration, and it is necessary to activate the functional safety state of the monitoring layer and limit the creep request torque to reduce the damage caused by the corresponding safety problem. For example, when the vehicle is driving downhill in the forward gear, the vehicle slips, causing the downhill speed to increase.

[0109] Step 2022: In response to the current vehicle speed being less than a preset vehicle speed threshold, determining that there is no unexpected speed change condition.

[0110] During specific implementation, if the current vehicle speed is less than the preset speed threshold, it means that the creep mode can maintain the stability of the vehicle speed and maintain the actual vehicle speed near the target speed of the creep mode, thus determining that the vehicle has no unexpected speed change conditions. There is no need to activate the functional safety status of the monitoring layer and there is no need to limit the creep request torque.

[0111] Step 2023: Determine the torque type and torque change rate of the creep request torque.

[0112] In specific implementation, the monitoring of creep request torque is divided into two aspects: size and change rate. Abnormal creep request torque will cause abnormal acceleration or deceleration of the vehicle, so it is necessary to determine the torque type of creep request torque. Creep torque is divided into creep positive torque and creep negative torque. Creep positive torque is the torque that drives the vehicle forward, and creep negative torque is the torque that drives the vehicle backward. The torque change rate can be the slope of the tangent of the curve of creep request torque changing with time, which represents the rate of change of creep request torque.

[0113] Step 2024: In response to the torque type being creep positive torque, if the creep request torque is greater than or equal to the preset positive torque threshold, it is determined that an unexpected speed change condition exists; if the creep request torque is less than the preset positive torque threshold, it is determined that no unexpected speed change condition exists.

[0114] In specific implementation, if the torque type is creep positive torque, it indicates that there is a possibility of unexpected acceleration, and it is necessary to compare the creep request torque with the preset positive torque threshold. The positive torque threshold is used to measure whether the creep request torque exceeds the upper limit of the positive torque. If the creep request torque is greater than or equal to the preset positive torque threshold, the monitoring layer believes that the creep request torque of the vehicle function layer is abnormal, which will cause unexpected acceleration of the vehicle. It is determined that there is an unexpected speed change condition; if the creep request torque is less than the preset positive torque threshold, the monitoring layer believes that the creep request torque of the vehicle function layer is normal and will not cause unexpected acceleration of the vehicle, and it is determined that there is no unexpected speed change condition.

[0115] Step 2025: In response to the torque type being creep negative torque, if the creep request torque is less than or equal to the preset negative torque threshold, it is determined that an unexpected speed change condition exists; if the creep request torque is greater than the preset negative torque threshold, it is determined that no unexpected speed change condition exists.

[0116] In specific implementation, if the torque type is creep negative torque, it indicates that there is a possibility of unexpected deceleration, and it is necessary to compare the creep request torque with the preset negative torque threshold. The negative torque threshold is used to measure whether the creep request torque exceeds the upper limit of the negative torque. If the creep request torque is less than or equal to the preset negative torque threshold, the monitoring layer considers that the creep request torque of the vehicle functional layer is abnormal, which will cause unexpected deceleration of the vehicle, and determines that an unexpected speed change condition exists; if the creep request torque is greater than the preset negative torque threshold, the monitoring layer considers that the creep request torque of the vehicle functional layer is normal and will not cause unexpected deceleration of the vehicle, and determines that there is no unexpected speed change condition.

[0117] Step 2026: In response to the torque change rate being greater than or equal to a preset change rate threshold, determining that an unexpected speed change condition exists.

[0118] In specific implementation, if the torque change rate is greater than or equal to the preset change rate threshold, the monitoring layer believes that the creep request torque of the vehicle functional layer has abnormal changes, which will cause unexpected acceleration or unexpected deceleration of the vehicle. It is necessary to activate the functional safety state of the monitoring layer and perform torque reduction limitation.

[0119] Step 2027: In response to the torque change rate being less than a preset change rate threshold, determining that there is no unexpected speed change condition.

[0120] In specific implementation, if the torque change rate is less than the preset change rate threshold, the monitoring layer believes that the creep request torque of the vehicle functional layer is not abnormal and will not cause unexpected acceleration or unexpected deceleration of the vehicle, and there is no need to limit the torque reduction.

