Vehicle control method, vehicle-mounted controller, vehicle control system and automobile

Abstract

The invention discloses a vehicle control method, a vehicle-mounted controller, a vehicle control system and an automobile. The method comprises the steps of determining a current working condition of a vehicle based on first vehicle data; when the current working condition of the vehicle is the slope working condition, based on the second vehicle data, the engine target rotating speed and the engine required torque are determined; determining a generator demand torque based on the engine target speed and the generator actual speed; and controlling the engine to work based on the engine demand torque and controlling the generator to work based on the generator demand torque. According to the method, the engine is controlled to work based on the engine demand torque, the generator is controlled to work based on the generator demand torque, the vehicle can be accurately and reasonably controlled under the slope road working condition, power and torque fluctuation is avoided, the vehicle operation stability is improved, oil consumption is reduced, and the purpose of effectively improving the NVH performance of the vehicle is achieved.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle control, and in particular to a vehicle control method, a vehicle-mounted controller, a vehicle control system and a car. Background Art

[0002] When the vehicle is in a slope condition, the engine is usually in the extended range mode. In the extended range mode, a control strategy needs to be adopted to reasonably control the power of the engine to improve the NVH performance of the whole vehicle. Existing control strategies include but are not limited to constant power control strategy, power following control strategy and multi-fixed point following control strategy. Constant power control strategy refers to a strategy that controls the engine operating point at the best efficiency point or the lowest fuel consumption point. Power following control strategy refers to a strategy that controls the engine output power to follow the needs of the whole vehicle. Multi-fixed point following control strategy refers to a strategy that controls the engine output at the high efficiency power point. The above control strategies have different defects: the constant power control strategy cannot adjust the output power of the vehicle, which will cause the battery to be over-discharged, which not only reduces the battery life, but also reduces the NVH performance of the whole vehicle; the power following control strategy has high requirements for the response speed of the engine, the working conditions change frequently, and the fuel consumption performance is poor, which reduces the NVH performance of the whole vehicle; the multi-fixed point following control strategy cannot accurately identify the working conditions of the vehicle, and it is difficult to accurately estimate the power required by the whole vehicle, so that the control effect of the vehicle is poor and the control of the NVH performance of the whole vehicle is poor. In summary, the existing control strategies are unable to effectively enhance or improve the NVH performance of the vehicle. Therefore, how to improve the NVH performance of the vehicle under slope conditions is a technical problem that needs to be solved urgently. Summary of the invention

[0003] The embodiments of the present invention provide a vehicle control method, a vehicle-mounted controller, a vehicle control system and a vehicle to solve the problem of how to improve the NVH performance of the whole vehicle under slope conditions, which is a problem that needs to be solved urgently.

[0004] A vehicle control method, comprising: Determining a current operating condition of the vehicle based on the first vehicle data; When the current operating condition of the vehicle is a slope condition, determining an engine target speed and an engine required torque based on the second vehicle data; Determining a generator required torque based on the target engine speed and the actual generator speed; The operation of the engine is controlled based on the engine demand torque, and the operation of the generator is controlled based on the generator demand torque.

[0005] Preferably, determining the current operating condition of the vehicle based on the first vehicle data includes: If the duration for which the first vehicle data meets the slope evaluation condition is greater than a preset duration, determining that the current operating condition of the vehicle is a slope operating condition; If the time duration during which the first vehicle data meets the slope assessment condition is not greater than a preset time duration, it is determined that the current operating condition of the vehicle is a non-slope road condition.

[0006] Preferably, the first vehicle data includes an estimated slope, an actual vehicle speed and an actual acceleration; The slope evaluation condition includes that the estimated slope is greater than a preset slope, the actual vehicle speed is greater than a preset vehicle speed, and the actual acceleration is greater than a preset acceleration.

[0007] Preferably, determining the target engine speed and the required engine torque based on the second vehicle data includes: determining engine required power based on the second vehicle data; Determining an engine target speed based on the engine required power and the actual vehicle speed; An engine demand torque is determined based on the engine target speed and the engine demand power.

[0008] Preferably, determining the engine required power based on the second vehicle data comprises: determining a driving demand power based on the second vehicle data; The engine required power is determined based on the driving required power and the power conservation required power.

[0009] Preferably, the second vehicle data includes throttle opening, drive motor speed, real-time slope and actual vehicle speed; The determining the driving demand power based on the second vehicle data includes: Determining a driving demand torque based on the throttle opening; Determining the driving original power based on the driving demand torque, the driving motor speed and the first preset speed ratio; Determining the slope driving power based on the real-time slope, the vehicle mass and the actual vehicle speed; The driving demand power is determined based on the driving original power and the hill driving power.

