An engine drag torque control method and device, electronic equipment and vehicle

Abstract

The application discloses an engine drag torque control method and device, electronic equipment and vehicle, and relates to the data processing technical field.The method comprises the following steps: acquiring the running parameters of a target vehicle; the running parameters comprise vehicle speed, driving wheel slip rate, driving intention variable, working state of an integrated brake control system and running state of a drag torque control function; when the running parameters meet the first preset condition, setting the drag torque control function to an activated state, and performing a torque increasing operation on the target vehicle; when the running parameters meet the second preset condition, setting the drag torque control function to a balanced state, and performing a torque decreasing operation on the target vehicle; and when the running parameters meet the third preset condition, setting the drag torque control function to an inactivated state.The application finds a balance point between energy recovery and wheel locking by precisely controlling the drag torque, improves the energy utilization efficiency and brake safety of the vehicle, optimizes the driving experience, and can be widely applied to the data processing technical field.

Description

Technical Field

[0001] This invention relates to the field of data processing technology, and in particular to an engine drag torque control method, device, electronic equipment, and vehicle. Background Technology

[0002] In the field of modern automotive engineering, with increasing emphasis on energy efficiency and driving safety, the Integrated Brake Control (IBC) system, as a core component of advanced vehicle dynamics control, is playing an increasingly crucial role. This is especially true in new energy vehicles, where the participation of the electric motor in the drive and energy recovery processes places higher demands on the intelligent management of the braking system.

[0003] Traditional braking systems often rely on passive mechanical or hydraulic adjustments to address wheel lock-up caused by motor drag during energy recovery. This not only results in slow response times but also makes precise traction control difficult, impacting vehicle stability and energy recovery efficiency. Especially during high-speed driving or emergency braking, wheel lock-up not only detracts from the driving experience but can also pose safety hazards. Summary of the Invention

[0004] This invention aims to at least partially address the limitations of related technologies. To this end, this invention proposes an engine drag torque control method, device, electronic equipment, and vehicle, which can effectively control engine drag torque and provide a better user experience.

[0005] On one hand, embodiments of the present invention provide an engine drag torque control method, including:

[0006] Obtain the target vehicle's operating parameters; these parameters include vehicle speed, drive wheel slip ratio, driving intention variables, the operating status of the integrated braking control system, and the operating status of the drag torque control function.

[0007] When the operating parameters meet the first preset conditions, the drag torque control function is set to the active state to perform torque increase operation on the target vehicle.

[0008] When the operating parameters meet the second preset conditions, the drag torque control function is set to the equilibrium state to reduce the torque of the target vehicle.

[0009] When the operating parameters meet the third preset condition, the drag torque control function is set to an inactive state.

[0010] In some embodiments, when the operating parameter is the wheel slip ratio of the drive wheel, obtaining the operating parameters of the target vehicle includes the following steps:

[0011] Obtain the wheel speed of each drive wheel of the target vehicle;

[0012] The wheel slip ratio of each drive wheel is obtained by the ratio of the difference between the vehicle speed and the wheel rotation speed to the vehicle speed.

[0013] In some embodiments, the driving intention variable includes the amount of change in driving intention, which includes a decrease in driving intention and an increase in driving intention; when the operating parameter is the amount of change in driving intention, obtaining the operating parameters of the target vehicle includes the following steps:

[0014] Obtain the first position change of the accelerator pedal of the target vehicle within a preset time period;

[0015] The amount of decrease in driving intention is determined based on the increase in the amount of change in the first position, and the amount of increase in driving intention is determined based on the decrease in the amount of change in the first position.

[0016] In some embodiments, the driving intention variable includes the change in braking intention, which includes a decrease in braking intention and an increase in braking intention; when the operating parameter is the change in braking intention, obtaining the operating parameters of the target vehicle includes the following steps:

[0017] Acquire the change in the second position of the brake pedal of the target vehicle within a preset time period;

[0018] The amount of increase in braking intent is determined by the decrease in the amount of change in the second position, and the amount of decrease in braking intent is determined by the increase in the amount of change in the second position.

[0019] In some embodiments, when the operating parameters meet a first preset condition, the following steps are included:

[0020] When the integrated braking control system is in normal working condition, the vehicle speed is greater than the first vehicle speed threshold, the wheel slip ratio of the drive wheels on both sides of the target vehicle is greater than the first slip ratio threshold, the driving intention variable exceeds the first variable threshold, and the drag torque control function is inactive, the operating parameters are determined to meet the first preset conditions.

[0021] In some embodiments, setting the drag torque control function to an active state includes the following steps:

[0022] A first state transition command is sent to the integrated braking control system so that the integrated braking control system responds to the first state transition command by changing the drag torque control function from an inactive state to an active state.

[0023] In some embodiments, performing torque-increasing operation on the target vehicle includes the following steps:

[0024] The integrated braking control system sends a torque increase request to the engine management system of the target vehicle, so that the engine management system responds to the torque increase request and controls the engine of the target vehicle to perform a torque increase response action.

[0025] The torque-boosting response includes increasing the throttle opening and increasing the fuel injection quantity.

[0026] In some embodiments, when the operating parameters meet the second preset conditions, the following steps are included:

[0027] When the drag torque control function is in an active state and the wheel slip ratios of the drive wheels on both sides of the target vehicle are within the preset second slip ratio stable range, it is determined that the operating parameters meet the second preset condition.

[0028] In some embodiments, setting the drag torque control function to a balanced state includes the following steps:

[0029] A second state transition command is sent to the integrated braking control system so that the integrated braking control system responds to the second state transition command by changing the drag torque control function from the active state to the equilibrium state.

[0030] In some embodiments, reducing torque on a target vehicle includes the following steps:

[0031] The integrated braking control system sends a torque reduction request to the engine management system of the target vehicle, so that the engine management system responds to the torque reduction request and controls the engine of the target vehicle to perform a torque reduction response action.