[0121] Step 203: In response to the creep mode being abnormally activated and / or the unexpected speed change condition existing, determining that an unexpected control condition exists.

[0122] In specific implementation, if any one of the abnormal activation and unexpected speed change conditions is monitored, or if abnormal activation and unexpected speed change conditions are monitored at the same time, it can be determined that unexpected control exists in the creep mode. If it is determined that there is an unexpected control condition, it is necessary to activate the functional safety state of the monitoring layer and perform torque reduction limitation.

[0123] Step 204 : In response to the creep mode not being abnormally activated and the unexpected speed change condition not existing, determining that the unexpected control condition does not exist.

[0124] In specific implementation, if the creep mode is not abnormally activated and there is no unexpected speed change condition, it means that there is no unexpected acceleration or unexpected deceleration, and the creep mode is not abnormally activated, and torque reduction limitation is required.

[0125] In some embodiments, Figure 3 As shown, the creep request torque is limited by:

[0126] Step 301: Determine the danger level of the current working condition.

[0127] During specific implementation, there are many unexpected control conditions that activate the functional safety state for torque reduction limitation. Different conditions correspond to different danger levels. The higher the danger level, the greater the torque reduction limitation required. The current condition includes at least one of the unexpected control conditions. Determining the danger level of the current condition can evaluate the danger level caused by the unexpected control condition.

[0128] Step 302: Determine a target adjustment coefficient corresponding to the danger level within a preset adjustment coefficient range.

[0129] In specific implementation, since torque reduction is limited, the preset adjustment coefficient range is (0, 1). Torque reduction (maximum value is less than 1) can be achieved while ensuring the existence of creep request torque (excluding 0 value). The higher the danger level of the target working condition, the smaller the corresponding target adjustment coefficient, the greater the torque reduction range, and the better the safety protection effect.

[0130] Step 303: Determine the product of the creep request torque and the target adjustment coefficient as the safety torque, and adjust the creep request torque to the safety torque.

[0131] In specific implementation, if the target adjustment coefficient is 0.8, the safety torque = creep request torque × 0.8, and then the creep request torque is adjusted down to the safety torque to protect the safety of the user and the vehicle.

[0132] In some embodiments, Figure 4 As shown, whether there is an unexpected reverse driving condition under the target gear is determined according to the creep request torque and the current motor speed, including:

[0133] Step 401: Determine a desired direction corresponding to a target gear position.

[0134] In specific implementation, the driver usually changes the forward gear to drive forward, and changes the reverse gear to drive backward, so when the target gear is the forward gear, the desired direction is the forward direction; when the target gear is the reverse gear, the desired direction is the reverse direction.

[0135] Step 402: Determine the torque value of the creep request torque and the speed value of the current motor speed.

[0136] In specific implementation, the parameters that determine the final driving direction of the vehicle mainly include the torque value of the creep request torque and the speed value of the current motor speed. The size of the value represents the size of the torque and speed, and the sign of the value represents the direction of the speed and torque.

[0137] Step 403: Determine the predicted direction corresponding to the target gear according to the torque value and the speed value.

[0138] In specific implementation, a positive value of the creep request torque indicates that forward acceleration is applied, and a positive value of the current motor speed indicates that the vehicle is currently traveling in a positive direction (forward direction). A negative value of the creep request torque indicates that backward acceleration is applied, and a negative value of the current motor speed indicates that the vehicle is currently traveling in a negative direction (reverse direction). The positive and negative values ​​of the torque and speed values ​​in different gears determine the predicted direction. The process of comparing whether the predicted direction is the same as the expected direction is the commutation judgment process. The purpose of the commutation judgment is to avoid the occurrence of unexpected reverse driving conditions.

[0139] In some embodiments, step 403 includes:

[0140] Step 4031: construct input retrieval information according to the torque value, the speed value and the target gear.

[0141] In specific implementation, the input search information may be (target gear, speed value, torque value).

[0142] Step 4032: Perform a direction search in the preset direction preset data according to the input search information, and determine the retrieved output direction as the predicted direction.