[0010] Preferably, determining the required driving power based on the original driving power and the slope driving power includes: determining a driving demand power based on the driving original power and the slope driving power; Based on the remaining battery power, a correction factor is determined; Using a correction coefficient to correct the driving demand power to obtain a corrected demand power; The required driving power is determined according to the slope driving power and the corrected required power.

[0011] Preferably, determining the generator required torque based on the engine target speed and the generator actual speed includes: Correcting the target speed of the engine at each moment based on the second preset speed ratio to obtain the target speed of the generator at each moment; Determine a target control function based on the target speed of the generator at each moment and the actual speed of the generator at each moment; The proportional adjustment coefficient is used to adjust the function value of the target control function corresponding to the current moment, and the integral adjustment coefficient is used to adjust the integral value of the target control function corresponding to the current moment to determine the required torque of the generator.

[0012] A vehicle-mounted controller comprises a memory, a processor and a computer program stored in the memory and executable on the processor, wherein the above-mentioned vehicle control method is implemented when the processor executes the computer program.

[0013] A vehicle control system comprises an engine, a generator and the above-mentioned vehicle-mounted controller, wherein the vehicle-mounted controller is connected to the engine and the generator and is used to control the operation of the engine and the generator.

[0014] A car comprises the above-mentioned vehicle control system.

[0015] The above-mentioned vehicle control method, vehicle-mounted controller, vehicle control system and automobile process the second vehicle data acquired in real time under slope conditions, determine the engine demand torque and the engine target speed, determine the generator demand torque based on the engine target speed and the actual speed of the generator acquired in real time under slope conditions, control the engine operation based on the engine demand torque, and control the generator operation based on the generator demand torque. This method can not only control the engine to work stably based on the power corresponding to the engine demand torque, but also control the engine target speed of the engine in real time according to the generator demand torque, so that the engine works stably and reasonably to improve the NVH performance of the whole vehicle. This method controls the engine to work stably under slope conditions, can control the vehicle more accurately and reasonably, avoid power and torque fluctuations, improve the stability of vehicle operation, reduce fuel consumption, and achieve the purpose of effectively improving the NVH performance of the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the accompanying drawings required for use in the description of the embodiments of the present invention will be briefly introduced below. Obviously, the accompanying drawings in the following description are only some embodiments of the present invention. For ordinary technicians in this field, other accompanying drawings can be obtained based on these accompanying drawings without paying creative labor.

[0017] Figure 1is a flow chart of a vehicle control method in one embodiment of the present invention; Figure 2 is another flow chart of a vehicle control method according to an embodiment of the present invention; Figure 3 is another flow chart of a vehicle control method according to an embodiment of the present invention; Figure 4 is another flow chart of a vehicle control method according to an embodiment of the present invention; Figure 5 is another flow chart of a vehicle control method according to an embodiment of the present invention; Figure 6 is another flow chart of a vehicle control method according to an embodiment of the present invention; Figure 7 is another flow chart of a vehicle control method according to an embodiment of the present invention; Figure 8 Schematic diagram of a vehicle-mounted controller according to an embodiment of the present invention. DETAILED DESCRIPTION

[0018] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0019] The vehicle control method provided in an embodiment of the present invention can be applied to a vehicle-mounted controller to achieve the purpose of improving the NVH performance of the whole vehicle under slope conditions. The vehicle-mounted controller here is a controller installed on the car.

[0020] In one embodiment, if Figure 1 As shown, a vehicle control method is provided, which is applied in Figure 8 The vehicle controller in the example is used to illustrate the process, including the following steps: S101: Determine a current operating condition of a vehicle based on first vehicle data; S102: When the current operating condition of the vehicle is a slope condition, determining an engine target speed and an engine required torque based on second vehicle data; S103: Determining a required torque of the generator based on the target engine speed and the actual generator speed; S104: Controlling the operation of the engine based on the engine demand torque, and controlling the operation of the generator based on the generator demand torque.

[0021] The first vehicle data refers to data acquired in real time for determining the current working condition of the vehicle. The current working condition of the vehicle refers to the working condition of the vehicle at present, including but not limited to slope working condition and non-slope working condition. The slope working condition refers to the working condition of the vehicle driving on a slope; the non-slope working condition refers to other working conditions other than the slope working condition, for example, the non-slope working condition includes but is not limited to the working condition of the vehicle driving on a straight road.