[0032] The torque reduction response includes reducing the throttle opening and reducing the amount of fuel injected.

[0033] In some embodiments, the operating parameters also include the operating time of the drag torque control function; when the operating parameters meet a third preset condition, the following steps are included:

[0034] When the operating parameters meet any of the following conditions: the integrated braking control system is in a working state of failure, the vehicle speed is less than the second vehicle speed threshold, the wheel slip ratios of the drive wheels on both sides of the target vehicle are less than the first slip ratio threshold, the driving intention variable exceeds the second variable threshold, the drag torque control function is in a balanced state, or the drag torque control function's operating time exceeds the time threshold, the operating parameters are determined to meet the third preset condition.

[0035] In some embodiments, setting the drag torque control function to an inactive state includes the following steps:

[0036] A third state transition command is sent to the integrated braking control system so that the integrated braking control system responds to the third state transition command by changing the drag torque control function from the equilibrium state to the inactive state.

[0037] On the other hand, embodiments of the present invention provide an engine drag torque control device, comprising:

[0038] The first module is used to acquire the operating parameters of the target vehicle; the operating parameters include vehicle speed, drive wheel slip ratio, driving intention variables, the working status of the integrated braking control system and the operating status of the drag torque control function;

[0039] The second module is used to activate the drag torque control function when the operating parameters meet the first preset conditions, and to perform torque increase operation on the target vehicle.

[0040] The third module is used to set the drag torque control function to a balanced state when the operating parameters meet the second preset conditions, and to reduce the torque of the target vehicle.

[0041] The fourth module is used to set the drag torque control function to an inactive state when the operating parameters meet the third preset condition.

[0042] On the other hand, embodiments of the present invention provide an electronic device, including: a processor and a memory; the memory is used to store a program; the processor executes the program to implement the above-described engine drag torque control method.

[0043] On the other hand, embodiments of the present invention provide a computer storage medium storing a processor-executable program, which, when executed by the processor, is used to implement the above-described engine drag torque control method.

[0044] On the other hand, embodiments of the present invention provide a vehicle that includes the engine drag torque control device or the electronic device described above.

[0045] This invention acquires the operating parameters of a target vehicle, including vehicle speed, drive wheel slip ratio, driving intention variables, the operating status of the integrated braking control system (IBC), and the operating status of the drag torque control function. When the operating parameters meet a first preset condition, the drag torque control function is activated, increasing torque for the target vehicle. When the operating parameters meet a second preset condition, the drag torque control function is set to a balanced state, decreasing torque for the target vehicle. When the operating parameters meet a third preset condition, the drag torque control function is deactivated. This invention achieves comprehensive monitoring and intelligent management of vehicle dynamics by accurately acquiring multiple key operating parameters of the target vehicle, including vehicle speed, drive wheel slip ratio, driving intention variables, the operating status of the integrated braking control system (IBC), and the operating status of the drag torque control function. This invention innovatively proposes setting a balanced state between energy recovery and wheel lock-up, and through flexible adjustment of the drag torque control function, achieves at least the following beneficial effects:

[0046] Optimizing Energy Recovery and Braking Safety: Traditional braking systems often face a dilemma when dealing with energy recovery and wheel lock-up. This invention, by monitoring operating parameters in real time and dynamically adjusting the drag torque control function based on preset conditions, ensures efficient energy recovery while effectively avoiding the safety hazards caused by wheel lock-up, achieving a dual optimization of energy utilization and braking safety.

[0047] Enhanced driving experience and stability: By precisely controlling drag torque, this invention can respond more delicately to driving intentions, reduce vehicle jerking caused by improper braking system intervention, and improve driving smoothness and comfort.

[0048] Enhanced system adaptability and robustness: This invention can automatically adjust the state of the drag torque control function according to different combinations of operating parameters, demonstrating strong system adaptability and robustness.

[0049] In summary, the technical solution of this invention finds a balance between energy recovery and wheel lock-up by precisely controlling the drag torque, which not only improves the energy utilization efficiency and braking safety of the vehicle, but also optimizes the driving experience and enhances the adaptability and robustness of the system. Attached Figure Description

[0050] The accompanying drawings are provided to further understand the technical solutions of the present invention and constitute a part of the specification. They are used together with the embodiments of the present invention to explain the technical solutions of the present invention, and do not constitute a limitation on the technical solutions of the present invention.

[0051] Figure 1 This is a schematic diagram of an implementation environment for controlling engine drag torque according to an embodiment of the present invention;

[0052] Figure 2 This is a flowchart illustrating an engine drag torque control method provided in an embodiment of the present invention;

[0053] Figure 3 A schematic diagram of an example of the unfolding process of step S100 provided in an embodiment of the present invention;

[0054] Figure 4 This is a schematic diagram of a second example of the unfolding process of step S100 provided in an embodiment of the present invention;

[0055] Figure 5 A schematic diagram of the unfolding process of step S100 provided in an embodiment of the present invention (Example 3);

[0056] Figure 6 A schematic diagram of the unfolding process for the operating parameters to satisfy the first preset condition provided in the embodiments of the present invention;

[0057] Figure 7A schematic diagram of the unfolding process for the operating parameters to satisfy the third preset condition provided in the embodiments of the present invention;

[0058] Figure 8 This is a schematic diagram illustrating an example of the overall process of engine drag torque control provided in an embodiment of the present invention;

[0059] Figure 9 This is a schematic diagram of the structure of an engine drag torque control device provided in an embodiment of the present invention;

[0060] Figure 10 This is a schematic diagram of the structure of an electronic device provided in an embodiment of the present invention. Detailed Implementation

[0061] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the invention.

[0062] It should be noted that although functional modules are divided in the system diagram and the logical order is shown in the flowchart, in some cases, the steps shown or described may be performed in a different order than the module division in the system or the order in the flowchart. The terms "first / S100," "second / S200," etc., in the specification, claims, and the aforementioned figures are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence.

[0063] In this document, the term "embodiment" means that a particular feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of the invention. The appearance of this phrase in various places throughout the specification does not necessarily refer to the same embodiment, nor is it a separate or alternative embodiment mutually exclusive with other embodiments. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described herein can be combined with other embodiments.

[0064] It is understood that the engine drag torque control method provided in this embodiment of the invention can be applied to any computer device with data processing and computing capabilities, and this computer device can be various types of terminals or servers. When the computer device in the embodiment is a server, the server is an independent physical server, or a server cluster or distributed system composed of multiple physical servers, or a cloud server that provides basic cloud computing services such as cloud services, cloud databases, cloud computing, cloud functions, cloud storage, network services, cloud communication, middleware services, domain name services, security services, CDN (Content Delivery Network), and big data and artificial intelligence platforms. In some embodiments, the terminal is a smartphone, tablet computer, laptop computer, or desktop computer, but it is not limited to these.

[0065] like Figure 1 The diagram shown is a schematic representation of an implementation environment provided by an embodiment of the invention. (Refer to...) Figure 1 The implementation environment includes at least one terminal 102 and a server 101. The terminal 102 and the server 101 can be connected via a network, either wirelessly or via a wired connection, to complete data transmission and exchange.

[0066] Server 101 can be a standalone physical server, a server cluster or distributed system composed of multiple physical servers, or a cloud server that provides basic cloud computing services such as cloud services, cloud databases, cloud computing, cloud functions, cloud storage, network services, cloud communication, middleware services, domain name services, security services, CDN (Content Delivery Network), and big data and artificial intelligence platforms.

[0067] Additionally, server 101 can also be a node server in a blockchain network. Blockchain is a novel application model of computer technologies such as distributed data storage, peer-to-peer transmission, consensus mechanisms, and encryption algorithms.

[0068] Terminal 102 can be a smartphone, tablet, laptop, desktop computer, smart speaker, smartwatch, etc. It can also be a vehicle-mounted terminal of the various device types described above, but is not limited to these. Terminal 102 and server 101 can be directly or indirectly connected via wired or wireless communication, and this embodiment of the invention does not impose any limitations.

[0069] Exemplary based on Figure 1The implementation environment shown in this embodiment of the invention provides an engine drag torque control method. The following description uses the application of this engine drag torque control method in server 101 as an example. It can be understood that this engine drag torque control method can also be applied in terminal 102.

[0070] Reference Figure 2 , Figure 2 This is a flowchart illustrating an engine drag torque control method applied to a server, provided in an embodiment of the present invention. The executing entity of this engine drag torque control method can be any of the aforementioned computer devices (including a server or a terminal). (Refer to...) Figure 2 The method may include the following steps:

[0071] S100, Obtain the operating parameters of the target vehicle;

[0072] The operating parameters include vehicle speed, drive wheel slip ratio, driving intention variables, the working status of the integrated braking control system, and the operating status of the drag torque control function.

[0073] It should be understood that the operating status of the integrated braking control system and the running status of the drag torque control function can be directly obtained by accessing the integrated braking control system.

[0074] It should be noted that in some embodiments, such as Figure 3 As shown, when the operating parameter is the wheel slip ratio of the drive wheel, step S100 may include the following steps: S101, obtain the wheel speed of each drive wheel of the target vehicle; S102, obtain the wheel slip ratio of each drive wheel according to the ratio of the difference between the vehicle speed and the wheel speed to the vehicle speed.

[0075] For example, in some embodiments, the wheel slip ratio of the drive wheel is typically obtained in the following way:

[0076] Wheel speed sensors: Vehicles are equipped with wheel speed sensors to monitor the rotational speed of each wheel in real time. These sensors obtain the wheel speed information of both drive wheels.

[0077] Vehicle speed calculation: The actual speed of a vehicle is usually estimated by the wheel speed of the non-driving wheels (such as driven wheels), because non-driving wheels are closer to a pure rolling state in most cases. At the same time, modern vehicle control systems also combine other sensors (such as accelerometers, GPS, etc.) and vehicle models to estimate the speed to improve accuracy.

[0078] Slip ratio calculation: After obtaining the wheel speeds of both drive wheels and the actual vehicle speed, the slip ratio can be calculated using the defined formula. For drive wheels, the formula for calculating the slip ratio is typically:

[0079] Slip ratio = [(vehicle speed - wheel speed) / vehicle speed] × 100%;

[0080] Here, "vehicle speed" refers to the actual speed of the vehicle, not the speed of the drive wheels.

[0081] Optionally, in some embodiments, the driving intention variable includes the amount of change in driving intention, which includes a decrease in driving intention and an increase in driving intention; such as Figure 4 As shown, when the operating parameter is the change in driving intention, step S100 may include the following steps: S111, obtaining the first position change of the accelerator pedal of the target vehicle within a preset period; S112, determining the decrease in driving intention based on the increase in the first position change, and determining the increase in driving intention based on the decrease in the first position change.

[0082] Optionally, in some embodiments, the driving intention variable includes a change in braking intention, which includes a decrease in braking intention and an increase in braking intention; such as Figure 5 As shown, when the operating parameter is the change in braking intention, step S100 may include the following steps: S121, obtaining the change in the second position of the brake pedal of the target vehicle within a preset period; S122, determining the increase in braking intention based on the decrease in the change in the second position, and determining the decrease in braking intention based on the increase in the change in the second position.

[0083] For example, in some embodiments, obtaining the reduction in the vehicle's driving intention typically requires analysis of the vehicle's powertrain control system and sensor data. The following are exemplary descriptions of some key steps and methods:

[0084] Driving intention recognition:

[0085] Sensor data (such as accelerator pedal position sensor, brake pedal position sensor, steering wheel angle sensor, etc.) can be used to identify the driver's driving intentions. This data can reflect the driver's acceleration, deceleration, or steering intentions in real time.

[0086] If the driving intention indicates a need to reduce power output (such as releasing the accelerator pedal, lightly pressing the brake pedal, or reducing driving force when steering to avoid skidding), the power control system can adjust the engine torque output or the braking system intervention accordingly to achieve the driving intention.

[0087] Quantification of changes in driving intent: By comparing the position of the accelerator pedal before and after adjustment within a preset period, the change in driving intent can be quantified.

[0088] Similarly, the change in braking intent can be quantified by comparing the position of the brake pedal before and after adjustment within a preset period.

[0089] In some preferred embodiments, advanced algorithms can also be applied: in some advanced vehicle systems, complex algorithms (such as fuzzy control algorithms, neural network algorithms, etc.) can be used to more accurately identify driving intentions and adjust power output. These algorithms can comprehensively consider data from multiple sensors, improving recognition accuracy and response speed.

[0090] It should be understood that, due to differences in the powertrain control systems and sensor configurations of different vehicles, the specific methods for obtaining the reduction in driving intent will also vary. In practical applications, adaptive adjustments can be made according to the specific application scenario.

[0091] S200: When the operating parameters meet the first preset conditions, the drag torque control function is set to the active state to perform torque increase operation on the target vehicle.

[0092] It should be noted that in some embodiments, such as Figure 6 As shown, when the operating parameters meet the first preset conditions, the following steps may be included: when the integrated braking control system is in normal working state, the vehicle speed is greater than the first vehicle speed threshold, the wheel slip ratios of the drive wheels on both sides of the target vehicle are both greater than the first slip ratio threshold, the driving intention variable exceeds the first variable threshold, and the drag torque control function is in an inactive state, it is determined that the operating parameters meet the first preset conditions.

[0093] Among them, the driving intention variable includes the amount of decrease in driving intention and the amount of increase in braking intention. The driving intention variable exceeding the first variable threshold indicates that the amount of decrease in driving intention or increase in braking intention exceeds the preset variable threshold.

[0094] For example, in some embodiments, when the IBC is working normally, the vehicle speed is greater than the threshold for the engine drag torque control function to be activated, the slip ratio of both sides of the drive wheel exceeds the threshold, and the amount of reduction in the driver's driving intention or increase in the braking intention exceeds the threshold within a certain period of time (the thresholds for the reduction in driving intention and the increase in braking intention can be set separately), the engine drag torque control function will be triggered, thereby changing the state of the engine drag torque control function from inactive to active.

[0095] Furthermore, in some embodiments, setting the drag torque control function to an active state may include the following steps: sending a first state transition command to the integrated braking control system, so that the integrated braking control system responds to the first state transition command to switch the drag torque control function from an inactive state to an active state.

[0096] Furthermore, in some embodiments, performing torque increase operation on the target vehicle may include the following steps: sending a torque increase request to the engine management system of the target vehicle through the integrated braking control system, so that the engine management system controls the engine of the target vehicle to perform a torque increase response action in response to the torque increase request; wherein, the torque increase response action includes increasing the throttle opening and increasing the fuel injection quantity.

[0097] For example, in some embodiments, when the vehicle's IBC sends a torque increase request, the actions performed mainly include:

[0098] Increase engine torque output: The IBC sends a torque increase request to the engine management system (EMS). The EMS responds to this request by adjusting the throttle opening, increasing the amount of fuel injection, or by other means to make the engine output more torque.

[0099] In some preferred embodiments, transmission response can also be performed: if the vehicle is equipped with an automatic transmission, the EMS may adjust the transmission state via the transmission control unit (TCU), such as downshifting to increase the gear ratio, thereby more effectively transmitting the increased torque to the wheels.

[0100] It should be understood that the above description is an exemplary illustration based on general vehicle power control principles. The specific vehicle's IBC system and its interaction logic with subsystems such as EMS and TCU may vary depending on the vehicle model, manufacturer, and design philosophy. Adaptive adjustments can be made in practical applications.

[0101] S300: When the operating parameters meet the second preset conditions, the drag torque control function is set to the equilibrium state to reduce the torque of the target vehicle.

[0102] It should be noted that in some embodiments, when the operating parameters meet the second preset conditions, the following steps may be included: when the operating state of the drag torque control function is active and the wheel slip ratios of the drive wheels on both sides of the target vehicle are within the preset second slip ratio stable range, it is determined that the operating parameters meet the second preset conditions.

[0103] For example, in some embodiments, when the wheel slip ratio is stable, that is, when there is no risk of wheel lock-up, the engine drag torque control function changes from the active state to the equilibrium state, and the IBC sends a torque reduction request to increase energy recovery.

[0104] Furthermore, in some embodiments, setting the drag torque control function to a balanced state may include the following steps: sending a second state transition command to the integrated braking control system so that the integrated braking control system responds to the second state transition command to change the drag torque control function from an active state to a balanced state.

[0105] Furthermore, in some embodiments, the torque reduction operation on the target vehicle may include the following steps: sending a torque reduction request to the engine management system of the target vehicle through the integrated braking control system, so that the engine management system controls the engine of the target vehicle to perform a torque reduction response action in response to the torque reduction request; wherein, the torque reduction response action includes reducing the throttle opening and reducing the fuel injection quantity.

[0106] For example, in some embodiments, when the vehicle's IBC sends a torque reduction request, the actions performed mainly include:

[0107] Reduce engine torque output: IBC sends a torque reduction request to EMS, and EMS responds to this request by reducing engine torque output by reducing throttle opening, reducing fuel injection quantity, etc.

[0108] In some preferred embodiments, transmission response can also be performed: during torque reduction, the EMS may adjust the transmission state via the TCU, such as upshifting to reduce the gear ratio and reduce the torque transmitted to the wheels.

[0109] It should be understood that the above description is an exemplary illustration based on general vehicle power control principles. The specific vehicle's IBC system and its interaction logic with subsystems such as EMS and TCU may vary depending on the vehicle model, manufacturer, and design philosophy. Adaptive adjustments can be made in practical applications.

[0110] S400 When the operating parameters meet the third preset condition, the drag torque control function is set to the inactive state.

[0111] It should be noted that the operating parameters also include the working time of the drag torque control function; in some embodiments, such as Figure 7 As shown, when the operating parameters meet the third preset condition, the following steps are included: when the operating parameters meet any of the following conditions, the operating state of the integrated braking control system is inoperable, the vehicle speed is less than the second vehicle speed threshold, the wheel slip ratio of the drive wheels on both sides of the target vehicle is less than the first slip ratio threshold, the driving intention variable exceeds the second variable threshold, the operating state of the drag torque control function is in equilibrium, or the operating time of the drag torque control function exceeds the time threshold, the operating parameters are determined to meet the third preset condition.

[0112] Among them, the driving intention variable includes the increase in driving intention and the decrease in braking intention. The driving intention variable exceeding the second variable threshold indicates that the increase in driving intention or the decrease in braking intention exceeds the preset variable threshold.

[0113] For example, in some embodiments, when IBC fails, or the vehicle speed is less than the engine drag torque control function closing threshold, or the engine drag torque control function operates for a period of time exceeding the threshold, or the increase in the driver's driving intention or the decrease in the braking intention after DTC is activated exceeds the threshold (the thresholds for the increase in driving intention and the decrease in braking intention can be set separately), or the wheel slip ratios on both sides of the drive wheel are both lower than the threshold, the engine drag torque control function will be turned off, and the state of the engine drag torque control function will change from active to inactive.

[0114] Furthermore, in some embodiments, setting the drag torque control function to an inactive state may include the following steps: sending a third state transition command to the integrated braking control system so that the integrated braking control system, in response to the third state transition command, switches the drag torque control function from an equilibrium state to an inactive state.

[0115] To explain in detail the principle of the technical solution of the present invention, the overall process of the present invention will be described below with reference to some specific embodiments. It is easy to understand that the following is an explanation of the technical principle of the present invention and should not be regarded as a limitation of the present invention.

[0116] First, it should be noted that engine drag torque control is one of the important functions of IBC (Integrated Braking System). When a vehicle is recovering energy, the wheels may lock up due to factors such as motor drag. IBC can actively adjust the traction force to maintain vehicle stability. However, this method will result in some loss of energy recovery. Therefore, this invention aims to set an intermediate state between energy recovery and wheel lockup to balance the two tendencies.

[0117] like Figure 8 As shown, the process steps of the technical solution of the present invention can be implemented as follows:

[0118] 1. When the IBC is working normally, the vehicle speed is greater than the threshold for the engine drag torque control function to be activated, the slip ratio of both sides of the drive wheels exceeds the threshold, and the amount of reduction in the driver's driving intention or increase in the braking intention exceeds the threshold within a certain period of time (the thresholds for the reduction in driving intention and the increase in braking intention can be set separately), the engine drag torque control function will be triggered, and the state of the engine drag torque control function will change from inactive to active.

[0119] 2. When activated, the engine drag torque control function will be triggered, and the IBC will send a torque increase request to reduce the slip ratio of the wheels on both sides of the drive wheels;

[0120] 3. When the wheel slip ratio is stable, that is, when there is no risk of wheel lock-up, the engine drag torque control function changes from the active state to the equilibrium state, and the IBC sends a torque reduction request to increase energy recovery.

[0121] 4. When IBC fails, or the vehicle speed is less than the engine drag torque control function closing threshold, or the engine drag torque control function operates for a period of time exceeding the threshold, or the increase in the driver's driving intention or decrease in the braking intention exceeds the threshold after DTC is activated (the thresholds for the increase in driving intention and decrease in braking intention can be set separately), or the slip ratio of both sides of the drive wheels is lower than the threshold, the engine drag torque control function will be turned off, and the engine drag torque control function status will change from active to inactive.

[0122] In summary, the technical solution of this invention addresses the issue of the Integrated Braking Control (IBC) system adding a new state to balance energy recovery and wheel lock-up tendencies when the engine drag torque control function is triggered, in order to reduce energy recovery losses during the process. This invention achieves comprehensive monitoring and intelligent management of vehicle dynamics by accurately acquiring multiple key operating parameters of the target vehicle, including vehicle speed, drive wheel slip ratio, driving intention variables, the operating state of the IBC system, and the operating state of the drag torque control function. Through flexible adjustment of the drag torque control function, the following significant beneficial effects can be achieved:

[0123] Optimizing Energy Recovery and Braking Safety: Traditional braking systems often face a dilemma when dealing with energy recovery and wheel lock-up. This solution monitors operating parameters in real time and dynamically adjusts the drag torque control function based on preset conditions. This ensures efficient energy recovery while effectively avoiding the safety hazards caused by wheel lock-up, achieving a dual optimization of energy utilization and braking safety.

[0124] Enhancing Driving Experience and Stability: By precisely controlling drag torque, this solution provides a more refined response to driving intentions, reducing vehicle jerking caused by improper braking system intervention and improving driving smoothness and comfort. Simultaneously, precise management of wheel slip ratio helps maintain vehicle stability in complex road conditions, improving driving safety.

[0125] Enhanced system adaptability and robustness: This solution can automatically adjust the drag torque control function according to different combinations of operating parameters, demonstrating strong system adaptability and robustness. Whether in high-speed driving, low-speed crawling, or emergency braking, it ensures the vehicle is in optimal control.

[0126] Driving Technological Innovation and Industrial Upgrading: The successful implementation of this solution not only provides a new technological path for the development of Integrated Brake Control (IBC) systems, but also brings innovative solutions to the field of energy management and braking control in new energy vehicles. This will help drive technological progress and industrial upgrading across the entire automotive industry, and promote the research and application of safer, more efficient, and environmentally friendly automotive products.

[0127] In summary, the technical solution of this invention achieves a perfect balance between energy recovery and wheel lock-up by precisely controlling the drag torque. This not only improves the energy utilization efficiency and braking safety of the vehicle, but also optimizes the driving experience and enhances the adaptability and robustness of the system, making an important contribution to promoting innovation and industrial upgrading in automotive technology.

[0128] On the other hand, such as Figure 9 As shown, an embodiment of the present invention provides an engine drag torque control device 900, which may include:

[0129] The first module 901 is used to acquire the operating parameters of the target vehicle; the operating parameters include vehicle speed, drive wheel slip ratio, driving intention variables, the working status of the integrated braking control system and the operating status of the drag torque control function;

[0130] The second module 902 is used to set the drag torque control function to an active state when the operating parameters meet the first preset conditions, and to perform torque increase operation on the target vehicle.

[0131] The third module 903 is used to set the drag torque control function to a balanced state and perform torque reduction operation on the target vehicle when the operating parameters meet the second preset conditions.

[0132] The fourth module 904 is used to set the drag torque control function to an inactive state when the operating parameters meet the third preset condition.

[0133] The content of the method embodiments of the present invention is applicable to the device embodiments. The specific functions implemented by the device embodiments are the same as those of the above method embodiments, and the beneficial effects achieved are also the same as those achieved by the above methods.

[0134] On the other hand, embodiments of the present invention also provide an electronic device, which includes a memory and a processor. The memory stores a computer program, and the processor executes the computer program to implement the above-described engine drag torque control method. This electronic device can be any smart terminal, including tablet computers, in-vehicle computers, etc.

[0135] It is understood that the content of the above method embodiments is applicable to this device embodiment. The specific functions implemented by this device embodiment are the same as those of the above method embodiments, and the beneficial effects achieved are also the same as those achieved by the above method embodiments.

[0136] like Figure 10 As shown, Figure 10 The hardware structure of an electronic device 1000 according to another embodiment is illustrated. The electronic device 1000 may include:

[0137] The processor 1001 can be implemented using a general-purpose CPU (Central Processing Unit), microprocessor, 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 the present invention.

[0138] The memory 1002 can be implemented as a read-only memory (ROM), static storage device, dynamic storage device, or random access memory (RAM). The memory 1002 can store the operating system and other application programs. When the technical solutions provided in the embodiments of this specification are implemented through software or firmware, the relevant program code is stored in the memory 1002 and is called and executed by the processor 1001 to execute the network node population optimization method of the embodiments of this invention.

[0139] Input / output interface 1003 is used to implement information input and output;

[0140] The communication interface 1004 is used to enable communication and interaction between this device and other devices. Communication can be achieved through wired means (such as USB, network cable, etc.) or wireless means (such as mobile network, WIFI, Bluetooth, etc.).

[0141] Bus 1005 transmits information between various components of the device (e.g., processor 1001, memory 1002, input / output interface 1003, and communication interface 1004);

[0142] The processor 1001, memory 1002, input / output interface 1003 and communication interface 1004 are connected to each other within the device via bus 1005.

[0143] The electronic device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs.

[0144] The content of the method embodiments of the present invention is applicable to the embodiments of the present electronic device. The specific functions implemented by the embodiments of the present electronic device are the same as those of the above method embodiments, and the beneficial effects achieved are also the same as those achieved by the above methods.

[0145] Another aspect of this invention provides a computer-readable storage medium storing a program that is executed by a processor to implement the aforementioned method.

[0146] It should be noted that the computer-readable medium shown in the embodiments of the present invention can be a computer-readable signal medium or a computer-readable storage medium, or any combination thereof. A computer-readable storage medium can be, for example,—but not limited to—an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination thereof. More specific examples of a computer-readable storage medium may include, but are not limited to: an electrical connection having one or more wires, a portable computer disk, a hard disk, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM), flash memory, optical fiber, portable compact disc read-only memory (CD to ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof. In the present invention, a computer-readable storage medium can be any tangible medium containing or storing a program that can be used by or in conjunction with an instruction execution system, apparatus, or device. In the present invention, a computer-readable signal medium can include a data signal propagated in baseband or as part of a carrier wave, wherein computer-readable program code is carried. Such transmitted data signals can take various forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination thereof. The computer-readable signal medium can also be any computer-readable medium other than a computer-readable storage medium, which can send, propagate, or transmit a program for use by or in connection with an instruction execution system, apparatus, or device. The program code contained on the computer-readable medium can be transmitted using any suitable medium, including but not limited to wireless, wired, etc., or any suitable combination thereof.

[0147] The content of the method embodiments of the present invention is applicable to the computer-readable storage medium embodiments. The specific functions implemented by the computer-readable storage medium embodiments are the same as those of the above method embodiments, and the beneficial effects achieved are also the same as those achieved by the above methods.

[0148] This invention also discloses a computer program product or computer program, which includes computer instructions stored in a computer-readable storage medium. A processor of a computer device can read the computer instructions from the computer-readable storage medium and execute the computer instructions, causing the computer device to perform the aforementioned method.