[0143] In specific implementation, for example, the preset direction preset data can be as follows: Figure 5 The direction search table shown. If no correction is made, in the forward gear, the actual creep request torque = creep request torque × 1. In the reverse gear, the actual creep request torque = creep request torque × (-1). Among them, the creep request torque before the reversing judgment is not responded to, but the corrected request torque after the reversing judgment or the actual creep request torque after the reversing judgment is responded to. The process of determining the predicted direction is as follows:

[0144] When the target gear in the input retrieval information is the forward gear, if the speed is a positive value and the torque is a positive value, it means that the vehicle applies a forward creep request torque during the forward driving process, the vehicle accelerates forward, and the forward direction is determined as the predicted direction; if the speed is a positive value and the torque is a negative value, it means that the vehicle applies a backward creep request torque during the forward driving process, the vehicle decelerates forward, and the forward direction is determined as the predicted direction; if the speed is a negative value and the torque is a positive value, it means that the vehicle applies a forward creep request torque during the backward driving process, the vehicle decelerates backward to a speed of 0 and then accelerates forward, and the forward direction is determined as the predicted direction; if the speed is a negative value and the torque is a negative value, it means that the vehicle applies a backward creep request torque during the backward driving process, the vehicle accelerates backward, and the reverse direction is determined as the predicted direction.

[0145] When the target gear in the input search information is the reverse gear, if the speed value is a positive value, the torque value is a positive value, and the actual torque value after inversion is a negative value, it means that the vehicle applies a backward creep request torque during the forward driving process, and the vehicle decelerates forward until the vehicle speed is 0 and then accelerates backward, and the reverse direction is determined as the predicted direction; if the speed value is a positive value, the torque value is a negative value, and the actual torque value after inversion is a positive value, it means that the vehicle applies a forward creep request torque during the forward driving process, and the vehicle accelerates forward, and the forward direction is determined as the predicted direction; if the speed value is a negative value, the torque value is a positive value, and the actual torque value after inversion is a negative value, it means that the vehicle applies a backward creep request torque during the backward driving process, and the vehicle accelerates backward, and the reverse direction is determined as the predicted direction; if the speed value is a negative value, the torque value is a negative value, and the actual torque value after inversion is a positive value, it means that the vehicle applies a forward creep request torque during the backward driving process, and the vehicle decelerates backward, and the reverse direction is determined as the predicted direction.

[0146] It can be seen that in the forward gear (D gear), when no direction correction is performed, there is only one situation that causes the direction to be reverse and backward, that is, the current motor speed is a negative value, and the torque value of the creep request torque before the reversing judgment is a negative value. The corresponding predicted direction is the reverse direction Reverse, and the creep request torque needs to be limited in torque reduction and direction. The current motor speed is a negative value, which corresponds to the vehicle being reversed. If the torque value of the creep request torque is a negative value, the vehicle will accelerate in reverse, and there is no forward driving process of the vehicle, which does not meet the user's expectation of forward driving in the forward gear, and the creep request torque needs to be limited in torque reduction and direction.

[0147] In the forward gear (R gear), when no direction correction is performed, there is only one situation that causes the direction to be reverse forward, that is, the current motor speed is a positive value, and the torque value of the creep request torque before the reversing judgment is a negative value. The corresponding predicted direction is the forward direction Forward, and the number of creep request torques needs to be limited by torque reduction and direction. The current motor speed is a positive value, which corresponds to the vehicle moving forward. If the torque value of the creep request torque is a negative value, the actual creep request torque without direction correction is opposite to the creep request torque, which is the forward direction, and the vehicle will accelerate forward. There is no reverse driving process for the vehicle, which does not meet the user's expectation of reverse driving in reverse gear, and the creep request torque needs to be limited by torque reduction and direction.

[0148] In the above two situations, the predicted direction is opposite to the driver's usual shifting intention, so the monitoring layer is required to monitor the creep request torque and switching results under the dynamic shifting of the functional layer to ensure that when the above two situations occur, the vehicle enters a functional safety state to ensure that the vehicle's driving direction does not violate the driver's intention and avoid safety risks caused by reverse driving.

[0149] Step 404: In response to the predicted direction being the same as the expected direction, there is no unexpected reverse driving condition.

[0150] In a specific implementation, exemplarily, in the forward gear, if the predicted direction and the expected direction are both the forward direction, it is determined that the predicted direction is the same as the expected direction, and there is no unexpected reverse driving condition.