[0022] As an example, in step S101, the onboard controller obtains first vehicle data during vehicle driving in real time, processes the first vehicle data, and determines the current working condition of the vehicle. Since the slope working condition has a great influence on the NVH performance of the whole vehicle, it is necessary to determine the current working condition of the vehicle in real time, so as to control the vehicle when it is determined that the current working condition of the vehicle is a slope working condition, and improve the NVH performance of the vehicle under the slope working condition.

[0023] The second vehicle data refers to the vehicle data acquired in real time when the current working condition of the vehicle is a slope working condition. The engine target speed refers to the speed that the engine needs to reach when the vehicle is in a slope working condition. The engine demand torque refers to the torque required for the engine to work when the vehicle is in a slope working condition.

[0024] As an example, in step S102, when the current working condition of the vehicle is a slope road condition, the on-board controller obtains the second vehicle data in real time, processes the second vehicle data, determines the power required for the engine to work in the extended range mode under the slope road condition, and processes the power required for the engine to work in the extended range mode according to the relationship between power and torque to obtain the engine target speed and the engine required torque. In this example, when the vehicle is in a slope road condition, the second vehicle data obtained in real time under the slope road condition is processed to determine the power required for the engine to work in the extended range mode; then, the power required for the engine to work is processed to determine the engine target speed and the engine required torque that can guarantee the NVH performance of the vehicle under the slope road condition. In this example, according to the power of the engine, the engine required torque corresponding to the power can be accurately determined in real time, so as to control the engine to work at a stable power, and the engine target speed corresponding to the power required for the engine to work can be determined, so as to control the engine to work at a stable speed and stable power, and improve the NVH performance of the vehicle.

[0025] The actual speed of the generator refers to the speed of the generator obtained in real time. The required torque of the generator refers to the torque required for the generator to work under slope conditions.

[0026] As an example, in step S103, the on-board controller obtains the actual speed of the generator in real time, processes the target engine speed and the actual speed of the generator, and determines the required torque of the generator. It is understandable that when the vehicle is in a slope condition, in order to improve the NVH performance of the whole vehicle, it is necessary to control the engine to reach the target engine speed. Since the generator and the engine are mechanically linked, the gears of the generator will drive the gears of the engine to rotate when the gears rotate. If the engine is required to reach the target engine speed, it is necessary to control the generator to work at the generator required torque corresponding to the target engine speed. In this example, based on the slope condition, it is necessary to determine the generator required torque based on the engine target speed determined by the second vehicle data and the actual speed of the generator collected in real time, which can not only enable the generator to generate electricity stably based on the generator required torque, but also improve the NVH performance of the vehicle.

[0027] As an example, in step S104, when the on-board controller determines the engine required torque and the generator required torque under the slope condition, it controls the engine to operate based on the engine required torque, and controls the generator to operate based on the generator required torque, so that the engine in the extended-range mode rotates at the engine target speed, and operates based on the power corresponding to the engine required torque, and controls the generator to generate electricity smoothly based on the generator required torque, so as to achieve more reasonable control of the engine to operate stably based on the power required for operation and the engine target speed when the engine is in the slope condition and in the extended-range mode, thereby improving the NVH performance of the entire vehicle.

[0028] In this embodiment, the second vehicle data acquired in real time under the slope condition is processed to determine the engine demand torque and the engine target speed. Based on the engine target speed and the actual speed of the generator acquired in real time under the slope condition, the generator demand torque is determined. The engine is controlled based on the engine demand torque, and the generator is controlled based on the generator demand torque. This method can not only control the engine to work stably based on the power corresponding to the engine demand torque, but also control the engine to reach the engine target speed in real time according to the generator demand torque, so that the engine works stably to improve the NVH performance of the whole vehicle. Under the slope condition, this method controls the engine to work stably, can control the vehicle more accurately and reasonably, avoid power and torque fluctuations, improve the stability of vehicle operation, reduce fuel consumption, and achieve the purpose of effectively improving the NVH performance of the vehicle.

[0029] In one embodiment, if Figure 2 As shown, step S101, i.e. determining the current working condition of the vehicle based on the first vehicle data, includes: S201: If the time duration during which the first vehicle data meets the slope evaluation condition is greater than a preset time duration, determining that the current operating condition of the vehicle is a slope operating condition; S202: If the time duration during which the first vehicle data meets the slope assessment condition is not greater than a preset time duration, determining that the current operating condition of the vehicle is a non-slope road condition.