[0149] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to various embodiments of the present invention. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of code containing one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions indicated in the blocks may occur in a different order than those indicated in the drawings. For example, two consecutively indicated blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in a block diagram or flowchart, and combinations of blocks in a block diagram or flowchart, may be implemented using a dedicated hardware-based system that performs the specified function or operation, or using a combination of dedicated hardware and computer instructions.

[0150] It should be noted that although several modules for the device used to perform actions have been mentioned in the detailed description above, this division is not mandatory. In fact, according to embodiments of the present invention, the features and functions of two or more modules or units described above can be embodied in one module or unit. Conversely, the features and functions of one module or unit described above can be further divided and embodied by multiple modules or units.

[0151] Through the above description of the embodiments, those skilled in the art will readily understand that the exemplary embodiments described herein can be implemented by software or by combining software with necessary hardware. Therefore, the technical solutions according to the embodiments of the present invention can be embodied in the form of a software product, which can be stored in a non-volatile storage medium (such as a CD-ROM, USB flash drive, portable hard drive, etc.) or on a network, including several instructions to cause a computing device (such as a personal computer, server, touch terminal, or network device, etc.) to execute the method according to the embodiments of the present invention.

[0152] In some alternative embodiments, the functions / operations mentioned in the block diagrams may not occur in the order shown in the operation diagrams. For example, depending on the functions / operations involved, two consecutively shown blocks may actually be executed substantially simultaneously, or the blocks may sometimes be executed in reverse order. Furthermore, the embodiments presented and described in the flowcharts of this invention are provided by way of example to provide a more comprehensive understanding of the technology. The disclosed methods are not limited to the operations and logic flows presented herein. Alternative embodiments are contemplated in which the order of various operations is changed and sub-operations described as part of a larger operation are executed independently.

[0153] Furthermore, although the invention has been described in the context of functional modules, it should be understood that, unless otherwise stated, one or more of the functions and / or features may be integrated into a single physical device and / or software module, or one or more functions and / or features may be implemented in a separate physical device or software module. It is also understood that a detailed discussion of the actual implementation of each module is unnecessary for understanding the invention. Rather, given the properties, functions, and internal relationships of the various functional modules in the apparatus disclosed herein, the actual implementation of the module will be understood within the scope of conventional skill of an engineer. Therefore, those skilled in the art can implement the invention as set forth in the claims using ordinary techniques without excessive experimentation. It is also understood that the specific concepts disclosed are merely illustrative and not intended to limit the scope of the invention, which is determined by the full scope of the appended claims and their equivalents.

[0154] If a function is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this invention, or the part that contributes to the prior art, or a part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods of the various embodiments of this invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0155] The logic and / or steps represented in the flowchart or otherwise described herein, for example, can be considered as a sequenced list of executable instructions for implementing logical functions, and can be embodied in any computer-readable medium for use by, or in conjunction with, an instruction execution means, apparatus, or device (such as a computer-based device, a processor-including device, or other means that can fetch and execute instructions from, or in conjunction with, an instruction execution means, apparatus, or device). For the purposes of this specification, "computer-readable medium" can be any means that can contain, store, communicate, propagate, or transmit programs for use by, or in conjunction with, an instruction execution means, apparatus, or device.

[0156] More specific examples of computer-readable media (a non-exhaustive list) include: electrical connections (electronic devices) having one or more wires, portable computer disk drives (magnetic devices), random access memory (RAM), read-only memory (ROM), erasable and editable read-only memory (EPROM or flash memory), fiber optic devices, and portable optical disc read-only memory (CDROM). Furthermore, computer-readable media can even be paper or other suitable media on which programs can be printed, because programs can be obtained electronically, for example, by optically scanning the paper or other medium, followed by editing, interpreting, or otherwise processing as necessary, and then stored in computer memory.

[0157] It should be understood that various parts of the present invention can be implemented in hardware, software, firmware, or a combination thereof. In the above embodiments, multiple steps or methods can be implemented in software or firmware stored in memory and executed by a suitable instruction execution device. For example, if implemented in hardware, as in another embodiment, it can be implemented using any one or a combination of the following techniques known in the art: discrete logic circuits having logic gates for implementing logical functions on data signals, application-specific integrated circuits (ASICs) having suitable combinational logic gates, programmable gate arrays (PGAs), field-programmable gate arrays (FPGAs), etc.

[0158] In the description of this specification, references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0159] Although embodiments of the invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.

[0160] The above is a detailed description of the preferred embodiments of the present invention. However, the present invention is not limited to the embodiments. Those skilled in the art can make various equivalent modifications or substitutions without departing from the spirit of the present invention. All such equivalent modifications or substitutions are included within the scope defined by the claims of the present invention.

Claims

1. A method for controlling engine drag torque, characterized in that, Includes the following steps: Obtain the operating parameters of the target vehicle; the operating parameters include vehicle speed, drive wheel slip ratio, driving intention variables, operating status of the integrated braking control system, operating status of the drag torque control function, and operating time of the drag torque control function; the driving intention variables include changes in driving intention or changes in braking intention. When the integrated braking control system is in normal working condition, the vehicle speed is greater than a first vehicle speed threshold, the wheel slip ratios of the drive wheels on both sides of the target vehicle are greater than a first slip ratio threshold, the driving intention variable exceeds a first variable threshold, and the drag torque control function is inactive, it is determined that the operating parameters meet the first preset conditions, and the drag torque control function is set to active state to perform torque increase operation on the target vehicle; the driving intention variable exceeding the first variable threshold indicates that the amount of decrease in driving intention or increase in braking intention exceeds the preset variable threshold; When the operating state of the drag torque control function is the active state and the wheel slip ratios of the drive wheels on both sides of the target vehicle are within the preset second slip ratio stable range, it is determined that the operating parameters meet the second preset conditions, the drag torque control function is set to the equilibrium state, and the torque reduction operation is performed on the target vehicle. When the operating parameters meet any of the following conditions: the operating state of the integrated braking control system is inoperable, the vehicle speed is less than the second vehicle speed threshold, the wheel slip ratio of the drive wheels on both sides of the target vehicle is less than the first slip ratio threshold, the driving intention variable exceeds the second variable threshold, the operating state of the drag torque control function is the equilibrium state, or the operating time of the drag torque control function exceeds the time threshold, it is determined that the operating parameters meet the third preset condition, and the drag torque control function is set to an inactive state. The driving intention variable exceeding the second variable threshold indicates that the increase in driving intention or the decrease in braking intention exceeds the preset variable threshold.