[0151] Step 405: In response to the predicted direction being different from the expected direction, an unexpected reverse driving condition exists.

[0152] In specific implementation, when in forward gear, if the predicted direction is the reverse direction, which is different from the forward direction of the expected direction, it is determined that there is an unexpected reverse driving condition. When in reverse gear, if the predicted direction is the forward direction, which is different from the reverse direction of the expected direction, it is determined that there is an unexpected reverse driving condition.

[0153] In some embodiments, Figure 6 As shown, the creep request torque is limited in torque reduction and direction according to the target gear, including:

[0154] Step 601: Invert the torque value of the creep request torque to obtain a corrected request torque.

[0155] Step 602: Reduce the corrected requested torque to obtain the limited requested torque, and perform creep driving according to the limited requested torque.

[0156] In specific implementation, when the creep function is in the activated state, if the monitoring layer monitors that the driver of the functional layer switches the gear to the forward gear in the dynamic shifting state, the corresponding target direction is determined to be the forward direction. If the predicted direction determined according to the torque value and the speed value is the reverse direction, it is determined that the predicted direction is different from the expected direction, and there is an unexpected reverse driving condition, and the functional safety state needs to be activated, the monitoring layer takes over the vehicle control instead of the functional layer, and corrects the creep request torque, that is, the torque value of the creep request torque is reversed to obtain the corrected request torque, and the vehicle deceleration is controlled by reducing the absolute value of the corrected request torque without changing the positive and negative, and the motor is controlled to creep drive according to the limited request torque after the torque reduction. Until the real-time predicted direction of the commutation judgment is the forward direction, it is determined that the commutation judgment result is that the expected and predicted directions are the same, at which time the monitoring layer exits the functional safety state, and the functional layer uses the creep request torque to control the motor.

[0157] When the creep function is activated, if the monitoring layer detects that the driver of the functional layer switches the gear to the reverse gear in the dynamic shift state, the corresponding target direction is determined to be the reverse direction. If the predicted direction determined according to the torque value and the speed value is the forward direction, it is determined that the predicted direction is different from the expected direction, and there is an unexpected reverse driving condition, and the functional safety state needs to be activated, the monitoring layer takes over the vehicle control instead of the functional layer, corrects the creep request torque, that is, reverses the torque value of the creep request torque, obtains the corrected request torque, and controls the vehicle deceleration by reducing the absolute value of the corrected request torque without changing the positive and negative, and controls the motor to creep drive according to the torque limit after the torque reduction. Until the real-time predicted direction of the commutation judgment is the reverse direction, it is determined that the commutation judgment result is that the expected and predicted directions are the same, at which time the monitoring layer exits the functional safety state, and the functional layer uses the creep request torque to control the motor.

[0158] Through torque limitation and direction limitation, the monitoring layer can monitor the creep torque under dynamic shifting of the functional layer to avoid unexpected reverse driving conditions and ensure safe driving of the vehicle through functional safety monitoring.

[0159] It should be noted that the method of the embodiment of the present application can be performed by a single device, such as a computer or server. The method of this embodiment can also be applied to a distributed scenario and completed by multiple devices cooperating with each other. In the case of such a distributed scenario, one of the multiple devices can only perform one or more steps in the method of the embodiment of the present application, and the multiple devices will interact with each other to complete the described method.

[0160] It should be noted that the above describes some embodiments of the present application. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recorded in the claims can be performed in an order different from that in the above embodiments and still achieve the desired results. In addition, the processes depicted in the accompanying drawings do not necessarily require the specific order or continuous order shown to achieve the desired results. In some embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0161] Based on the same inventive concept, corresponding to any of the above-mentioned embodiment methods, the present application also provides a torque control device in creeping mode.

[0162] refer to Figure 7 , the torque control device in the creep mode comprises:

[0163] The dynamic shift module 10 is configured to: determine whether there is a dynamic shift signal in the creep mode;

[0164] The creep limiting module 20 is configured to: in response to the absence of the dynamic shift signal, obtain creep driving parameters, determine whether there is an unexpected control condition according to the creep driving parameters, and limit the creep request torque when the unexpected control condition exists;

[0165] The shift limiting module 30 is configured to: determine a target gear for the dynamic shift in response to a dynamic shift signal, determine whether an unexpected reverse driving condition exists based on the creep request torque and the current motor speed at the target gear, and perform torque reduction and direction restriction on the creep request torque based on the target gear when an unexpected reverse driving condition exists.