[0030] The slope evaluation condition refers to a pre-set condition for evaluating whether the vehicle is in a slope condition. The preset duration refers to a pre-set duration for evaluating the current vehicle condition.

[0031] As an example, in step S201, the onboard controller evaluates the first vehicle data acquired in real time based on the slope evaluation condition, determines whether the first vehicle data meets the slope evaluation condition, and determines that the current vehicle operating condition is a slope condition when it is determined that the first vehicle data meets the slope evaluation condition and the duration for which the first vehicle data meets the slope evaluation condition is greater than a preset duration. Understandably, when it is determined that the first vehicle data meets the slope evaluation condition, in order to avoid incidental situations, it is further determined that when the duration for which the first vehicle data meets the slope evaluation condition is greater than a preset duration, it is determined that the current vehicle operating condition is a slope condition, so that the current vehicle operating condition can be determined more accurately.

[0032] As an example, in step S202, the on-board controller evaluates the first vehicle data acquired in real time based on the slope evaluation condition, determines whether the first vehicle data meets the slope evaluation condition, and determines that the current working condition of the vehicle is a non-slope road condition when it is determined that the first vehicle data meets the slope evaluation condition, but the duration for which the first vehicle data meets the slope evaluation condition is not greater than the preset duration. Understandably, if the duration for which the first vehicle data meets the slope evaluation condition is not greater than the preset duration, it can be determined that the first vehicle data meets the slope evaluation condition only in a short-term occasional situation, and the current working condition of the vehicle is determined to be a non-slope road condition, which can reasonably determine the current working condition of the vehicle.

[0033] In one embodiment, the first vehicle data includes an estimated slope, an actual vehicle speed, and an actual acceleration; The slope assessment condition includes an estimated slope being greater than a preset slope, an actual vehicle speed being greater than a preset vehicle speed, and an actual acceleration being greater than a preset acceleration.

[0034] Among them, the actual vehicle speed refers to the vehicle speed obtained in real time. The actual acceleration refers to the acceleration of the vehicle obtained in real time. The estimated slope refers to the slope of the road on which the vehicle is traveling estimated in real time based on the actual acceleration. The preset slope refers to the preset slope value used to determine the size of the estimated slope. The preset vehicle speed refers to the preset vehicle speed used to determine the size of the actual vehicle speed. The preset acceleration refers to the preset acceleration used to determine the size of the actual acceleration.

[0035] As an example, the vehicle controller acquires the estimated slope, actual vehicle speed, and actual acceleration collected in real time during the vehicle's driving process, compares the estimated slope with the preset slope, the actual vehicle speed with the preset vehicle speed, and the actual acceleration with the preset acceleration, and determines that the first vehicle data meets the slope evaluation condition when it is determined that the estimated slope is greater than the preset slope, the actual vehicle speed is greater than the preset speed, and the actual acceleration is greater than the preset acceleration, otherwise, the first vehicle data does not meet the slope evaluation condition. In this embodiment, by acquiring the estimated slope, actual vehicle speed, and actual acceleration in real time, it is possible to accurately determine whether the first vehicle data meets the slope evaluation condition from multiple dimensions.

[0036] In one embodiment, if Figure 3 As shown, step S102, i.e. determining the engine target speed and the engine required torque based on the second vehicle data, includes: S301: Determine engine required power based on second vehicle data; S302: Determine the target engine speed based on the engine required power and the actual vehicle speed; S303: Determine the engine required torque based on the engine target speed and the engine required power.

[0037] The engine demand power refers to the power required when the engine is working.

[0038] As an example, in step S301, when the vehicle controller determines that the current working condition of the vehicle is a slope working condition, the second vehicle data is obtained in real time under the slope working condition, and the second vehicle data is processed to determine the engine required power. In this example, the second vehicle data is processed to determine the engine required power, so that the power of the engine when working meets the driving requirements of the slope working condition, and the changes in the engine required power caused by the vehicle throttle fluctuation are avoided, so as to achieve the purpose of more reasonably controlling the power required for the engine to work under the slope working condition, so that the engine can work stably, and improve the NVH performance of the whole vehicle.

