Vehicle control method, related equipment and vehicle

Abstract

The present application provides a vehicle control method, related equipment and vehicle, including: obtaining the driving mode and clutch state of the vehicle, and in response to determining that the driving mode is a direct drive mode and the clutch state is a non-open state, obtaining power system information and vehicle speed information. In response to determining that the power system information satisfies a preset first clutch opening condition, the clutch is controlled to open; or, in response to determining that the vehicle speed information satisfies a preset second clutch opening condition, the clutch is controlled to open. The present application provides two clutch opening conditions, and the clutch is opened immediately when any one of them is met. By setting two clutch opening conditions, the accuracy and comprehensiveness of the clutch emergency opening condition identification are improved. Compared with the prior art that only identifies the clutch emergency opening condition based on the engine speed and the transmission input shaft speed, the method provided by the present application can reduce the probability of the clutch leaking and thus improve the vehicle driving safety.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and in particular to a vehicle control method, related equipment and a vehicle. Background Art

[0002] When the hybrid vehicle is in direct engine drive mode, the clutch is closed and the engine directly provides driving force for the vehicle. In the event of sudden braking or skidding, the clutch needs to be opened urgently to avoid engine stalling or serious vehicle shaking. However, it is currently impossible to accurately identify the clutch emergency opening condition, and there is a problem of accidental or missed clutch opening, which poses a safety hazard to vehicle driving. Summary of the invention

[0003] In view of this, the purpose of the present application is to propose a vehicle control method, related equipment and vehicle to solve the problem of inaccurate identification of the clutch emergency opening condition.

[0004] Based on the above purpose, the first aspect of the present application provides a vehicle control method, comprising:

[0005] Get the vehicle's driving mode and clutch status;

[0006] In response to determining that the drive mode is a direct drive mode and the state of the clutch is a non-open state, acquiring power system information and vehicle speed information;

[0007] In response to determining that the power system information satisfies a preset first clutch opening condition, controlling the clutch to open, wherein the first clutch opening condition is used to represent a condition that the power system information needs to satisfy when the wheel speed reduction rate exceeds a preset rate threshold; or,

[0008] In response to determining that the vehicle speed information satisfies a preset second clutch opening condition, the clutch is controlled to open, wherein the second clutch opening condition is used to represent a condition that the vehicle speed information needs to satisfy when wheels of the vehicle are locked.

[0009] Optionally, the power system information includes the activation state of the launch function, the transmission input shaft speed, and the engine speed; and determining that the power system information satisfies a preset first clutch opening condition includes:

[0010] In response to the launch function activation state being inactivated, determining whether the transmission input shaft speed and the engine speed meet a low speed condition, and if so, determining whether the power system information meets a preset first clutch opening condition.

[0011] Optionally, the determining whether the transmission input shaft speed and the engine speed meet a low speed condition includes:

[0012] determining a first reference threshold value according to the power system information;

[0013] In response to the transmission input shaft speed being lower than the first reference threshold and the engine speed being lower than a second reference threshold, it is determined that the transmission input shaft speed and the engine speed satisfy a low speed condition.

[0014] Optionally, the power system information further includes a gear switching state, a current gear and a speed change rate of a transmission input shaft; and determining the first reference threshold value according to the power system information includes:

[0015] In response to the gear switching state being a non-shifting state, the first reference threshold is determined based on the transmission input shaft speed change rate and the current gear according to a first preset corresponding relationship; wherein, when the current gear is constant, the transmission input shaft speed change rate and the first reference threshold are positively correlated.

[0016] Optionally, the power system information further includes a gear switching state, a current gear and a longitudinal acceleration; and determining the first reference threshold according to the power system information includes:

[0017] In response to the gear switching state being a gear shifting state, the first reference threshold is determined based on the longitudinal acceleration and the current gear according to a second preset corresponding relationship; wherein, when the current gear is constant, the longitudinal acceleration and the first reference threshold are positively correlated.

[0018] Optionally, the vehicle speed information includes the vehicle speed and the wheel speed; and determining that the vehicle speed information satisfies a preset second clutch opening condition includes:

[0019] In response to the vehicle speed being greater than the vehicle speed threshold and the wheel speeds of the various wheels satisfying a wheel speed difference condition, it is determined that the vehicle speed information satisfies a preset second clutch opening condition.

[0020] Optionally, the wheel speeds of the wheels satisfy a wheel speed difference condition, including:

[0021] In response to the wheel speed of the left rear wheel or the right rear wheel being greater than a first wheel speed threshold, and the wheel speed of the left front wheel or the right front wheel being less than a second wheel speed threshold, it is determined that the wheel speeds of each wheel satisfy a wheel speed difference condition; wherein the first wheel speed threshold is greater than the second wheel speed threshold.

[0022] Optionally, the wheel speeds of the wheels satisfy a wheel speed difference condition, including:

[0023] In response to the average wheel speed of the two rear wheels being greater than the third wheel speed threshold and the average wheel speed of the two front wheels being less than the fourth wheel speed threshold, it is determined that the wheel speeds of each wheel meet the wheel speed difference condition; wherein the third wheel speed threshold is greater than the fourth wheel speed threshold.

[0024] A second aspect of the present application further provides a vehicle control device, comprising:

[0025] an acquisition module configured to acquire a driving mode of the vehicle and a state of a clutch;

[0026] A first determination module is configured to obtain power system information and vehicle speed information in response to determining that the driving mode is a direct drive mode and the state of the clutch is a non-open state;

[0027] A second determination module is configured to control the clutch to open in response to determining that the power system information satisfies a preset first clutch opening condition; or,

[0028] In response to determining that the vehicle speed information satisfies a preset second clutch opening condition, the clutch is controlled to open.

[0029] The third aspect of the present application also provides an electronic device, comprising a memory, a processor, and a computer program stored in the memory and executable by the processor, wherein the processor implements the method described in the first aspect when executing the computer program.

[0030] A fourth aspect of the present application also provides a vehicle, comprising the electronic device as described in the third aspect.

[0031] As can be seen from the above, the vehicle control method, related equipment and vehicle provided by the present application include: obtaining the driving mode and clutch state of the vehicle, and in response to determining that the driving mode is a direct drive mode and the clutch state is a non-open state, obtaining power system information and vehicle speed information. When the vehicle is in direct drive mode, if there is an emergency brake or a slipping state, the engine may stall or the vehicle may seriously break. Therefore, before determining whether the clutch needs to be opened, it is first necessary to determine whether the vehicle is in direct drive mode. If the vehicle is not in direct drive mode, no subsequent judgment is required. Similarly, if the clutch is already in an open state, no subsequent judgment is required. If the vehicle is in direct drive mode and the clutch is in a non-open state, the vehicle needs to continue to judge the emergency opening condition of the clutch. Further, by obtaining power system information and vehicle speed information, it is determined whether the clutch emergency opening condition is met. In response to determining that the power system information satisfies a preset first clutch opening condition, the clutch is controlled to open, wherein the first clutch opening condition is used to characterize the condition that the power system information needs to meet when the wheel speed decrease rate exceeds a preset rate threshold; or, in response to determining that the vehicle speed information satisfies a preset second clutch opening condition, the clutch is controlled to open, wherein the second clutch opening condition is used to characterize the condition that the vehicle speed information needs to meet when the vehicle has wheel locking. The present application provides two clutch opening conditions, and the clutch is immediately opened when any one of them is met. By setting two clutch opening conditions, the accuracy and comprehensiveness of the clutch emergency opening condition identification are improved. Compared with the prior art that only identifies the clutch emergency opening condition based on the engine speed and the transmission input shaft speed, the method provided by the present application can reduce the probability of the clutch leaking, thereby improving the vehicle driving safety. BRIEF DESCRIPTION OF THE DRAWINGS

[0032] 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.

[0033] Figure 1 A schematic diagram of a vehicle architecture according to an embodiment of the present application;

[0034] Figure 2 A schematic flow chart of a vehicle control method according to an embodiment of the present application;

[0035] Figure 3 A schematic diagram of the structure of a vehicle control device according to an embodiment of the present application;

[0036] Figure 4This is a schematic diagram of the hardware structure of an electronic device according to an embodiment of the present application. DETAILED DESCRIPTION

[0037] 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.

[0038] 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.

[0039] Figure 1 A schematic diagram of the vehicle architecture of an embodiment of the present application is shown. Figure 1 As shown, the hybrid power system of the hybrid vehicle of the present application includes a front axle power system and a rear axle power system. The front axle power system includes an engine 01, a clutch 02, a front axle motor 03 and a transmission 04. When the clutch 02 is closed, the engine 01 is connected to the front motor 03, and when the clutch 02 is opened, the engine 01 and the front motor 03 are disconnected. The input shaft of the transmission 04 is connected to the front axle to output driving force to the front wheel. The rear axle power system includes a rear axle motor 05 and a differential 06. The hybrid power system mainly has two working modes: series and direct drive. In the series mode, the clutch 02 is disconnected, and the engine 01 can drive the front axle motor 03 to generate electricity, provide electrical energy for the rear axle motor 05, and drive the vehicle through the rear axle motor 05. When the vehicle is underpowered, the power battery intervenes to jointly provide electrical energy for the rear axle motor 05. When the vehicle is sufficiently powered, the engine 01 drives the front axle motor 03 to generate electricity, which can not only provide electrical energy for the rear axle motor 05, but also charge the power battery. In direct drive mode, the clutch 02 is closed and the engine 01 can directly drive the vehicle through the transmission 04.

[0040] However, under some special working conditions, vehicle-related controllers, such as the Hybrid Control Unit (HCU) or the Vehicle Control Unit (VCU), request the clutch to be opened urgently, otherwise problems such as engine stalling or severe vehicle jerking may occur. For example, when the vehicle brakes suddenly, skids, or the vehicle switches from an icy road to a normal road, the wheel speed will change suddenly and the wheel speed will drop rapidly. Since the engine directly drives the wheels, sudden changes in wheel speed will cause sudden changes in engine speed, which will cause the engine to stall or the vehicle to jerk, posing a serious driving safety hazard. Therefore, it is particularly important to accurately judge the clutch emergency opening condition, which can not only avoid the problem of accidental clutch opening, but also avoid the problem of missed clutch opening, ensuring vehicle driving safety.

[0041] The embodiments of the present application are described in detail below with reference to the accompanying drawings.

[0042] This application proposes a vehicle control method, referring to Figure 2 , including the following steps:

[0043] Step 102: Acquire the driving mode of the vehicle and the state of the clutch.