[0166] Optionally, the creep driving parameters include the current vehicle speed, the current gear position, the brake pedal state, and the creep request torque; the creep limiting module 20 includes:

[0167] an abnormal activation determination unit, configured to: determine whether the creep mode is abnormally activated according to the current gear position and / or the brake pedal state;

[0168] an unexpected speed change judgment unit, configured to: in response to the current gear being the target gear, determine whether there is an unexpected speed change condition according to the current vehicle speed and / or the creep request torque;

[0169] The unexpected control judgment unit is configured to: determine the existence of an unexpected control condition in response to the creep mode being abnormally activated and / or the existence of an unexpected speed change condition; determine the absence of an unexpected control condition in response to the creep mode not being abnormally activated and the absence of an unexpected speed change condition.

[0170] Optionally, the abnormal activation judgment unit includes:

[0171] The gear abnormality judgment subunit is configured to: determine that the creeping mode is not abnormally activated in response to the current gear being a forward gear or a reverse gear; determine that the creeping mode is abnormally activated in response to the current gear being neither a forward gear nor a reverse gear;

[0172] The pressure value determination subunit is configured to: in response to the brake pedal being in a stepped state, determine a stepping stroke of the brake pedal, and determine a master cylinder pressure value of the brake system corresponding to the stepping stroke;

[0173] The pressure value abnormality judgment subunit is configured to: in response to the master cylinder pressure value being greater than or equal to the preset pressure threshold, determine that the creep mode is abnormally activated; in response to the master cylinder pressure value being less than the preset pressure threshold, determine that the creep mode is not abnormally activated.

[0174] Optionally, the unexpected speed change judgment unit includes:

[0175] The vehicle speed abnormality judgment subunit is configured to: determine that an unexpected speed change condition exists in response to the current vehicle speed being greater than or equal to a preset vehicle speed threshold; determine that an unexpected speed change condition does not exist in response to the current vehicle speed being less than the preset vehicle speed threshold;

[0176] The torque change rate determination subunit is configured to: determine the torque type and torque change rate of the creep request torque;

[0177] The positive torque abnormality judgment subunit is configured to: in response to the torque type being a creep positive torque, if the creep request torque is greater than or equal to a preset positive torque threshold, determine that an unexpected speed change condition exists; if the creep request torque is less than the preset positive torque threshold, determine that an unexpected speed change condition does not exist;

[0178] The negative torque abnormality judgment subunit is configured to: in response to the torque type being creep negative torque, if the creep request torque is less than or equal to a preset negative torque threshold, determine that an unexpected speed change condition exists; if the creep request torque is greater than the preset negative torque threshold, determine that no unexpected speed change condition exists;

[0179] The abnormal change rate judgment subunit is configured to: in response to the torque change rate being greater than or equal to a preset change rate threshold, determine that an unexpected speed change condition exists; in response to the torque change rate being less than a preset change rate threshold, determine that an unexpected speed change condition does not exist.

[0180] Optionally, the creep limiting module 20 comprises:

[0181] The hazard level determination unit is configured to: determine the hazard level of the current working condition;

[0182] The adjustment coefficient determination unit is configured to: determine a target adjustment coefficient corresponding to the danger level within a preset adjustment coefficient range;

[0183] The safety torque determination unit is configured to determine a product of a creep request torque and a target adjustment coefficient as the safety torque, and adjust the creep request torque to the safety torque.

[0184] Optionally, the shift limiting module 30 includes:

[0185] The desired direction determining unit is configured to: determine a desired direction corresponding to a target gear position;

[0186] The speed determination unit is configured to: determine a torque value of the creep request torque and a speed value of the current motor speed;

[0187] A prediction direction determination unit is configured to: determine a prediction direction corresponding to a target gear position according to a torque value and a speed value;

[0188] The direction abnormality judgment unit is configured to: respond to the predicted direction being the same as the expected direction, and there being no unexpected reverse driving condition; respond to the predicted direction being different from the expected direction, and there being an unexpected reverse driving condition.

[0189] Optionally, the prediction direction determining unit includes:

[0190] The retrieval information input subunit is configured to: construct input retrieval information according to the torque value, the speed value and the target gear position;

[0191] The prediction direction output subunit is configured to: perform direction search in preset direction preset data according to input search information, and determine the retrieved output direction as the prediction direction.

[0192] Optionally, the shift limiting module 30 further includes:

[0193] The torque direction correction unit is configured to: invert the torque value of the creep request torque to obtain a corrected request torque;

[0194] The torque value correction unit is configured to reduce the absolute value of the corrected request torque to obtain the limited request torque, and perform creep driving according to the limited request torque.

[0195] For the convenience of description, the above device is described in terms of functions divided into various modules. Of course, when implementing the present application, the functions of each module can be implemented in the same or multiple software and / or hardware.

[0196] The device of the above embodiment is used to implement the corresponding torque control method of the creeping mode in any of the above embodiments, and has the beneficial effects of the corresponding method embodiment, which will not be repeated here.

[0197] Based on the same inventive concept, corresponding to any of the above-mentioned embodiments and methods, the present application also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein when the processor executes the program, the torque control method of the creep mode described in any of the above embodiments is implemented.

[0198] Figure 8 A more specific schematic diagram of the hardware structure of an electronic device provided in this embodiment is shown, and the device may include: a processor 1010, a memory 1020, an input / output interface 1030, a communication interface 1040, and a bus 1050. The processor 1010, the memory 1020, the input / output interface 1030, and the communication interface 1040 are connected to each other through the bus 1050 in the device.

[0199] The processor 1010 can be implemented by a general-purpose CPU (Central Processing Unit), a microprocessor, an application-specific integrated circuit (ASIC), or one or more integrated circuits, and is used to execute relevant programs to implement the technical solutions provided in the embodiments of this specification.

[0200] The memory 1020 may be implemented in the form of ROM (Read Only Memory), RAM (Random Access Memory), static storage device, dynamic storage device, etc. The memory 1020 may store an operating system and other application programs. When the technical solutions provided in the embodiments of this specification are implemented by software or firmware, the relevant program codes are stored in the memory 1020 and are called and executed by the processor 1010.

[0201] The input / output interface 1030 is used to connect the input / output module to realize information input and output. The input / output module can be configured in the device as a component (not shown in the figure), or it can be externally connected to the device to provide corresponding functions. The input device may include a keyboard, a mouse, a touch screen, a microphone, various sensors, etc., and the output device may include a display, a speaker, a vibrator, an indicator light, etc.

[0202] The communication interface 1040 is used to connect a communication module (not shown) to realize communication interaction between the device and other devices. The communication module can realize communication through wired means (such as USB, network cable, etc.) or wireless means (such as mobile network, WIFI, Bluetooth, etc.).

[0203] The bus 1050 includes a path that transmits information between the various components of the device (eg, the processor 1010 , the memory 1020 , the input / output interface 1030 , and the communication interface 1040 ).

[0204] It should be noted that, although the above device only shows the processor 1010, the memory 1020, the input / output interface 1030, the communication interface 1040 and the bus 1050, in the specific implementation process, the device may also include other components necessary for normal operation. In addition, it can be understood by those skilled in the art that the above device may also only include the components necessary for implementing the embodiments of the present specification, and does not necessarily include all the components shown in the figure.

[0205] The electronic device of the above embodiment is used to implement the corresponding torque control method of the creeping mode in any of the above embodiments, and has the beneficial effects of the corresponding method embodiment, which will not be described in detail here.

[0206] Based on the same inventive concept, corresponding to any of the above-mentioned embodiment methods, the present application also provides a non-transitory computer-readable storage medium, wherein the non-transitory computer-readable storage medium stores computer instructions, and the computer instructions are used to enable the computer to execute the torque control method of the creep mode as described in any of the above embodiments.

[0207] The computer-readable medium of this embodiment includes permanent and non-permanent, removable and non-removable media, and information storage can be implemented by any method or technology. Information can be computer-readable instructions, data structures, modules of programs, or other data. Examples of computer storage media include, but are not limited to, phase change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technology, read-only compact disk read-only memory (CD-ROM), digital versatile disk (DVD) or other optical storage, magnetic cassettes, tape disk storage or other magnetic storage devices or any other non-transmission media that can be used to store information that can be accessed by a computing device.

[0208] The computer instructions stored in the storage medium of the above embodiment are used to enable the computer to execute the torque control method of the creep mode as described in any of the above embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0209] Based on the same inventive concept, corresponding to any of the above-mentioned embodiments and methods, the present application also provides a vehicle, including the electronic device or the torque control device of the creeping mode of the above-mentioned embodiment, and the torque control method of the creeping mode described in any of the above-mentioned embodiments is executed through the electronic device or the torque control device of the creeping mode of the above-mentioned embodiment, and has the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0210] It is understandable that before using the technical solutions of each embodiment of the present disclosure, the type, scope of use, usage scenarios, etc. of the personal information involved will be informed to the user in an appropriate manner, and the user's authorization will be obtained.

[0211] For example, in response to receiving an active request from a user, a prompt message is sent to the user to clearly remind the user that the operation requested to be performed will require obtaining and using the user's personal information. Thus, the user can independently choose whether to provide personal information to software or hardware such as an electronic device, application, server, or storage medium that performs the operation of the technical solution of the present disclosure according to the prompt message.

[0212] As an optional but non-limiting implementation, in response to receiving the user's active request, the prompt information may be sent to the user in the form of a pop-up window, in which the prompt information may be presented in text form. In addition, the pop-up window may also carry a selection control for the user to choose "agree" or "disagree" to provide personal information to the electronic device.

[0213] It is understandable that the above notification and the process of obtaining user authorization are merely illustrative and do not constitute a limitation on the implementation of the present disclosure. Other methods that meet relevant laws and regulations may also be applied to the implementation of the present disclosure.

[0214] A person skilled in the art should understand that the discussion of any of the above embodiments is merely illustrative and is not intended to imply that the scope of the present application is limited to these examples. In line with the concept of the present application, the technical features in the above embodiments or different embodiments may be combined, the steps may be implemented in any order, and there are many other variations of the different aspects of the embodiments of the present application as described above, which are not provided in detail for the sake of simplicity.

[0215] In addition, to simplify the description and discussion, and in order not to make the embodiments of the present application difficult to understand, the known power / ground connections to the integrated circuit (IC) chip and other components may or may not be shown in the provided drawings. In addition, the device may be shown in the form of a block diagram to avoid making the embodiments of the present application difficult to understand, and this also takes into account the fact that the details of the implementation of these block diagram devices are highly dependent on the platform on which the embodiments of the present application are to be implemented (that is, these details should be fully within the scope of understanding of those skilled in the art). Where specific details (e.g., circuits) are set forth to describe exemplary embodiments of the present application, it is obvious to those skilled in the art that the embodiments of the present application can be implemented without these specific details or with changes in these specific details. Therefore, these descriptions should be considered illustrative rather than restrictive.

[0216] Although the present application has been described in conjunction with specific embodiments of the present application, many alternatives, modifications and variations of these embodiments will be apparent to those skilled in the art from the foregoing description. For example, other memory architectures (e.g., dynamic RAM (DRAM)) may use the discussed embodiments.

[0217] The embodiments of the present application are intended to cover all such substitutions, modifications and variations that fall within the broad scope of the present application. Therefore, any omissions, modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the embodiments of the present application should be included in the protection scope of the present application.

Claims

1. A torque control method in creep mode, characterized in that: include: Determine whether there is a dynamic shift signal in the creeping mode; wherein the dynamic shift is to directly switch between the forward gear and the reverse gear without pressing the brake pedal in the creeping mode; In response to the absence of the dynamic shift signal, acquiring creep driving parameters, determining whether an unexpected control condition exists according to the creep driving parameters, and reducing the creep request torque when the unexpected control condition exists; In response to the presence of the dynamic shift signal, a target gear of the dynamic shift is determined, and whether an unexpected reverse driving condition exists according to the creep request torque and the current motor speed at the target gear, and when the unexpected reverse driving condition exists, the creep request torque is subjected to torque reduction and direction restriction according to the target gear, including: Reversing the torque value of the creep request torque to obtain a modified request torque; The absolute value of the modified requested torque is reduced to obtain a limited requested torque, and creep driving is performed according to the limited requested torque.