[0039] As an example, in step S302, the on-board controller processes the engine demand power corresponding to the second vehicle data and the actual vehicle speed obtained in real time under the slope condition to determine the engine target speed. For example, the on-board controller can query the two-dimensional mapping relationship table in the system database according to the engine demand power and the actual vehicle speed to determine the engine target speed corresponding to the engine demand power and the actual vehicle speed, wherein the two-dimensional mapping relationship table is a pre-set data table for storing the mapping relationship between the engine demand power, the vehicle speed and the engine target speed. In this example, the engine target speed that the engine needs to reach is determined so that under the slope condition, the engine can work stably based on the engine target speed in the extended range mode to improve the NVH performance of the whole vehicle.

[0040] As an example, in step S303, after determining the target engine speed and the required engine power under the slope condition, the onboard controller processes the target engine speed and the required engine power to determine the required engine torque. (Unit: W) and engine target speed (Unit: rpm) Ratio between: , then, using the preset coefficients right Make corrections and get ,in, = , that is, the engine demand torque for .

[0041] In this embodiment, the second vehicle data is processed according to the engine target speed and the engine required power to determine the engine required power, so that the power of the engine when working meets the driving requirements of the slope condition and avoids the changes in the engine required power caused by vehicle throttle fluctuations. The engine required power can be controlled more reasonably under the slope condition, and the engine required torque is determined according to the engine target speed and the engine required power, so that the engine can be controlled to reach the engine target speed and the engine required power when working under the engine required torque, so as to operate stably and improve the NVH performance of the whole vehicle.

[0042] In one embodiment, if Figure 4 As shown, step S301, i.e. determining the engine required power based on the second vehicle data, includes: S401: Determine driving demand power based on second vehicle data; S402: Determine the engine required power based on the driving required power and the power conservation required power.

[0043] The driving demand power refers to the driving power that the engine needs to meet for the vehicle to travel on a slope.

[0044] As an example, in step S401, the vehicle controller processes the second vehicle data acquired in real time under the slope condition to determine the driving demand power. In this example, the driving demand power of the engine for driving is determined in real time based on the second vehicle data under the slope condition to ensure that the whole vehicle has relatively stable driving energy when driving, and to avoid driving energy fluctuations affecting the NVH performance of the whole vehicle.

[0045] Among them, the power required for battery maintenance refers to the power required by the engine to maintain battery power. During the operation of the vehicle, the battery power in the vehicle is gradually consumed. When the battery power gradually decreases, the power in the battery needs to be reasonably controlled to keep the remaining battery power within a certain range. This process requires the engine to generate corresponding mechanical energy, and then convert the mechanical energy into electrical energy through the generator to replenish the battery. In this process, the mechanical energy generated by the engine corresponds to the power required at each moment, which is the power required for battery maintenance.

[0046] As an example, in step S402, the onboard controller processes the driving power requirement and the power conservation power requirement corresponding to the generator under the slope condition to obtain the engine power requirement. It can be understood that during the operation of the engine, a part of the driving power requirement is required to ensure the operation of the vehicle, and a part of the power conservation power is required to replenish the battery. The driving power requirement and the power conservation power requirement constitute the engine power requirement required during the operation of the engine. In this example, the onboard controller converts the driving power requirement into And power demand The sum of the values ​​is determined as the engine required power ,Right now = + Among them, the power required for power protection Determined when the battery leaves the factory, for example, when the battery leaves the factory, the batteries of different battery types are tested and the required power for power conservation is calibrated .

[0047] In this embodiment, the driving demand power of the engine for driving is determined in real time based on the second vehicle data under the slope condition to ensure that the whole vehicle has relatively stable driving energy when driving, and to avoid driving energy fluctuations affecting the NVH performance of the whole vehicle. Since the engine demand power is the sum of the driving demand power and the power maintenance demand power, the engine demand power required for the engine to work can be accurately determined based on the driving demand power and the power maintenance demand power, so that the engine in the extended-range mode can meet the driving needs of the road when working stably based on the engine demand power, and avoid changes in driving power demand caused by throttle fluctuations. This method can optimize the power fluctuation problem, stabilize the engine operating conditions, improve fuel consumption performance, and improve the NVH performance of the whole vehicle.

[0048] In one embodiment, the second vehicle data includes throttle opening, driving motor speed, real-time slope and actual vehicle speed.

[0049] Among them, the driving motor speed refers to the speed of the driving motor obtained in real time. Understandably, under the slope condition, the engine is in the extended range mode, and the driving demand torque under the extended range mode is all realized by the driving motor. Therefore, it is necessary to obtain the driving motor speed of the driving motor when the engine is in the extended range mode in real time to determine the driving original power required during the operation of the vehicle. The real-time slope refers to the real-time estimated slope obtained by processing the actual acceleration obtained in real time under the slope condition. