Vehicle control method and vehicle

Abstract

The present application provides a vehicle control method and a vehicle, which are applied in the field of vehicle technology. When the current vehicle speed meets the speed limit condition, the speed limit function can be started, the integral item torque of the proportional integral control is reset to zero, and the minimum value between the current pedal torque and the current limit torque is determined as the requested torque; the integral item torque in the current limit torque is limited and controlled according to the change result of the size relationship. After starting the speed limit function, the integral item torque is reset to zero to avoid the mutual influence between different speed limits. Selecting the minimum value between the current pedal torque and the current limit torque as the requested torque can avoid excessive torque and vehicle speed overshoot. Limiting the integral item torque in the current limit torque according to the change result of the size relationship can avoid the speed limit function outputting the integral item torque of excessive cumulative integral, reduce the risk of vehicle speed overshoot, and improve the safety of speed limit control.

Description

Technical Field

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

[0002] For safety and energy-saving considerations, new energy vehicles will set corresponding speed limits according to the different operating conditions of the new energy vehicles. If the VCU vehicle controller activates the speed limit function, but the actual vehicle speed still exceeds the target speed limit, the vehicle will be at risk, which may cause risk losses to the vehicle and personal safety. Summary of the invention

[0003] In view of this, the purpose of the present application is to provide a vehicle control method and a vehicle, so as to avoid the safety risks caused by overshooting of the vehicle speed limit.

[0004] Based on the above objectives, the present application provides a vehicle control method, comprising:

[0005] In response to the current vehicle speed satisfying the vehicle speed limit condition, the vehicle speed limit function is started, the integral term torque of the proportional integral control is reset to zero, and the current limit torque is determined according to the current vehicle speed and the target limit vehicle speed;

[0006] determining a current pedal torque according to a pedal stroke of the accelerator pedal, and determining a minimum value between the current pedal torque and the current limit torque as the requested torque;

[0007] In response to a change in the magnitude relationship between the current pedal torque and the current limit torque, the integral item torque in the current limit torque is limit-controlled according to a result of the change in the magnitude relationship.

[0008] Optionally, the limiting control of the integral torque in the current limiting torque according to the change result of the magnitude relationship includes:

[0009] In response to the change result being that the current limit torque is greater than the current pedal torque, determining the current pedal torque as the requested torque, clearing and restoring the integral item torque of the proportional-integral control, and stopping the integral calculation of the integral item torque until the change result is switched to that the current limit torque is less than or equal to the current pedal torque, and releasing the limitation of the integral item torque;

[0010] In response to the change result being that the current limit torque is less than or equal to the current pedal torque, the limitation of the integral torque is released, and the current limit torque is determined as the requested torque until the change result switches to that the current limit torque is greater than the current pedal torque, and the integral torque is cleared and restored.

[0011] In order to avoid the risk of vehicle speed overshoot, it is necessary to monitor in real time whether the size relationship between the current pedal torque and the current limit torque changes. When a change occurs, the integral torque in the current limit torque is limited and controlled according to the change in the size relationship to reduce the risk of vehicle speed overshoot and improve the safety of vehicle speed limit control.

[0012] Optionally, determining the current torque limit according to the current vehicle speed and the target vehicle speed limit includes:

[0013] Determining a value state of the target vehicle speed limit;

[0014] In response to the value state being a steady fixed state, performing a legality judgment process on a vehicle speed difference between the target vehicle speed limit and the current vehicle speed to obtain the current torque limit;

[0015] In response to the value state being a transient change state, proportional integral control is performed according to a vehicle speed difference between the target vehicle speed limit and the current vehicle speed to obtain the current torque limit.

[0016] Since the value of the target speed limit can be switched between different values ​​as the safety status, energy-saving requirements, and driving experience of the vehicle change, when the target speed limit is switched, the speed difference will change suddenly. At this time, the value state of the target speed limit is a transient change state, resulting in a huge fluctuation in the speed difference, making the speed difference unable to be used for legality judgment, because the drastic fluctuation of the speed difference will cause a large error in the current limit torque. Therefore, when the value state is a transient change state, the current limit torque is directly determined by proportional integral control, and the legality judgment process is skipped to ensure the accuracy of the current limit torque. When the target speed limit is not switched, the value state of the target speed limit is a steady fixed state. At this time, the target speed limit and the current speed are both stable values, and the calculated speed difference is stable and available data, which ensures the accuracy of the legality judgment based on the speed difference, and can determine the current limit torque of different values ​​under different legal judgment results, and ensure the accuracy of the current limit torque under different legal judgment results.

[0017] At this time, safety monitoring of the vehicle speed difference may lead to misjudgment, so it is necessary to perform safety monitoring of the vehicle speed difference during a stable period when the target speed limit is not switched, so as to ensure the safety of the speed limit.

[0018] Optionally, the determining a value state of the target speed limit includes:

[0019] Determine a historical moment with a preset interval from the current moment;

[0020] The current moment is used as the lower boundary moment, and the historical moment is used as the upper boundary moment to construct a judgment time interval;

[0021] In response to the target speed limit value being a changed value within the determination time interval, determining the transient change state as the value state;

[0022] In response to the target speed limit taking a fixed value within the determination time interval, the steady fixed state is determined as the value taking state.

[0023] The accuracy of the calculated vehicle speed difference is ensured by determining the value state, thereby ensuring the accuracy of the speed limit control.

[0024] Optionally, performing a legality judgment process on the speed difference between the target speed limit and the current speed to obtain the current torque limit includes:

[0025] determining the legitimacy of the vehicle speed difference according to the value of the vehicle speed difference;

[0026] In response to the vehicle speed difference being legal, performing proportional-integral control on the vehicle speed difference to obtain the current limit torque;

[0027] In response to the vehicle speed difference being illegal, determining a duration of the illegal state;

[0028] In response to the duration being less than a preset duration threshold, performing proportional-integral control on the vehicle speed difference to obtain the current limit torque;

[0029] In response to the duration being greater than or equal to a preset duration threshold, a torque correction parameter is determined according to the absolute value of the vehicle speed difference, and the vehicle speed difference is subjected to proportional-integral control to obtain an initial limiting torque, and the product of the torque correction parameter and the initial limiting torque is determined as the current limiting torque.

[0030] For legal differential speed differences, proportional integral control is directly performed to improve the efficiency of speed limit control. For illegal speed differences, the initial limit torque needs to be corrected. When the proportional integral cannot limit the speed, the output torque is reduced through additional parameter correction to ensure that the speed limit control can be effectively performed to avoid loss of control.

[0031] Optionally, the vehicle speed difference is a difference between the target vehicle speed limit and the current vehicle speed; and determining the legitimacy of the vehicle speed difference according to the value of the vehicle speed difference includes:

[0032] In response to the vehicle speed difference being a negative value, determining that the vehicle speed difference is illegal;

[0033] In response to the vehicle speed difference being a positive value, it is determined that the vehicle speed difference is legal.