2. The torque control method in creep mode according to claim 1, characterized in that: The creeping driving parameters include current vehicle speed, current gear position, brake pedal state, and creeping requested torque; and judging whether there is an unexpected control condition according to the creeping driving parameters includes: determining whether the creep mode is abnormally activated according to the current gear position and / or the brake pedal state; In response to the current gear being the target gear, determining whether there is an unexpected gear shift condition according to the current vehicle speed and / or the creep request torque; In response to the creep mode being abnormally activated and / or the presence of an unexpected speed change condition, determining that the unexpected control condition exists; In response to the creep mode not being abnormally activated and the unexpected speed change condition not existing, it is determined that the unexpected control condition does not exist.

3. The torque control method in creep mode according to claim 2, characterized in that: The determining whether the creep mode is abnormally activated according to the current gear position and / or the brake pedal state includes: In response to the current gear being a forward gear or a reverse gear, determining that the creep mode is not abnormally activated; In response to the current gear being neither a forward gear nor a reverse gear, determining that the creep mode is abnormally activated; In response to the brake pedal being in a stepped state, determining a stepping stroke of the brake pedal, and determining a master cylinder pressure value of the brake system corresponding to the stepping stroke; In response to the master cylinder pressure value being greater than or equal to a preset pressure threshold, determining that the creep mode is abnormally activated; In response to the master cylinder pressure value being less than a preset pressure threshold, it is determined that the creep mode is not abnormally activated.

4. The torque control method in creep mode according to claim 2, characterized in that: The determining whether there is an unexpected speed change condition according to the current vehicle speed and / or the creep request torque includes: In response to the current vehicle speed being greater than or equal to a preset vehicle speed threshold, determining that an unexpected speed change condition exists; In response to the current vehicle speed being less than a preset vehicle speed threshold, determining that there is no unexpected speed change condition; determining a torque type and a torque change rate of the creep request torque; In response to the torque type being a creep positive torque, if the creep request torque is greater than or equal to a preset positive torque threshold, it is determined that an unexpected speed change condition exists; if the creep request torque is less than the preset positive torque threshold, it is determined that no unexpected speed change condition exists; In response to the torque type being creep negative torque, if the creep request torque is less than or equal to a preset negative torque threshold, it is determined that an unexpected speed change condition exists; if the creep request torque is greater than the preset negative torque threshold, it is determined that no unexpected speed change condition exists; In response to the torque change rate being greater than or equal to a preset change rate threshold, determining that an unexpected speed change condition exists; In response to the torque change rate being less than a preset change rate threshold, it is determined that no unexpected speed change condition exists.

5. The torque control method in creep mode according to claim 1, characterized in that: The step of limiting the creep request torque by reducing the torque includes: Determine the danger level of the current working conditions; Determining a target adjustment coefficient corresponding to the danger level within a preset adjustment coefficient range; A product of the creep request torque and the target adjustment coefficient is determined as a safety torque, and the creep request torque is adjusted to the safety torque.

6. The torque control method in creep mode according to claim 1, characterized in that: The determining whether there is an unexpected reverse driving condition according to the creep request torque and the current motor speed at the target gear position includes: determining a desired direction corresponding to the target gear position; Determining a torque value of the creep request torque and a speed value of the current motor speed; Determining a predicted direction corresponding to the target gear position according to the torque value and the speed value; In response to the predicted direction being the same as the expected direction, there being no unexpected reverse driving condition; In response to the predicted direction being different from the expected direction, the unanticipated reverse driving condition exists.

7. The torque control method in creep mode according to claim 6, characterized in that: The determining the predicted direction corresponding to the target gear position according to the torque value and the speed value includes: Constructing input retrieval information according to the torque value, the speed value and the target gear position; A direction search is performed in preset direction preset data according to the input search information, and the retrieved output direction is determined as the predicted direction.

8. An electronic device comprising a memory, a processor, and a computer program stored in the memory and running on the processor, characterized in that: When the processor executes the program, the method according to any one of claims 1 to 7 is implemented.

9. A vehicle, characterized in that: Comprising the electronic device as claimed in claim 8.

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