[0044] Specifically, the vehicle's driving modes include direct drive mode and series drive mode. There are three states of the clutch: full linkage state, non-linkage state and semi-linkage state. The full linkage state is also the closed state, the non-linkage state is also the open state, and the semi-linkage state is also called the sliding membrane state. The semi-linkage state is the state where the clutch is between clutch and clutch, which is often used in some complex road conditions, as well as starting, turning and short-distance following. In direct drive mode, the clutch is in a closed state. The driving mode and the state of the clutch can be obtained from the vehicle's power system-related controller.

[0045] Step 104 : In response to determining that the driving mode is the direct drive mode and the clutch is in a non-open state, acquiring power system information and vehicle speed information.

[0046] Specifically, if it is determined that the driving mode is a direct drive mode and the clutch state is a non-open state (that is, including a closed state and a sliding film state), if the wheel speed suddenly changes, since the engine directly drives the wheel, the clutch needs to be opened to disconnect the connection between the engine and the transmission to avoid engine stalling or jerking. Therefore, it is necessary to monitor in real time whether the vehicle will experience a sudden drop in wheel speed in this case, that is, it is necessary to determine whether the clutch emergency opening condition will occur. In specific implementation, it is determined whether the clutch emergency opening condition will occur by obtaining power system information and vehicle speed information. The power system information includes engine information, transmission information, drive motor information, etc. The vehicle speed information includes the wheel speed of each wheel and the vehicle speed. According to the power system information and vehicle speed information, the real-time situation of the engine speed and wheel speed can be analyzed from different dimensions, providing rich data basis for the subsequent judgment of whether the clutch needs to be opened urgently. The rich judgment data and increased dimensions can avoid the missed judgment of the clutch emergency opening condition to a certain extent.

[0047] Step 106: In response to determining that the power system information satisfies a preset first clutch opening condition, the clutch is controlled to open, wherein the first clutch opening condition is used to characterize a condition that the power system information needs to meet when the wheel speed reduction rate exceeds a preset rate threshold; or, in response to determining that the vehicle speed information satisfies a preset second clutch opening condition, the clutch is controlled to open, wherein the second clutch opening condition is used to characterize a condition that the vehicle speed information needs to meet when the vehicle has wheel locking.

[0048] Specifically, the first clutch opening condition represents the condition that the power system information needs to meet when the vehicle has a sudden drop in wheel speed such as sudden braking and the drop speed exceeds the preset rate threshold. The preset rate threshold can be set according to actual conditions, and this embodiment does not impose specific restrictions. If the power system information meets the first clutch opening condition, it means that the vehicle meets the clutch emergency opening condition and needs to control the clutch to open. The second clutch opening condition represents the condition that the vehicle speed information needs to meet when the vehicle has a wheel locking condition, such as when the front wheel is locked. If the vehicle speed information meets the second clutch opening condition, it also means that the vehicle meets the clutch emergency opening condition and needs to control the clutch to open. By setting different clutch opening conditions, vehicle emergency situations in different situations can be effectively identified, and the recognition accuracy of the clutch emergency opening condition is improved. This step sets different clutch opening conditions for different clutch opening conditions, and judges whether the clutch needs to be opened urgently from data of different dimensions, enriches the judgment method of the clutch emergency opening condition, and improves the accuracy of judgment, so as to avoid missed judgment.

[0049] Based on the above steps 102 to 106, this embodiment provides a vehicle control method, including: obtaining the driving mode of the vehicle and the state of the clutch, and in response to determining that the driving mode is a direct drive mode and the state of the clutch is a non-open state, obtaining power system information and vehicle speed information. When the vehicle is in direct drive mode, if sudden braking or slipping occurs, the engine may stall or the vehicle may seriously shake. Therefore, before determining whether the clutch needs to be opened, it is first necessary to determine whether the vehicle is in direct drive mode. If the vehicle is not in direct drive mode, no subsequent judgment is required. Similarly, if the clutch is already in an open state, no subsequent judgment is required. If the vehicle is in direct drive mode and the clutch is in a non-open state, the vehicle needs to continue to judge the emergency opening condition of the clutch. Further, by obtaining power system information and vehicle speed information, it is determined whether the clutch emergency opening condition is met. In response to determining that the power system information satisfies a preset first clutch opening condition, the clutch is controlled to open, wherein the first clutch opening condition is used to characterize the condition that the power system information needs to meet when the vehicle is in an emergency braking situation; or, in response to determining that the vehicle speed information satisfies a preset second clutch opening condition, the clutch is controlled to open, wherein the second clutch opening condition is used to characterize the condition that the vehicle speed information needs to meet when the vehicle is slipping or the wheels are locked. The present application provides two clutch opening conditions, and the clutch is opened immediately when any one of them is met. By setting two clutch opening conditions, the accuracy and comprehensiveness of the clutch emergency opening condition identification are improved. Compared with the prior art that only identifies the clutch emergency opening condition based on the engine speed and the transmission input shaft speed, the method provided by the present application can reduce the probability of the clutch leaking, thereby improving the vehicle driving safety.

[0050] The following describes the situation where the first clutch opening condition is met through a specific embodiment.

[0051] In some embodiments, the power system information includes a launch function activation state, a transmission input shaft speed, and an engine speed; and determining that the power system information satisfies a preset first clutch opening condition includes:

[0052] In response to the launch function activation state being inactivated, determining whether the transmission input shaft speed and the engine speed meet a low speed condition, and if so, determining whether the power system information meets a preset first clutch opening condition.