[0034] The goal of speed limit is to limit the actual speed to a range less than or equal to the target speed limit. The positive and negative values ​​of the speed difference can be used to determine whether the speed limit is achieved. A negative speed difference is determined to be illegal, and the failure of proportional-integral control is determined to activate the subsequent parameter correction process.

[0035] Optionally, performing proportional-integral control on the vehicle speed difference to obtain the current limit torque includes:

[0036] Determine the product of the vehicle speed difference and a preset proportional gain coefficient as a proportional term torque;

[0037] Performing a time-based integration operation on the vehicle speed difference to obtain an integral value, and determining an integral term torque according to the integral value and a preset integral gain coefficient;

[0038] The request torque is determined as a sum of the proportional term torque and the integral term torque.

[0039] For legal vehicle speed differences, the proportional-integral control will not fail, and the vehicle speed can be limited by directly performing the proportional-integral control, thereby improving the efficiency of the vehicle speed limit control.

[0040] Optionally, determining the integral term torque according to the integral value and a preset integral gain coefficient includes:

[0041] In response to the integral value being greater than or equal to a preset integral threshold, stopping the cumulative integration, and determining the product of the integral threshold and the integral gain coefficient as the integral term torque;

[0042] In response to the integrated value being less than a preset integration threshold, a product of the integrated value and the integral gain coefficient is determined as an integral term torque.

[0043] To avoid the limit failure caused by infinite accumulation of integral torque, the integral value is limited by using the integral threshold, and the accumulation of integral torque is limited to a certain range to ensure safety.

[0044] Optionally, after determining the requested torque, the method further includes:

[0045] Determine the slope compensation torque corresponding to the current vehicle speed and the current detected slope according to the target relationship data corresponding to the current gear: in response to the current gear being a forward gear, determine the preset forward gear compensation relationship data as the target relationship data; in response to the current gear being a reverse gear, determine the preset reverse gear compensation relationship data as the target relationship data; determine the driving state according to the slope value of the current detected slope; determine the torque-speed relationship data according to the driving state and the target relationship data; determine the retrieved torque corresponding to the current vehicle speed in the torque-speed relationship data as the slope compensation torque;

[0046] The requested torque is torque compensated according to the slope compensation torque to obtain a final actual requested torque, and the driving device is controlled to output torque according to the actual requested torque.

[0047] The final requested torque is corrected according to the slope and gear position to ensure that the vehicle speed limit control can be applied to various driving conditions and improve the universality of the control.

[0048] Based on the same inventive concept, the present disclosure also provides a vehicle, including an electronic device, wherein the electronic device includes a memory, a processor, and a computer program stored in the memory and running on the processor, and the processor implements the method as described above when executing the program.

[0049] As can be seen from the above, the vehicle control method and vehicle provided by the present application can start the speed limit function when the current vehicle speed meets the speed limit condition, reset the integral item torque of the proportional integral control, and determine the current limit torque according to the current vehicle speed and the target limit speed; determine the current pedal torque according to the pedal stroke of the accelerator pedal, and determine the minimum value between the current pedal torque and the current limit torque as the requested torque; in response to the change in the magnitude relationship between the current pedal torque and the current limit torque, limit the integral item torque in the current limit torque according to the change in the magnitude relationship. Resetting the integral item torque after starting the speed limit function can avoid the mutual influence between different speed limits. Selecting the minimum value between the current pedal torque and the current limit torque as the requested torque can avoid excessive torque and vehicle speed overshoot, and at the same time provide conditions for exiting the speed limit function, while achieving speed limit and ensuring that the vehicle speed change can change according to the user's control of the accelerator pedal. By limiting the integral torque in the current torque limit through the change in the magnitude relationship, the vehicle speed limit function can be prevented from outputting an integral torque with excessive accumulated integral, thereby reducing the risk of vehicle speed overshoot and improving the safety of vehicle speed limit control. BRIEF DESCRIPTION OF THE DRAWINGS

[0050] 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.

[0051] Figure 1 This is a flow chart of a vehicle control method according to an embodiment of the present application;

[0052] Figure 2 This is a flow chart of limiting the integral torque in the current limiting torque according to an embodiment of the present application;

[0053] Figure 3 A flow chart for determining the current limiting torque for an embodiment of the present application;

[0054] Figure 4 A flowchart of a process for determining the legality of a speed difference between a target speed limit and a current speed according to an embodiment of the present application;

[0055] Figure 5 This is a flow chart of proportional-integral control of vehicle speed difference according to an embodiment of the present application;

[0056] Figure 6 This is a schematic diagram of the structure of a vehicle control device according to an embodiment of the present application;

[0057] Figure 7 It is a schematic diagram of the structure of an electronic device according to an embodiment of the present application. DETAILED DESCRIPTION

[0058] 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.

[0059] 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.

[0060] It should be understood herein that any number of elements in the drawings is for illustration rather than limitation, and any naming is only for distinction rather than having any limiting meaning.

[0061] Based on the description of the above background technology, the related technology also has the following situations:

[0062] For safety and energy saving considerations, new energy vehicles will set corresponding speed limits according to different operating states of new energy vehicles to avoid excessive speed. Speed ​​limit is a simple and effective measure to reduce the average speed of vehicles on the road, thereby achieving multiple goals of ensuring traffic safety, reducing energy consumption and reducing vehicle exhaust emissions. If the VCU vehicle controller activates the speed limit function, but the actual vehicle speed still exceeds the target speed limit, the vehicle will be in a risky state, which is likely to cause risk losses to the vehicle and personal safety.

[0063] The vehicle control method and vehicle provided in the embodiment of the present application can start the speed limit function when the current vehicle speed meets the speed limit condition, reset the integral item torque of the proportional integral control, and determine the current limit torque according to the current vehicle speed and the target limit speed; determine the current pedal torque according to the pedal stroke of the accelerator pedal, and determine the minimum value between the current pedal torque and the current limit torque as the requested torque; in response to the change in the magnitude relationship between the current pedal torque and the current limit torque, limit the integral item torque in the current limit torque according to the change in the magnitude relationship. Resetting the integral item torque after starting the speed limit function can avoid the mutual influence between different speed limits. Selecting the minimum value between the current pedal torque and the current limit torque as the requested torque can avoid excessive torque and vehicle speed overshoot, and at the same time provide conditions for exiting the speed limit function, while achieving speed limit and ensuring that the vehicle speed change can change according to the user's control of the accelerator pedal. By limiting the integral torque in the current torque limit through the change in the magnitude relationship, the vehicle speed limit function can be prevented from outputting an integral torque with excessive accumulated integral, thereby reducing the risk of vehicle speed overshoot and improving the safety of vehicle speed limit control.