2. The engine drag torque control method according to claim 1, characterized in that, When the operating parameter is the wheel slip ratio of the drive wheel, obtaining the operating parameters of the target vehicle includes the following steps: Obtain the wheel speed of each drive wheel of the target vehicle; The wheel slip ratio of each drive wheel is obtained by the ratio of the difference between the vehicle speed and the wheel rotation speed to the vehicle speed.

3. The engine drag torque control method according to claim 1, characterized in that, The change in driving intent includes a decrease in driving intent and an increase in driving intent; When the operating parameters are the amount of change in the driving intention, obtaining the operating parameters of the target vehicle includes the following steps: Obtain the first position change of the accelerator pedal of the target vehicle within a preset time period; The amount of decrease in driving intention is determined based on the increase in the amount of change in the first position, and the amount of increase in driving intention is determined based on the decrease in the amount of change in the first position.

4. The engine drag torque control method according to claim 1, characterized in that, The change in braking intent includes a decrease in braking intent and an increase in braking intent; when the operating parameter is the change in braking intent, obtaining the operating parameters of the target vehicle includes the following steps: Obtain the change in the second position of the brake pedal of the target vehicle within a preset time period; The increase in braking intent is determined based on the decrease in the amount of change in the second position, and the decrease in braking intent is determined based on the increase in the amount of change in the second position.

5. The engine drag torque control method according to claim 1, characterized in that, Setting the drag torque control function to the active state includes the following steps: A first state transition command is sent to the integrated braking control system, so that the integrated braking control system, in response to the first state transition command, switches the drag torque control function from the inactive state to the active state.

6. The engine drag torque control method according to claim 1, characterized in that, The torque-increasing operation on the target vehicle includes the following steps: The integrated braking control system sends a torque increase request to the engine management system of the target vehicle, so that the engine management system controls the engine of the target vehicle to perform a torque increase response action in response to the torque increase request. The torque-increasing response action includes increasing the throttle opening and increasing the fuel injection quantity.

7. The engine drag torque control method according to claim 1, characterized in that, Setting the drag torque control function to a balanced state includes the following steps: A second state transition command is sent to the integrated braking control system, causing the integrated braking control system to switch the drag torque control function from the active state to the equilibrium state in response to the second state transition command.

8. The engine drag torque control method according to claim 1, characterized in that, The torque reduction operation on the target vehicle includes the following steps: The integrated braking control system sends a torque reduction request to the engine management system of the target vehicle, so that the engine management system controls the engine of the target vehicle to perform a torque reduction response action in response to the torque reduction request. The torque reduction response includes reducing the throttle opening and reducing the fuel injection quantity.

9. The engine drag torque control method according to claim 1, characterized in that, Setting the drag torque control function to an inactive state includes the following steps: A third state transition command is sent to the integrated braking control system, causing the integrated braking control system to switch the drag torque control function from the equilibrium state to the inactive state in response to the third state transition command.

10. An engine drag torque control device, characterized in that, include: The first module is used to acquire the operating parameters of the target vehicle; the operating parameters include vehicle speed, drive wheel slip ratio, driving intention variables, the working status of the integrated braking control system, the working status of the drag torque control function, and the working time of the drag torque control function; the driving intention variables include the change in driving intention or the change in braking intention. The second module is used to determine that the operating parameters meet the first preset conditions when the integrated braking control system is in normal working state, the vehicle speed is greater than the first vehicle speed threshold, the wheel slip ratio of the drive wheels on both sides of the target vehicle is greater than the first slip ratio threshold, the driving intention variable exceeds the first variable threshold, and the drag torque control function is inactive. Then, it sets the drag torque control function to an active state and performs torque increase operation on the target vehicle. The driving intention variable exceeding the first variable threshold indicates that the decrease in driving intention or the increase in braking intention exceeds the preset variable threshold. The third module is used to determine that the operating parameters meet the second preset conditions when the operating state of the drag torque control function is the active state and the wheel slip ratios of the drive wheels on both sides of the target vehicle are within the preset second slip ratio stable range, and to set the drag torque control function to the equilibrium state to perform torque reduction operation on the target vehicle. The fourth module is used to determine that the operating parameters meet a third preset condition and set the drag torque control function to an inactive state when the operating parameters meet any of the following conditions: the operating state of the integrated braking control system is inactive, the vehicle speed is less than a second vehicle speed threshold, the wheel slip ratio of the drive wheels on both sides of the target vehicle is less than a first slip ratio threshold, the driving intention variable exceeds a second variable threshold, the operating state of the drag torque control function is in equilibrium, or the operating time of the drag torque control function exceeds a time threshold. The driving intention variable exceeding the second variable threshold indicates that the increase in driving intention or the decrease in braking intention exceeds the preset variable threshold.

11. An electronic device, characterized in that, Including the processor and memory; The memory is used to store programs; The processor executes the program to implement the method as described in any one of claims 1 to 9.

12. A computer storage medium storing a processor-executable program, characterized in that, The processor-executable program, when executed by the processor, is used to implement the method as described in any one of claims 1 to 9.

13. A vehicle, characterized in that, The vehicle includes the engine drag torque control device as described in claim 10 or the electronic device as described in claim 11.

Images