[0053] Specifically, when the launch function is activated, it means that the vehicle is in the starting state, the clutch is in the sliding film state, the engine participates in the vehicle starting process, and the engine will not stall. At this time, it is not necessary to determine whether the clutch needs to be opened urgently. Therefore, the launch function is excluded in this embodiment. When it is determined that the launch function activation state of the vehicle is not activated, it means that the vehicle is in a normal driving state, and the transmission input shaft speed and the engine speed are judged. If both meet the low speed condition, it means that the engine speed has dropped significantly, and the wheel speed is driven to drop at the same time. There is a possibility that the engine is stalled. It is necessary to open the clutch and disconnect the connection between the engine and the transmission to avoid engine stalling. At this time, it is determined that the vehicle meets the preset first clutch opening condition. Exemplarily, when the vehicle is emergency braked, the wheel speed suddenly drops. At this time, the transmission input shaft speed and the engine speed will both drop significantly, and the power system information meets the first clutch opening condition. For another example, when a vehicle is driving on an icy or snowy road, the wheels begin to slip and the wheel speed increases. In order to get out of trouble, the driver steps on the accelerator pedal deeply, and the vehicle switches to direct drive mode, which greatly improves the power. The vehicle successfully gets out of trouble and then drives onto a normal road. Due to the sudden increase in road friction, the wheel speed drops rapidly. At this time, the transmission input shaft speed and the engine speed will both drop significantly, and the power system information meets the conditions for opening the first clutch.

[0054] In addition, when judging whether the power system information meets the first clutch opening condition, it is necessary to simultaneously determine whether the transmission input shaft speed and the engine speed meet the low-speed condition, which helps to avoid misjudgment when relying solely on judging the transmission input shaft speed or the engine speed. Only when the transmission input shaft speed and the engine speed meet the low-speed condition can it be confirmed that the engine speed has indeed dropped significantly and there is a possibility of engine stalling.

[0055] Through the method of this embodiment, it is possible to accurately monitor whether the transmission speed and the engine speed have sudden changes, and then accurately determine whether sudden braking or sudden changes in road friction (such as when the vehicle switches from an icy road to a normal road) has caused a sudden change in wheel speed. If this occurs, the clutch can be opened in time to avoid engine stalling or serious vehicle jerking, thereby ensuring the safety of vehicle driving.

[0056] When determining whether the transmission input shaft speed and the engine speed meet the low speed condition, the vehicle driving state must also be considered comprehensively. Different vehicle driving states have an impact on determining whether the transmission input shaft speed meets the low speed condition. The following is an explanation through a specific embodiment.

[0057] In some embodiments, determining whether the transmission input shaft speed and the engine speed meet the low speed condition includes:

[0058] determining a first reference threshold value according to the power system information;

[0059] In response to the transmission input shaft speed being lower than the first reference threshold and the engine speed being lower than a second reference threshold, it is determined that the transmission input shaft speed and the engine speed satisfy a low speed condition.

[0060] Specifically, the first reference threshold is used to judge whether the transmission input shaft speed meets the low speed condition, and the first reference threshold is determined according to the power system information and is not fixed. When the power system information is different, the driving state of the vehicle is different, and the first reference threshold determined is also different. In other words, the first reference threshold may be larger in a certain driving state of the vehicle, and smaller in another driving state of the vehicle. The larger the value of the first reference threshold, the higher the transmission input shaft speed is, the lower the speed is. That is, when the transmission input shaft speed decreases, it is determined to meet the low speed condition. For example, during emergency braking, if the vehicle speed drops too fast, the transmission input shaft speed change rate is large, and the vehicle needs to open the clutch earlier to avoid the situation where the clutch is not opened in time, resulting in the engine stalling problem. In this case, it is only necessary to set the first reference threshold to a larger value. Once the transmission input shaft speed is lower than the first reference threshold with a larger value, the vehicle will immediately disconnect the clutch. During emergency braking, if the vehicle speed drops relatively slowly, the transmission input shaft speed change rate is small, and the vehicle can open the clutch later, and the situation where the clutch is not opened in time will not occur. In this case, it is sufficient to set the first reference threshold to a smaller value. The vehicle will immediately disconnect the clutch only when the transmission input shaft speed is lower than the first reference threshold with a smaller value. Therefore, the dynamically set first reference threshold can help avoid the above problems. In addition, since the transmission is directly connected to the wheels, the wheel speed changes can quickly act on the transmission. The changes in the wheel speed can be timely and accurately monitored through the changes in the transmission input shaft speed. The first reference threshold related to the transmission input shaft speed is dynamically set, which enables flexible judgment of the wheel speed changes.

[0061] The second reference threshold is used to judge whether the engine speed meets the low-speed condition. When the engine speed is lower than the second reference threshold, it is determined that the engine speed meets the low-speed condition. In this embodiment, the low-speed condition is determined to be met only when the transmission input shaft speed is lower than the first reference threshold and the engine speed is lower than the second reference threshold, so that the low-speed condition is accurately determined. If only the transmission input shaft speed is lower than the first reference threshold, or the engine speed is lower than the second reference threshold, it is determined that the low-speed condition is not met, so as to avoid misjudgment, resulting in the clutch being mistakenly opened, and affecting the normal driving of the vehicle. At the same time, setting the first reference threshold to a dynamic value can flexibly judge whether the clutch needs to be opened urgently, and avoid the situation where the clutch is opened too early or too late when the first reference threshold is set to a fixed value, so as to make the judgment condition more reasonable and accurate.

[0062] Different methods for determining the first reference threshold are described below through specific embodiments.

[0063] In some embodiments, the power system information further includes a gear switching state, a current gear, and a transmission input shaft speed change rate; and determining the first reference threshold value according to the power system information includes:

[0064] In response to the gear switching state being a non-shifting state, the first reference threshold is determined based on the transmission input shaft speed change rate and the current gear according to a first preset corresponding relationship; wherein, when the current gear is constant, the transmission input shaft speed change rate and the first reference threshold are positively correlated.

[0065] Specifically, the power system information includes the gear switching state, the current gear and the transmission input shaft speed change rate. The gear switching state includes the gear shift state and the non-gear shift state. The current gear refers to the current gear of the transmission. The transmission input shaft speed change rate represents the change of the transmission input shaft speed before and after. A large change rate indicates a large speed fluctuation, and a small change rate indicates a small speed fluctuation.

[0066] During the gear shifting process of the hybrid vehicle, the transmission participates in the speed regulation of the engine and the drive motor. Therefore, the speed of the transmission input shaft will change to a certain extent, and this change will affect the accuracy of determining the first reference threshold value, and it is easy to accidentally open the clutch. Therefore, during the gear shifting process, the speed change rate of the transmission input shaft is not used to determine the first reference threshold value. During the non-shifting process, the first reference threshold value can be determined by referring to the speed change rate of the transmission input shaft. In the first preset corresponding relationship, the corresponding relationship between the speed change rate of the transmission input shaft, the current gear and the first reference threshold value is determined. The first preset corresponding relationship is pre-calibrated, and the first preset relationship can be a calibration table. Exemplarily, if the current gear is the first gear, in the first preset corresponding relationship, if the value of the speed change rate of the transmission input shaft is determined to be A, the value of the first reference threshold value can be determined to be B1. Due to the different speed ratios of different gears, the corresponding relationship between the speed change rate of the transmission input shaft and the first reference threshold value is also different to a certain extent. Exemplarily, if the current gear is the second gear, which is different from the first gear, then in the first preset correspondence, if the value of the input shaft speed change rate is determined to be A, the value of the first reference threshold value can be determined to be B2. That is, if the gears are different, the first reference threshold values ​​corresponding to the same input shaft speed change rate A are not the same. In this embodiment, when determining the first reference threshold value, factors that can affect the speed of the input shaft of the transmission (such as the current gear) are fully considered, so that the determination of the first reference threshold value is more accurate and reasonable. Furthermore, in different gears, the standards for judging whether the speed of the input shaft of the transmission meets the low-speed condition are different, so that the setting of the first reference threshold value can meet the situation of the vehicle driving in different gears. Avoid the problem of mistakenly opening the clutch or missing the clutch when all gears use the same first reference threshold value.

[0067] In the case of non-shifting, the current gear of the vehicle is first determined, and then the first reference threshold is determined by searching the first preset corresponding relationship. When the current gear is certain, the speed change rate of the transmission input shaft is positively correlated with the first reference threshold. After determining the speed change rate of the transmission input shaft, the first reference threshold can be uniquely determined. The greater the speed change rate of the transmission input shaft, the greater the first reference threshold. In other words, if the speed drop rate of the transmission input shaft is too fast, the greater the first reference threshold, exemplarily, the first reference threshold is 1000r, the earlier the clutch is opened, the connection between the wheel and the engine is disconnected in time, and the engine is prevented from stalling due to sudden changes in wheel speed, that is, the problem of untimely clutch opening is avoided in the future. If the speed drop rate of the transmission input shaft is not very fast, the first reference threshold is relatively small, exemplarily, the first reference threshold is 800r, and the clutch is opened later. At this time, the problem of untimely clutch opening will not occur. Through the method of this embodiment, the first reference threshold can be reasonably and accurately determined when the gear switching state is a non-shifting state, and at the same time, the first reference threshold can be quickly determined through the first preset corresponding relationship, further improving the response speed of the vehicle. The first reference threshold is determined using the transmission input shaft speed only in a non-shifting state, thereby avoiding the possibility of misjudgment in a shifting state.

[0068] In some embodiments, the power system information further includes a gear switching state, a current gear, and a longitudinal acceleration; and determining the first reference threshold according to the power system information includes:

[0069] In response to the gear switching state being a gear shifting state, the first reference threshold is determined based on the longitudinal acceleration and the current gear according to a second preset corresponding relationship; wherein, when the current gear is constant, the longitudinal acceleration and the first reference threshold are positively correlated.

[0070] Specifically, when the gear switching state is the gear shifting state, since the speed of the transmission input shaft will be affected by the speed regulation, the first reference threshold is determined according to the longitudinal acceleration of the vehicle. The power system information includes the gear switching state, the current gear and the longitudinal acceleration. The gear switching state includes the gear shifting state and the non-gear shifting state. The current gear refers to the current gear of the transmission. The longitudinal acceleration is obtained through the longitudinal acceleration sensor. If the vehicle accelerates or brakes to decelerate, the longitudinal acceleration will change significantly.