[0064] The vehicle control method provided by the embodiments of the present application is described in detail below with reference to the accompanying drawings.

[0065] In some embodiments, Figure 1 As shown, a vehicle control method includes:

[0066] Step 101: In response to the current vehicle speed satisfying the speed limit condition, the speed limit function is activated, the integral term torque of the proportional integral control is reset to zero, and the current limit torque is determined according to the current vehicle speed and the target limit speed.

[0067] In specific implementation, the purpose of the speed limit is to prevent the actual speed of the vehicle from exceeding the target limit speed determined in advance, and the target limit speed is not a fixed value. Because when setting the target limit speed for the speed limit function, it is mainly considered from multiple aspects such as safety, energy saving and driving experience. There will be multiple target limit speeds, such as Va, Vb, Vc, etc. which increase in sequence.

[0068] After the speed limit function is activated, a target speed limit will be determined according to the current vehicle state. For example, the corresponding target speed limit Va is determined in the energy-saving mode. Then, during the vehicle driving, the user switches the energy-saving mode to the sports mode, which requires stronger power and a higher speed. At this time, the speed limit function can be partially opened, that is, the target speed limit Va is switched to the target speed limit Vb, and the speed limit of the vehicle is increased, so as to distinguish the differences between different operating modes while meeting user needs.

[0069] If the user needs a faster speed and greater output torque, the vehicle's operating mode is switched from sports mode to track mode. In track mode, priority is given to the performance requirements of high speed and high torque, and energy saving requirements are temporarily not considered. At this time, the speed limit function is further opened, that is, the target limit speed Vb is switched to the target limit speed Vc, further increasing the vehicle's speed limit, thereby distinguishing the differences between different operating modes while meeting user needs.

[0070] The speed limit condition is generally related to the target speed limit. Generally, the target speed limit minus a preset speed difference is the activation speed corresponding to the activation speed limit condition. For example, if the target speed limit Va=100km / h, the corresponding speed difference is 8km / h (the speed difference of different vehicles is different or the same, which is not limited here), then the corresponding activation speed is 92km / h.

[0071] When the current vehicle speed is greater than or equal to the activation speed, it indicates that the current vehicle speed is close to the target speed limit and there is a risk of exceeding the target speed limit. To determine that the speed limit conditions are met, the speed limit function needs to be activated to limit the current vehicle speed to prevent the actual vehicle speed from being greater than the target speed limit for a long time (because the vehicle speed may fluctuate when the speed limit is in effect, causing the actual vehicle speed to slightly exceed the target speed limit for a short period of time, which is an allowable error) to ensure vehicle safety.

[0072] If the current vehicle speed is lower than the activation speed, it means that the current vehicle speed is far from the target speed limit and there is no risk of exceeding the target speed limit. It is determined that the speed limit conditions are not met and there is no need to activate the speed limit function.

[0073] After starting the speed limit function, in order to ensure that different speed limit controls do not respond to each other, the integral torque in the proportional integral control needs to be cleared and restored. Although the integral torque may be cleared and restored when exiting the speed limit function, in order to ensure the accuracy of the proportional integral control and avoid the integral torque clearing and restoration function malfunctioning when the function is exited, resulting in a clearing failure, and then causing the integral torque that has not been cleared to affect the current torque limit calculation process, after starting the speed limit function, the integral torque of the proportional integral control needs to be cleared and restored to ensure the accuracy of the current torque limit calculation process, and the current torque limit is determined according to the current vehicle speed and the target speed limit after clearing and restoration.

[0074] The proportional control in proportional integral control is the main part of PI closed-loop control. It proportionally amplifies the error between the feedback signal and the target signal, and then uses the amplified signal as the output signal of the proportional control. Specifically, the proportional control multiplies the error signal by a proportional gain coefficient Kp, and then uses the result as the output signal. The size of the proportional gain coefficient Kp determines the response speed of the control. When Kp is too large, the system will oscillate, otherwise it will cause the system to respond too slowly.

[0075] As another part of PI closed-loop control, integral control integrates the error signal and then uses the integral result as the output signal of integral control. The main function of integral control is to solve the steady-state error problem of the system. When there is a steady-state error in the system, integral control can continuously integrate the error signal and feed the result back to the system to gradually eliminate the error. The integral gain coefficient Ki of integral control needs to be adjusted according to the actual situation of the system. When Ki is too large, the system will amplify the steady-state error, otherwise it will cause the system to respond too slowly.

[0076] The calculation formula for determining the current limit torque through PI closed-loop control can be expressed as:

[0077] N(t)=Kp×ΔV(t)+Ki× dt

[0078] Wherein, N(t) represents the current limit torque output at time t, ΔV(t) represents the speed difference between the target limit speed at time t and the current speed, Kp represents the proportional gain coefficient, Ki represents the integral gain coefficient, and t represents the current time.

[0079] In order to ensure the accuracy of proportional-integral control, it is necessary to monitor the speed difference safely. The goal of safety monitoring is to avoid the occurrence of long-term speed overshoot conditions, so what is monitored is the situation where the current speed is greater than the target speed limit. The premise of monitoring is that the target speed limit is in a stable state, so the value of the target speed limit needs to be determined first. When the VCU detects that the target speed limit V1 has been in a fixed value state within the judgment time interval [t-Δt, t] and the speed limit function is in an activated state (indicated by state S=1), the VCU believes that the target speed limit V1 is in a steady-state fixed state, and then performs a legal judgment on the speed difference ΔV(t).

[0080] When VCU detects that the target limit speed is not always at a fixed value within the judgment time interval [t-Δt, t], that is, when the target limit speed V1 switches between Va, Vb and Vc within the judgment time interval [t-Δt, t], VCU believes that the target limit speed is in a transient change state. At this time, the change of the target limit speed will affect the safety monitoring of the speed difference. Therefore, safety monitoring of the speed difference is prohibited at this time, and proportional integral control can be performed directly.

[0081] The safety monitoring process of the vehicle speed difference ΔV(t) is as follows:

[0082] If the VCU detects that the speed difference ΔV(t) (target speed limit V1-current speed V2) is less than 0, and the target speed limit V1 is in a steady state, and the duration of the speed difference being less than zero is greater than or equal to the preset duration threshold, then the VCU determines that the current speed limit torque of the speed limit function has a poor effect on the speed limit, and the actual current speed is greater than the target speed limit for a long time, and the vehicle is in a safety risk state, then additional restriction processing is performed on the current torque limit, and the preset torque correction parameter (torque correction parameter is between 0-1) can be used to reduce and correct the current torque limit, that is, the corrected current torque limit = initial current torque limit × torque correction parameter. The initial current torque limit is legally judged by using the torque correction parameter, and the actual speed of the vehicle is finally reduced to a safe range by reducing the corrected current torque limit, even if the actual speed is less than or equal to the target speed limit.

[0083] Step 102: Determine the current pedal torque according to the pedal travel of the accelerator pedal, and determine the minimum value between the current pedal torque and the current limit torque as the requested torque.

[0084] In specific implementation, the current pedal torque represents the user's subjective control demand at the current moment, which is determined by the pedal stroke of the user stepping on the accelerator pedal. The greater the pedal stroke, the greater the current pedal torque, and the greater the user's acceleration demand. However, after the speed limit function is started, in order to avoid the actual vehicle speed exceeding the target limit speed, after the current pedal torque is determined according to the pedal stroke of the accelerator pedal, the torque control cannot be performed directly in response to the current pedal torque. Instead, it is necessary to compare the current pedal torque and the current limit torque, because the current limit torque represents the maximum value of the requested torque that will not cause the vehicle speed overshoot at the current moment, that is, the actually requested request torque cannot exceed the current limit torque.

[0085] If the current limit torque is greater than or equal to the current pedal torque, it means that the user's acceleration demand is within the allowable range and will not cause the vehicle speed to overshoot. The current pedal torque can be used directly for torque request, so the current pedal torque is used as the request torque for vehicle control. If the current limit torque is less than the current pedal torque, it means that the user's acceleration demand exceeds the allowable range. Directly using the current pedal torque for torque request may cause the vehicle speed to overshoot. Therefore, the maximum allowable torque and the current limit torque are used for torque request to meet the user's acceleration demand to the greatest extent while ensuring safety. Therefore, the current limit torque is used as the request torque for vehicle control.

[0086] And determining the minimum value between the current pedal torque and the current limit torque as the requested torque can achieve the user's deceleration demand without stepping on the brake, and then exit the speed limit function after the vehicle speed is less than a certain margin value of the start-up speed. For example, when the start-up speed is 92km / h, the speed limit function will be exited when the vehicle speed is less than 90km / h.

[0087] It can be seen that selecting the minimum value between the current pedal torque and the current limit torque as the requested torque can avoid excessive torque and vehicle speed overshoot, while providing conditions for exiting the speed limit function, achieving speed limit while ensuring that the vehicle speed change can change according to the user's control of the accelerator pedal.

[0088] Step 103: In response to a change in the magnitude relationship between the current pedal torque and the current limit torque, a limit control is performed on the integral torque in the current limit torque according to the change in the magnitude relationship.

[0089] In specific implementation, since the proportional torque changes in real time and will not be accumulated, while the integral torque is accumulated based on time, the integral torque will become larger and larger as the speed limit function is turned on for longer and longer time. However, the control strategy that determines the minimum value between the current pedal torque and the current limit torque as the requested torque will result in additional accumulated integrals for the integral torque.

[0090] Because the normal accumulated integral is calculated with the current limit torque as the requested torque. If the requested torque is a smaller current pedal torque, the vehicle will travel at a constant speed less than the target limit speed. At this time, the speed difference is a fixed value greater than zero, and the proportional torque will also be a fixed value. However, the integral torque will become larger and larger over time, causing the current limit torque to continue to increase. The risk of speed overshoot is also increasing. If the user increases the current pedal torque, causing the pedal torque to be greater than the current limit torque, the small output strategy will output the current limit torque as the requested torque for torque request. However, long-term integration causes the integral torque to increase, which in turn causes the current limit torque to increase. The vehicle may exceed the target speed limit and cause speed overshoot.

[0091] Therefore, in order to avoid the risk of vehicle speed overshoot, it is necessary to monitor in real time whether the magnitude relationship between the current pedal torque and the current limit torque changes. When a change occurs, the integral torque in the current limit torque is limited according to the change in magnitude relationship, so as to reduce the risk of vehicle speed overshoot and improve the safety of vehicle speed limit control. The specific process of limiting the integral torque in the current limit torque according to the change in magnitude relationship is as follows:

[0092] In some embodiments, Figure 2 As shown, the integral torque in the current limited torque is limited and controlled according to the change result of the size relationship, including:

[0093] Step 201: In response to the change result that the current limiting torque is greater than the current pedal torque, the current pedal torque is determined as the requested torque, the integral item torque of the proportional integral control is cleared and restored, and the calculation of the integral item torque is stopped until the change result switches to the current limiting torque being less than or equal to the current pedal torque, and the limitation of the integral item torque is released.

[0094] In specific implementation, before the change, the current limit torque is less than or equal to the current pedal torque. In order to ensure safety, the smaller current limit torque needs to be output as the requested torque. At this time, if the user reduces the depth of stepping on the accelerator pedal, the pedal stroke becomes smaller, and the current pedal torque becomes smaller until the current limit torque changes to be greater than the current pedal torque. At this time, according to the strategy of taking the smaller output, the current pedal torque is determined as the requested torque for output.

[0095] At this time, it is necessary to reset the integral item torque of the proportional integral control and stop the calculation of the integral item torque. Because the actual requested torque of the vehicle at this time is the current pedal torque which is less than the current limit torque, the vehicle speed cannot rise to the target limit speed, so that the current vehicle speed is always less than the target limit speed, which leads to the existence of the vehicle speed difference, resulting in the continuous accumulation of the integral item torque. When the current pedal torque is greater than the target limit torque again, the current limit torque will be used as the requested torque. However, the torque value of the current limit torque will be significantly larger due to the long-term accumulation of the integral item torque. The torque request with the larger current limit torque increases the risk of vehicle speed overshoot.

[0096] So, for example, to avoid the accumulation of the integral item torque when the torque request is made with the current pedal torque, when it is determined that the change result is that the current limit torque is greater than the current pedal torque, the integral item torque of the proportional integral control is cleared and restored, and the integral calculation of the integral item torque is stopped. At this time, the vehicle uses the current pedal torque as the requested torque for vehicle control, and the integral item torque in the current limit torque is cleared, and the integral calculation of the integral item torque is stopped, to ensure that when the vehicle is controlled with the current pedal torque, the integral item torque will not accumulate indefinitely and become too large, to ensure that when switching to the torque request with the current limit torque, the vehicle is controlled with a smaller current limit torque value, to avoid a rapid increase in vehicle speed, and to reduce the risk of vehicle speed overshoot.

[0097] Exemplarily, T1 represents the initial current limit torque, and T2 represents the initial current pedal torque. When T1>T2, the requested torque T=T2. At this time, the vehicle is traveling at a constant speed less than the target limit speed. When the vehicle speed does not change, the integral torque in T1 is accumulated and integrated, causing T1 to change to T3, and T3>T1, and T3>T1>T2 exists at this time; if the user increases the depth of the accelerator pedal at this time, causing T2 to increase to T4, until T4>T3, T4>T3>T1>T2 exists at this time, and the requested torque is changed to T3, but because the integral torque is continuously accumulated and integrated, the value of T3 increases a lot compared to T1, and the vehicle speeds up significantly, which violates the original intention of the speed limit control and increases the risk of initial speed overshoot.

[0098] When T1>T2 is detected, the integral item torque in the current torque limit T1 is directly reset to zero, and the integral item torque integrator is stopped. Then, during the period of driving at a constant speed with T2 as the requested torque, the integral item torque is kept at 0, and the current torque limit T1 is kept synchronized with the proportional item torque, and will not increase over time while synchronizing the proportional item torque, until T1<T2 is detected, the restriction on the integral item torque is released, and time-based integral calculation is started. It is ensured that the vehicle is controlled with a smaller current torque limit value when switching to the torque request with the current torque limit, so as to avoid a rapid increase in vehicle speed and reduce the risk of vehicle speed overshoot.

[0099] Step 202: In response to the change result that the current limit torque is less than or equal to the current pedal torque, the limit of the integral item torque is released, and the current limit torque is determined as the requested torque. Until the change result switches to the current limit torque being greater than the current pedal torque, the integral item torque is cleared and restored.

[0100] In specific implementation, if the change result is that the current limit torque is less than or equal to the current pedal torque, according to the principle of taking the smaller output, the current limit torque will be determined as the requested torque, and the restriction on the integral torque will be released at the same time, so that the integral torque will be integrated from 0 until it is detected that the current limit torque is greater than the current pedal torque. The current pedal torque is determined as the requested torque, the integral torque of the proportional-integral control is cleared and restored, and the calculation of the integral torque is stopped.

[0101] The core control method to avoid vehicle speed overshoot is to reset the integral torque in the current limit torque to zero when the current limit torque is not used as the requested torque, to ensure that the integral torque will not be accumulated all the time, to ensure that the current limit torque will not be too large all the time, to ensure that a smaller torque value is output when the current limit torque is used as the requested torque, to ensure that the vehicle speed slowly approaches the target limit speed, to avoid vehicle speed overshoot, and to ensure driving safety.

[0102] In summary, the vehicle control method provided in the embodiment of the present application can reset the integral item torque to zero after starting the speed limit function to avoid mutual influence between different speed limits. Selecting the minimum value between the current pedal torque and the current limit torque as the request torque can avoid excessive torque and vehicle speed overshoot, and at the same time provide conditions for exiting the speed limit function, while achieving speed limit and ensuring that the vehicle speed change can change according to the user's control of the accelerator pedal. Limiting and controlling the integral item torque in the current limit torque through the result of the change in the size relationship can avoid the speed limit function outputting the integral item torque with excessive accumulated integral, reduce the risk of vehicle speed overshoot, and improve the safety of speed limit control.

[0103] In some embodiments, Figure 3As shown, the current limit torque is determined according to the current vehicle speed and the target limit vehicle speed, including:

[0104] Step 301: Determine the value state of the target speed limit.

[0105] In specific implementation, since the value of the target speed limit can be switched with the changes of factors such as the vehicle's safety status, energy-saving requirements, and driving experience, the target speed limit switches between Va, Vb, and Vc, resulting in a sudden change in the speed difference. At this time, safety monitoring of the speed difference will lead to misjudgment, so it is necessary to perform safety monitoring of the speed difference during the stable time period when the target speed limit is not switched to ensure the safety of the speed limit. The process of determining the value state of the target speed limit is as follows:

[0106] In some embodiments, step 301 includes:

[0107] Step 3011: Determine a historical moment with a preset interval from the current moment.

[0108] In specific implementation, the impact of the change in the target speed limit may last for a period of time, so it is necessary to prohibit the safety monitoring of the speed difference for a period of time after the target speed limit is switched. The duration of prohibiting the safety monitoring of the speed difference can be a preset interval duration. Since it is necessary to determine whether the safety monitoring of the speed difference can be turned on at the current moment, it is necessary to ensure that there is no change in the target speed limit within the interval duration from the current moment. Taking the current moment as the starting point, the interval duration is reversed, and the historical moment obtained is the end point of detecting whether there is a change in the target speed limit. For example, if the current moment is t and the interval duration is Δt, the historical moment is t-Δt.

[0109] Step 3012: Construct a judgment time interval using the current time as the lower boundary time and the historical time as the upper boundary time.

[0110] In specific implementation, to determine whether safety monitoring of vehicle speed difference can be enabled at the current moment, it is necessary to ensure that there is no switching of the target speed limit within the interval time range. Therefore, it is necessary to use the current moment as the lower boundary moment and the historical moment as the upper boundary moment to construct a judgment time interval [t-Δt, t] for determining whether safety monitoring of vehicle speed difference can be performed.

[0111] Step 3013: In response to determining that the value of the target speed limit within the time interval is a changing value, determining a transient changing state as a value state.

[0112] In specific implementation, if the value of the target speed limit is a changing value within the judgment time interval [t-Δt, t], it means that the value of the target speed limit switches between Va, Vb, and Vc within the judgment time interval [t-Δt, t], and the transient change state is determined as the value state.

[0113] Step 3014: In response to determining that the target speed limit value within the time interval is a fixed value, determining a steady-state fixed state as the value state.

[0114] In specific implementation, if the target speed limit value is a fixed value within the judgment time interval [t-Δt, t], it means that the target speed limit value has been maintained at a value among Va, Vb, Vc within the judgment time interval [t-Δt, t] without changing, and the fixed state is determined as the value state.

[0115] Step 302: In response to the value state being a steady fixed state, a legality judgment process is performed on the vehicle speed difference between the target vehicle speed limit and the current vehicle speed to obtain the current torque limit.

[0116] In specific implementation, if the value state is a steady fixed state, it means that there is no change in the target speed limit. At this time, the target speed limit and the current speed are both stable values, and the calculated speed difference is stable and available data, which can ensure the accuracy of the legality judgment based on the speed difference, and can determine the current limit torque of different values ​​under different legal judgment results, and ensure the accuracy of the current limit torque under different legal judgment results. Therefore, the target speed limit in the steady fixed state will not affect the process of using the speed difference for legality judgment, and the speed difference can be legally judged to obtain the current limit torque that meets the safety conditions.

[0117] Step 303: In response to the value state being a transient change state, proportional integral control is performed according to the vehicle speed difference between the target vehicle speed limit and the current vehicle speed to obtain the current torque limit.

[0118] In specific implementation, if the value state is a transient change state, it means that there is a change in the target speed limit within the interval, which will cause the speed difference to increase or decrease instantly, making the speed difference unable to be used for legality judgment, because the drastic fluctuation of the speed difference will cause misjudgment in the legality judgment process, resulting in a large error in the determined current limit torque, and ultimately causing the speed limit to fail. Therefore, when it is determined that the value state of the target speed limit is a transient change state, proportional integral control can be directly performed according to the speed difference between the target speed limit and the current speed, skipping the legality judgment process to ensure the accuracy of the current limit torque.