[0071] The second preset corresponding relationship is pre-calibrated, and the second preset corresponding relationship can be a calibration table. In the second preset corresponding relationship, the longitudinal acceleration, the current gear and the first reference threshold are one-to-one corresponding. Exemplarily, if the current gear is the first gear, in the second preset corresponding relationship, if the value of the longitudinal acceleration is determined to be C, the value of the first reference threshold can be determined to be B1. Due to the different speed ratios of different gears, the corresponding relationship between the longitudinal acceleration and the first reference threshold is also different. Exemplarily, if the current gear is the second gear, and the second gear is different from the first gear, in the second preset corresponding relationship, if the value of the longitudinal acceleration is determined to be C, the value of the first reference threshold can be determined to be B2. That is, if the gears are different, the same longitudinal acceleration C, the corresponding first reference threshold is not the same. In this embodiment, the first reference threshold is dynamically set, so that the determination of the first reference threshold is more accurate and reasonable. Furthermore, under different gears, the standards for judging whether the transmission input shaft speed meets the low-speed condition are different, so that the setting of the first reference threshold can meet the situation of the vehicle driving under different gears. Avoid the problem of mistaken clutch opening or missed clutch opening when all gears use the same first reference threshold.

[0072] In the case of shifting, the current gear of the vehicle is first determined, and then the first reference threshold is determined by searching the first preset corresponding relationship. When the current gear is certain, the longitudinal acceleration is positively correlated with the first reference threshold. After the longitudinal acceleration is determined, the first reference threshold can be uniquely determined. The larger the longitudinal acceleration, the larger the first reference threshold. In other words, if the longitudinal acceleration is larger, it means that the vehicle speed drops faster, that is, the braking deceleration is more intense, and the larger the first reference threshold, exemplary, the first reference threshold can be 1000r, once the transmission input shaft speed is lower than the first reference threshold, the clutch is immediately opened, the clutch is opened early, and the connection between the wheel and the engine is disconnected in time to avoid sudden changes in wheel speed causing the engine to stall, that is, to avoid the subsequent problem of untimely clutch opening. If the longitudinal acceleration is relatively small, it means that the braking deceleration is not very intense, and the first reference threshold is relatively small, then the clutch can be opened later, and the problem of untimely clutch opening will not occur at this time. Exemplary, the first reference threshold can be 800r. Through the method of this embodiment, when the gear switching state is the gear shifting state, the first reference threshold can be reasonably and accurately determined. At the same time, the first reference threshold can be quickly determined through the second preset corresponding relationship, further improving the response speed of the vehicle.

[0073] The following describes the situation where the second clutch opening condition is met through a specific embodiment.

[0074] In some embodiments, the vehicle speed information includes the vehicle speed and the wheel speed; and determining that the vehicle speed information satisfies a preset second clutch opening condition includes:

[0075] In response to the vehicle speed being greater than the vehicle speed threshold and the wheel speeds of the various wheels satisfying a wheel speed difference condition, it is determined that the vehicle speed information satisfies a preset second clutch opening condition.

[0076] Specifically, the second clutch opening condition represents the situation that the vehicle is locked. At this time, there will be a certain wheel speed difference between the front and rear wheels of the vehicle, and when the wheel speed difference exceeds a certain value, the wheels will be locked. The wheel speed difference condition is used to represent the critical wheel speed difference between each wheel when the vehicle is locked. If the wheel speed difference between each wheel is greater than or equal to the critical wheel speed difference, it is determined that the vehicle is locked. If the wheel speed difference between each wheel is less than the critical wheel speed difference, it is determined that the vehicle is not locked. Therefore, it can be determined whether the vehicle is locked by the speed of the whole vehicle and the speed of each wheel, and then it is determined whether the clutch needs to be opened urgently. The vehicle speed information includes the speed of the whole vehicle and the speed of each wheel, wherein the speed of the whole vehicle is determined according to the speed of each wheel. If the speed of the whole vehicle is greater than the speed threshold, it means that the vehicle is currently in a normal driving state. Exemplarily, the speed threshold is 10km / h. The wheel speeds of the wheels meet the wheel speed difference condition, which means that the wheel speeds of the wheels are different and there is a certain difference. If the wheel speed difference reaches the wheel speed difference condition, it is determined that the vehicle meets the second clutch opening condition. At this time, the clutch needs to be opened urgently to disconnect the connection between the engine and the transmission to avoid engine stalling. Figure 1 In the vehicle architecture shown, since the driving wheel is the front wheel in the direct drive mode, the front wheel of the vehicle is directly connected to the engine, and the front wheel speed drops too fast, which will have a certain impact on the engine. For example, when the front wheel is locked, the wheel speed of the front wheel will drop rapidly. In order to avoid the engine from stalling, the clutch needs to be opened urgently. Through the method of this embodiment, the wheel speed of each wheel and whether the speed of the whole vehicle has changed suddenly can be accurately monitored, and then it can be accurately judged whether an emergency such as front wheel locking has occurred. If so, the clutch can be opened in time to avoid the problem of engine stalling or serious vehicle shaking, thereby ensuring the driving safety of the vehicle.

[0077] The following describes the situation where the wheel speed difference condition is met through specific embodiments.

[0078] In some embodiments, the wheel speeds of the wheels satisfy the wheel speed difference condition, including:

[0079] In response to the wheel speed of the left rear wheel or the right rear wheel being greater than a first wheel speed threshold, and the wheel speed of the left front wheel or the right front wheel being less than a second wheel speed threshold, it is determined that the wheel speeds of each wheel satisfy a wheel speed difference condition; wherein the first wheel speed threshold is greater than the second wheel speed threshold.

[0080] Specifically, if the wheel speed of one of the rear wheels is greater than the first wheel speed threshold, and the wheel speed of one of the front wheels is less than the second wheel speed threshold, that is, there is a certain wheel speed difference between the front and rear wheels, then it is determined that the wheel speed of the vehicle meets the wheel speed difference condition, and the clutch needs to be opened urgently. Specifically, the left rear wheel speed is greater than the first wheel speed threshold, and the right front wheel speed is less than the second wheel speed threshold, or the left rear wheel speed is greater than the first wheel speed threshold, and the left front wheel speed is less than the second wheel speed threshold, or the right rear wheel speed is greater than the first wheel speed threshold, and the right front wheel speed is less than the second wheel speed threshold, or the right rear wheel speed is greater than the first wheel speed threshold, and the left front wheel speed is less than the second wheel speed threshold. Exemplarily, the first wheel speed threshold may be 10 km / h, and the second wheel speed threshold may be 5 km / h. The method of this embodiment can be used to monitor the wheel speed of each wheel in real time and promptly detect whether there is an obvious wheel speed difference between the front and rear wheels. If so, it is determined that the wheel differential condition is met and the clutch is opened in time to ensure that the vehicle can make timely judgments and respond in time when encountering abnormal situations, thereby ensuring the safety of vehicle driving.

[0081] In the above embodiment, it is defined that as long as there is a large wheel speed difference between one of the front wheels and one of the rear wheels, it can be determined that the wheel speed difference condition is met and the clutch needs to be opened. In another embodiment of the present application, the front and rear wheel speed difference can be calculated by the average wheel speed of the front wheels and the average wheel speed of the rear wheels, and then it can be determined whether the wheel speeds of each wheel of the vehicle meet the wheel speed difference condition, which is explained below through a specific embodiment.

[0082] In some embodiments, the wheel speeds of the wheels satisfy the wheel speed difference condition, including:

[0083] In response to the average wheel speed of the two rear wheels being greater than the third wheel speed threshold and the average wheel speed of the two front wheels being less than the fourth wheel speed threshold, it is determined that the wheel speeds of each wheel meet the wheel speed difference condition; wherein the third wheel speed threshold is greater than the fourth wheel speed threshold.

[0084] Specifically, the wheel speed of each wheel is obtained, the wheel speed average of the two rear wheels is calculated, and the wheel speed average of the two front wheels is calculated. If the wheel speed average of the rear wheels is greater than the third wheel speed threshold, and the wheel speed average of the two front wheels is less than the fourth wheel speed threshold, it is determined that the wheel speed of each wheel meets the wheel speed difference condition. In other words, the average wheel speed of the rear wheels is significantly different from the average wheel speed of the front wheels, which can also indicate that a certain wheel speed difference occurs between the front and rear wheels. Among them, the third wheel speed threshold can be 10km / h, and the fourth wheel speed threshold can be 5km / h. Under normal circumstances, the wheel speed difference between the left front wheel and the right front wheel will not be too large, and the wheel speed difference between the left rear wheel and the right rear wheel will not be too large. Therefore, by calculating the average wheel speed of the front wheels and the average wheel speed of the rear wheels, the wheel speed difference between the front and rear wheels can also be evaluated. Through the method of this embodiment, it is possible to timely detect whether there is a significant wheel speed difference between the front and rear wheels while monitoring the wheel speed of each wheel in real time. If there is, it is determined that the wheel speed difference condition is met, and the clutch is opened in time to ensure that the vehicle can make a judgment and respond in time when encountering an abnormal situation, thereby ensuring the safety of vehicle driving.

[0085] 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.

[0086] 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.

[0087] Based on the same inventive concept, corresponding to any of the above-mentioned embodiment methods, the present application also provides a vehicle control device.

[0088] refer to Figure 3 , the vehicle control device comprises:

[0089] An acquisition module 202 is configured to acquire a driving mode of the vehicle and a state of a clutch;

[0090] A first determination module 204 is configured to obtain power system information and vehicle speed information in response to determining that the driving mode is a direct drive mode and the state of the clutch is a non-open state;

[0091] The second determination module 206 is configured to control the clutch to open in response to determining that the power system information satisfies a preset first clutch opening condition, wherein the first clutch opening condition is used to characterize the condition that the power system information needs to meet when the wheel speed reduction rate exceeds a preset rate threshold; or, in response to determining that the vehicle speed information satisfies a preset second clutch opening condition, control the clutch to open, wherein the second clutch opening condition is used to characterize the condition that the vehicle speed information needs to meet when the vehicle has wheel locking.

[0092] In some embodiments, the power system information includes the activation state of the launch function, the transmission input shaft speed and the engine speed; the second determination module 206 is configured to, in response to the activation state of the launch function being not activated, determine whether the transmission input shaft speed and the engine speed meet the low speed condition, and if so, determine that the power system information meets the preset first clutch opening condition.

[0093] In some embodiments, the second determination module 206 is configured to determine a first reference threshold based on the powertrain information; in response to the transmission input shaft speed being lower than the first reference threshold, and the engine speed being lower than a second reference threshold, determine that the transmission input shaft speed and the engine speed satisfy a low speed condition.

[0094] In some embodiments, the power system information also includes a gear switching state, a current gear and a transmission input shaft speed change rate; a second determination module 206 is configured to, in response to the gear switching state being a non-shifting state, determine the first reference threshold value based on the transmission input shaft speed change rate and the current gear according to a first preset corresponding relationship; wherein, when the current gear is constant, the transmission input shaft speed change rate is positively correlated with the first reference threshold value.

[0095] In some embodiments, the power system information also includes a gear switching state, a current gear and a longitudinal acceleration; the second determination module 206 is configured to, in response to the gear switching state being a gear shifting state, determine the first reference threshold based on the longitudinal acceleration and the current gear according to a second preset correspondence; wherein, when the current gear is constant, the longitudinal acceleration and the first reference threshold are positively correlated.

[0096] In some embodiments, the vehicle speed information includes the vehicle speed and the wheel speed; the second determination module 206 is configured to determine that the vehicle speed information satisfies a preset second clutch opening condition in response to the vehicle speed being greater than a vehicle speed threshold and the wheel speeds of each wheel satisfying a wheel speed difference condition.

[0097] In some embodiments, the second determination module 206 is configured to determine whether the wheel speeds of each wheel satisfy a wheel speed difference condition in response to the wheel speed of the left rear wheel or the right rear wheel being greater than a first wheel speed threshold and the wheel speed of the left front wheel or the right front wheel being less than a second wheel speed threshold; wherein the first wheel speed threshold is greater than the second wheel speed threshold.

[0098] In some embodiments, the second determination module 206 is configured to determine that the wheel speeds of each wheel satisfy the wheel speed difference condition in response to the average wheel speed of the two rear wheels being greater than a third wheel speed threshold and the average wheel speed of the two front wheels being less than a fourth wheel speed threshold; wherein the third wheel speed threshold is greater than the fourth wheel speed threshold.

[0099] 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.

[0100] The device of the above embodiment is used to implement the corresponding vehicle control method in any of the above embodiments, and has the beneficial effects of the corresponding method embodiment, which will not be repeated here.

[0101] 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 vehicle control method described in any of the above embodiments is implemented.

[0102] Figure 4 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.

[0103] 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.

[0104] 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.

[0105] 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.

[0106] 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.).

[0107] 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 ).

[0108] 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.

[0109] The electronic device of the above embodiment is used to implement the corresponding vehicle control method in any of the above embodiments, and has the beneficial effects of the corresponding method embodiment, which will not be repeated here.

[0110] 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 vehicle control method described in any of the above embodiments.

[0111] 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, magnetic tape magnetic 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.

[0112] The computer instructions stored in the storage medium of the above embodiments are used to enable the computer to execute the vehicle control method described in any of the above embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0113] Based on the same concept, corresponding to any of the above-mentioned embodiment methods, the present application also provides a computer program product, including computer program instructions. When the computer program instructions are run on a computer, the computer executes the method described in any of the above embodiments, which has the beneficial effects of the corresponding method embodiments and will not be repeated here.

[0114] 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.

[0115] 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.

[0116] 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.

[0117] 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 vehicle control method, characterized in that: include: Get the vehicle's driving mode and clutch status; In response to determining that the drive mode is a direct drive mode and the clutch state is a non-open state, acquiring power system information and vehicle speed information; the power system information includes a launch function activation state, a transmission input shaft speed, an engine speed, a gear shift state, a current gear, and a transmission input shaft speed change rate; In response to determining that the power system information satisfies a preset first clutch opening condition, including: in response to the gear switching state being a non-shifting state, based on the transmission input shaft speed change rate and the current gear, determining a first reference threshold according to a first preset corresponding relationship; in response to the launch function activation state being inactive, the transmission input shaft speed being lower than the first reference threshold, and the engine speed being lower than a second reference threshold, controlling the clutch to open, wherein the first clutch opening condition is used to characterize the condition that the power system information needs to meet when the wheel speed decrease rate exceeds a preset rate threshold; in the first preset corresponding relationship, when the current gear is constant, the transmission input shaft speed change rate and the first reference threshold are positively correlated.

2. The method according to claim 1, characterized in that The determining that the power system information satisfies a preset first clutch opening condition includes: In response to the launch function activation state being inactivated, determining whether the transmission input shaft speed and the engine speed meet a low speed condition, and if so, determining whether the power system information meets a preset first clutch opening condition.

3. The method according to claim 2, characterized in that The determining whether the transmission input shaft speed and the engine speed meet the low speed condition includes: determining a first reference threshold value according to the power system information; In response to the transmission input shaft speed being lower than the first reference threshold and the engine speed being lower than a second reference threshold, it is determined that the transmission input shaft speed and the engine speed satisfy a low speed condition.

4. The method according to claim 3, characterized in that The power system information also includes longitudinal acceleration; and determining the first reference threshold according to the power system information includes: In response to the gear switching state being a gear shifting state, the first reference threshold is determined based on the longitudinal acceleration and the current gear according to a second preset corresponding relationship; wherein, when the current gear is constant, the longitudinal acceleration and the first reference threshold are positively correlated.

5. 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 4 is implemented.

6. A vehicle, characterized in that: The vehicle comprises the electronic device as claimed in claim 5.

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