[0119] The legal judgment process in a steady state is as follows:

[0120] In some embodiments, Figure 4 As shown, the speed difference between the target speed limit and the current speed is subjected to a legal judgment process to obtain the current torque limit, including:

[0121] Step 401: Determine the legality of the vehicle speed difference according to the value of the vehicle speed difference.

[0122] In specific implementation, the purpose of the speed limit function is to ensure that the current speed is less than or equal to the target speed limit, and the speed difference = target speed limit - current speed, so the positive and negative values ​​of the speed difference can show the legality of the speed difference. The legality determination process is:

[0123] In some embodiments, the vehicle speed difference is the difference between the target vehicle speed limit and the current vehicle speed; and determining the legitimacy of the vehicle speed difference according to the value of the vehicle speed difference includes:

[0124] Step 4011: In response to the vehicle speed difference being a negative value, determining that the vehicle speed difference is illegal.

[0125] In specific implementation, if the speed difference is a negative value, it means that the current vehicle speed is greater than the target speed limit, and the current vehicle speed has exceeded the target speed limit, there is a safety risk, and the speed difference is determined to be illegal.

[0126] Step 4012: In response to the vehicle speed difference being a positive value, determining that the vehicle speed difference is legal.

[0127] In specific implementation, if the speed difference is a positive value, it means that the current vehicle speed remains less than a reasonable value of the target speed limit, the current vehicle speed does not exceed the target speed limit, there is no safety risk, and the speed difference is determined to be legal.

[0128] Step 402: In response to the vehicle speed difference being legal, proportional-integral control is performed on the vehicle speed difference to obtain a current torque limit.

[0129] In specific implementation, if the vehicle speed difference is legal, it means there is no safety risk, and the vehicle speed difference can be used to calculate the current limit torque. Then, proportional integral control is performed on the vehicle speed difference to obtain the current limit torque.

[0130] Step 403: In response to the vehicle speed difference being illegal, determining a duration of the illegal state.

[0131] In specific implementation, if the speed difference is illegal, it means there is a safety risk. However, when speed limit is implemented, due to the influence of speed fluctuations and errors, it is allowed to slightly exceed the target speed limit for a short period of time. Therefore, it is necessary to further determine the duration of the illegal state to distinguish between speed limit failure and normal fluctuations.

[0132] Step 404: In response to the duration being less than a preset duration threshold, proportional-integral control is performed on the vehicle speed difference to obtain a current limiting torque.

[0133] In specific implementation, if the duration is less than the preset duration threshold, it means that the illegal speed difference is caused by normal speed fluctuations, which means that there is no safety risk. The speed difference can be used to calculate the current limiting torque. The speed difference is then proportionally and integrally controlled to obtain the current limiting torque, which is used to offset the impact of speed fluctuations.

[0134] Step 405: In response to the duration being greater than or equal to a preset duration threshold, a torque correction parameter is determined according to the absolute value of the vehicle speed difference, and the vehicle speed difference is subjected to proportional-integral control to obtain an initial limiting torque, and the product of the torque correction parameter and the initial limiting torque is determined as the current limiting torque.

[0135] In specific implementation, if the duration is greater than or equal to the preset duration threshold, it means that the current vehicle speed exceeds the target speed limit for a long time, and it is not an illegal speed difference caused by speed fluctuation. It is determined that the speed limit is invalid, and the torque output needs to be reduced to reduce the current vehicle speed. The correction amplitude is related to the size of the speed difference. The larger the speed difference, the larger the torque correction parameter, and the smaller the speed difference, the smaller the torque correction parameter. The value range of the torque correction parameter is (0,1). First, the speed difference is proportionally and integrally controlled to obtain the initial limit torque, and then the product of the torque correction parameter and the initial limit torque is determined as the current limit torque to obtain a smaller current limit torque to achieve the reduction of the current vehicle speed, and correct the invalid speed limit to normal, avoid speed overshoot, and ensure safety.

[0136] In some embodiments, Figure 5 As shown, the vehicle speed difference is controlled by proportional integral to obtain the current limiting torque, including:

[0137] Step 501: Determine the product of the vehicle speed difference and a preset proportional gain coefficient as the proportional term torque.

[0138] In specific implementation, according to the calculation formula of PI closed-loop control:

[0139] N(t)=Kp×ΔV(t)+Ki× dt

[0140] It can be seen that Kp×ΔV(t) is the proportional torque, and its value is the product of the vehicle speed difference ΔV(t) and the preset proportional gain coefficient Kp.

[0141] Step 502: Perform a time-based integration operation on the vehicle speed difference to obtain an integral value, and determine the integral term torque according to the integral value and a preset integral gain coefficient.

[0142] In specific implementation, Ki× dt represents the integral torque. First, the speed difference is integrated based on time to obtain the corresponding integral value. dt, and then determine the integral term torque based on the integral value and the preset integral gain coefficient. The process is as follows:

[0143] In some embodiments, the integral term torque is determined according to the integral value and a preset integral gain coefficient, including:

[0144] Step 5021: In response to the integral value being greater than or equal to a preset integral threshold, the cumulative integration is stopped, and the product of the integral threshold and the integral gain coefficient is determined as the integral term torque.

[0145] In specific implementation, if the integral value is greater than or equal to the preset integral threshold, it means that the accumulated integral is too large, which may cause the current limiting torque to be too large. Therefore, when the integral limiting torque is accumulated to the integral threshold, the integration is stopped and the integral value is replaced by the integral threshold to calculate the integral item torque, that is, the product of the integral threshold and the integral gain coefficient is determined as the integral item torque.

[0146] Step 5022: In response to the integral value being less than a preset integral threshold, the product of the integral value and the integral gain coefficient is determined as the integral term torque.

[0147] In specific implementation, if the integral value is less than the preset integral threshold, it means that the accumulated integral is within the normal range, and the integral item torque can be calculated normally, and the product of the integral value and the integral gain coefficient is determined as the integral item torque.

[0148] Step 503: Determine the sum of the proportional term torque and the integral term torque as the requested torque.

[0149] In specific implementation, according to the calculation formula of PI closed-loop control:

[0150] N(t)=Kp×ΔV(t)+Ki× dt

[0151] It can be seen that the sum of the proportional torque and the integral torque is the requested torque.

[0152] In some implementations, after determining the requested torque, the method further includes:

[0153] Step 1021: Determine the slope compensation torque corresponding to the current vehicle speed and the current detected slope based on the target relationship data corresponding to the current gear: in response to the current gear being the forward gear, determine the preset forward gear compensation relationship data as the target relationship data; in response to the current gear being the reverse gear, determine the preset reverse gear compensation relationship data as the target relationship data; determine the driving state based on the slope value of the current detected slope; determine the torque-speed relationship data based on the driving state and the target relationship data; determine the retrieved torque corresponding to the current vehicle speed in the torque-speed relationship data as the slope compensation torque.

[0154] Step 1022: Perform torque compensation on the requested torque according to the slope compensation torque to obtain a final actual requested torque, and control the driving device to output torque according to the actual requested torque.

[0155] In specific implementation, the requested torque is generally applicable to flat roads or slopes with a slope of less than 10%. For roads with a larger slope, some compensation is required to ensure that the vehicle speed does not affect the speed limit effect. If the slope is too large, the current vehicle speed (actual vehicle speed) will decrease when going uphill, resulting in a large speed difference; when going downhill, the current vehicle speed (actual vehicle speed) will increase, resulting in a small speed difference or an illegal speed difference. Therefore, the slope will disrupt the normal speed limit control. Therefore, after determining the requested torque, it is necessary to determine the slope compensation torque corresponding to the current vehicle speed and the current detected slope based on the target relationship data corresponding to the current gear position to offset the interference caused by the slope.

[0156] Exemplarily, the slope compensation torque can be based on the slope compensation torque-slope-vehicle speed three-dimensional map as the target relationship data, wherein the three-dimensional map of the slope compensation torque needs to be set according to the forward gear (D gear) and the reverse gear (R gear) respectively. The reason is that for uphill road conditions (for example, a road with a slope of 30%), when driving uphill in D gear and reverse downhill in R gear, the D gear uphill requires the creep function slope compensation positive torque, while the R gear reverse downhill requires compensation for negative torque deceleration. Therefore, if there is only one three-dimensional map of the slope compensation torque, it cannot meet the needs of the D gear and the R gear at the same time, so it is necessary to set the corresponding three-dimensional map separately according to the D gear and the R gear.

[0157] Then, when the current gear is the forward gear, the stored forward gear compensation relationship data is called as the target relationship data; when the current gear is the forward gear, the stored forward gear compensation relationship data is called as the target relationship data. If the slope value of the current detected slope is a negative value, it means that the front of the vehicle is lower than the rear of the vehicle, and the driving state is a downhill state. If the slope value of the current detected slope is a positive value, it means that the front of the vehicle is higher than the rear of the vehicle, and the driving state is an uphill state, wherein a flat road surface with a slope of 0 can be used as an uphill state or a downhill state. Then, the driving state is determined according to the slope value of the current detected slope; the torque-speed relationship data is determined according to the driving state and the target relationship data; and the retrieved torque corresponding to the current vehicle speed in the torque-speed relationship data is determined as the slope compensation torque. Torque compensation is performed on the requested torque according to the slope compensation torque to obtain the final actual requested torque.

[0158] For example, if the current gear is D gear, the target relationship data is the forward gear compensation relationship data, and if the driving state is an uphill state (the slope is positive, and the front of the vehicle is facing upward), and the slope of the vehicle is a positive value, it can be determined that the current driving scene is uphill driving in D gear. In order to avoid the interference of the slope, it is necessary to compensate for the positive torque in the same direction as the requested torque to drive the vehicle uphill on the basis of the requested torque. At this time, the actual requested torque = requested torque + D gear slope compensation positive torque.

[0159] If the current gear is R gear, the target relationship data is the reverse gear compensation relationship data. If the driving state is uphill (the slope is positive, the front of the vehicle is facing upward), and the slope of the vehicle is positive, it can be determined that the current driving scene is reverse downhill driving in R gear. In order to avoid the interference of the slope, it is necessary to compensate for the negative torque that drives the vehicle uphill on the basis of the requested torque, which is opposite to the requested torque. At this time, the actual requested torque = requested torque + R gear slope compensation negative torque.

[0160] If the current gear is D gear, the target relationship data is the forward gear compensation relationship data. If the driving state is downhill (the slope is negative, the front of the vehicle is facing downward), and the slope of the vehicle is a negative value, it can be determined that the current driving scene is downhill driving in D gear. In order to avoid the interference of the slope, it is necessary to compensate for the negative torque that drives the vehicle uphill on the basis of the requested torque, which is opposite to the requested torque. At this time, the actual requested torque = requested torque + D gear slope compensation negative torque.

[0161] If the current gear is R gear, the target relationship data is the reverse gear compensation relationship data. If the driving state is downhill (the slope is negative, the front of the vehicle is facing downward), and the slope of the vehicle is a negative value, it can be determined that the current driving scene is reverse uphill driving in R gear. In order to avoid the interference of the slope, it is necessary to compensate the requested torque for driving the vehicle uphill with a positive torque in the same direction as the requested torque. At this time, the actual requested torque = requested torque + R gear slope compensation positive torque.

[0162] In the case of conventional speed limit control, the integral item torque is cleared to achieve the integral item limit control, ensuring that the target speed limit will not become invalid due to infinite accumulated integrals, which belongs to the first level of speed limit control; when the speed difference is not in harmony with the method, it means that the speed limit cannot be achieved only through proportional integral control, and the initial limit torque after the integral item limit is corrected by the torque correction parameter to enhance the speed limit effect and ensure that the speed limit can be effectively achieved, which belongs to the second level of speed limit control; finally, the request torque is corrected according to the gear position and slope to offset the interference of the slope on the speed limit control, which belongs to the third level of speed limit control. Through the combination of the three levels of limit control, the speed can be limited to below the target speed limit in different driving scenarios, which improves the accuracy, effectiveness and universality of the speed limit.

[0163] 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.

[0164] 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.

[0165] Based on the same inventive concept, corresponding to any of the above-mentioned embodiment methods, the present application also provides a vehicle control device.

[0166] refer to Figure 6 , a vehicle control device, comprising:

[0167] The vehicle speed limit activation module 10 is configured to: in response to the current vehicle speed satisfying the vehicle speed limit condition, activate the vehicle speed limit function, reset the integral term torque of the proportional integral control to zero, and determine the current limit torque according to the current vehicle speed and the target limit vehicle speed;

[0168] The request torque determination module 20 is configured to: determine the current pedal torque according to the pedal travel of the accelerator pedal, and determine the minimum value between the current pedal torque and the current limit torque as the request torque;

[0169] The vehicle speed limit control module 30 is configured to: in response to a change in the magnitude relationship between the current pedal torque and the current limit torque, perform limit control on the integral torque in the current limit torque according to the change in the magnitude relationship.

[0170] 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.

[0171] 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.

[0172] 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.

[0173] Figure 7 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.

[0174] 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.

[0175] 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.

[0176] 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.

[0177] 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.).

[0178] 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 ).

[0179] 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.

[0180] 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.

[0181] 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.

[0182] The computer-readable medium of this embodiment includes permanent and non-permanent, removable and non-removable media, and information storage can be implemented by any method or technology. Information can be computer-readable instructions, data structures, modules of programs, or other data. Examples of computer storage media include, but are not limited to, phase change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technology, read-only compact disk read-only memory (CD-ROM), digital versatile disk (DVD) or other optical storage, magnetic cassettes, tape disk storage or other magnetic storage devices or any other non-transmission media that can be used to store information that can be accessed by a computing device.

[0183] 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.

[0184] Based on the same inventive concept, corresponding to any of the above-mentioned embodiments and methods, the present application also provides a vehicle, including the electronic device or vehicle control device of the above-mentioned embodiments, and executing the vehicle control method described in any of the above embodiments through the electronic device or vehicle control device of the above-mentioned embodiments, and having the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0185] It is understandable that before using the technical solutions of each embodiment of the present disclosure, the type, scope of use, usage scenarios, etc. of the personal information involved will be informed to the user in an appropriate manner, and the user's authorization will be obtained.

[0186] For example, in response to receiving an active request from a user, a prompt message is sent to the user to clearly remind the user that the operation requested to be performed will require obtaining and using the user's personal information. Thus, the user can independently choose whether to provide personal information to software or hardware such as an electronic device, application, server, or storage medium that performs the operation of the technical solution of the present disclosure according to the prompt message.

[0187] As an optional but non-limiting implementation, in response to receiving the user's active request, the prompt information may be sent to the user in the form of a pop-up window, in which the prompt information may be presented in text form. In addition, the pop-up window may also carry a selection control for the user to choose "agree" or "disagree" to provide personal information to the electronic device.

[0188] It is understandable that the above notification and the process of obtaining user authorization are merely illustrative and do not constitute a limitation on the implementation of the present disclosure. Other methods that meet relevant laws and regulations may also be applied to the implementation of the present disclosure.

[0189] 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.

[0190] 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.

[0191] 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.

[0192] 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: In response to the current vehicle speed satisfying the speed limit condition, the speed limit function is started, the integral item torque of the proportional integral control is reset to zero, and the current limit torque is determined according to the current vehicle speed and the target limit speed; wherein, the current limit torque is determined according to the current vehicle speed and the target limit speed, including: determining the value state of the target limit speed; in response to the value state being a steady fixed state, performing a legal judgment process on the speed difference between the target limit speed and the current vehicle speed to obtain the current limit torque; in response to the value state being a transient change state, performing proportional integral control according to the speed difference between the target limit speed and the current vehicle speed to obtain the current limit torque; determining a current pedal torque according to a pedal stroke of the accelerator pedal, and determining a minimum value between the current pedal torque and the current limit torque as the requested torque; In response to a change in the magnitude relationship between the current pedal torque and the current limit torque, limiting control is performed on the integral torque in the current limit torque according to a result of the change in the magnitude relationship; The step of limiting the integral torque in the current torque limit according to the change result of the magnitude relationship includes: In response to the change result being that the current limit torque is greater than the current pedal torque, determining the current pedal torque as the requested torque, clearing and restoring the integral item torque of the proportional-integral control, and stopping the integral calculation of the integral item torque until the change result is switched to that the current limit torque is less than or equal to the current pedal torque, and releasing the limitation of the integral item torque; In response to the change result being that the current limit torque is less than or equal to the current pedal torque, the limitation of the integral torque is released, and the current limit torque is determined as the requested torque until the change result switches to that the current limit torque is greater than the current pedal torque, and the integral torque is cleared and restored.

2. The vehicle control method according to claim 1, characterized in that: The determining of the value state of the target speed limit includes: Determine the historical moment with a preset interval from the current moment; The current moment is used as the lower boundary moment, and the historical moment is used as the upper boundary moment to construct a judgment time interval; In response to the target speed limit value being a changed value within the determination time interval, determining the transient change state as the value state; In response to the target speed limit taking a fixed value within the determination time interval, the steady fixed state is determined as the value taking state.

3. The vehicle control method according to claim 1, characterized in that: The step of performing a legality judgment process on the speed difference between the target speed limit and the current speed to obtain the current torque limit includes: determining the legitimacy of the vehicle speed difference according to the value of the vehicle speed difference; In response to the vehicle speed difference being legal, performing proportional-integral control on the vehicle speed difference to obtain the current limit torque; In response to the vehicle speed difference being illegal, determining a duration of the illegal state; In response to the duration being less than a preset duration threshold, performing proportional-integral control on the vehicle speed difference to obtain the current limit torque; In response to the duration being greater than or equal to a preset duration threshold, a torque correction parameter is determined according to the absolute value of the vehicle speed difference, and the vehicle speed difference is subjected to proportional-integral control to obtain an initial limiting torque, and the product of the torque correction parameter and the initial limiting torque is determined as the current limiting torque.

4. The vehicle control method according to claim 3, characterized in that: The speed difference is the difference between the target speed limit and the current speed; and determining the legitimacy of the speed difference according to the value of the speed difference includes: In response to the vehicle speed difference being a negative value, determining that the vehicle speed difference is illegal; In response to the vehicle speed difference being a positive value, it is determined that the vehicle speed difference is legal.

5. The vehicle control method according to claim 3, characterized in that: The performing proportional-integral control on the vehicle speed difference to obtain the current limit torque includes: Determine the product of the vehicle speed difference and a preset proportional gain coefficient as a proportional term torque; Performing a time-based integration operation on the vehicle speed difference to obtain an integral value, and determining an integral term torque according to the integral value and a preset integral gain coefficient; The request torque is determined as a sum of the proportional term torque and the integral term torque.

6. The vehicle control method according to claim 5, characterized in that: Determining the integral term torque according to the integral value and a preset integral gain coefficient includes: In response to the integral value being greater than or equal to a preset integral threshold, stopping the cumulative integration, and determining the product of the integral threshold and the integral gain coefficient as the integral term torque; In response to the integrated value being less than a preset integration threshold, a product of the integrated value and the integral gain coefficient is determined as an integral term torque.

7. The vehicle control method according to claim 1, characterized in that: After determining the requested torque, the method further includes: Determine the slope compensation torque corresponding to the current vehicle speed and the current detected slope according to the target relationship data corresponding to the current gear: in response to the current gear being a forward gear, determine the preset forward gear compensation relationship data as the target relationship data; in response to the current gear being a reverse gear, determine the preset reverse gear compensation relationship data as the target relationship data; determine the driving state according to the slope value of the current detected slope; determine the torque-speed relationship data according to the driving state and the target relationship data; determine the retrieved torque corresponding to the current vehicle speed in the torque-speed relationship data as the slope compensation torque; The requested torque is torque compensated according to the slope compensation torque to obtain a final actual requested torque, and the driving device is controlled to output torque according to the actual requested torque.

8. A vehicle comprising an electronic device, characterized in that: The electronic device comprises a memory, a processor, and a computer program stored in the memory and running on the processor, and the processor implements the method according to any one of claims 1 to 7 when executing the computer program.

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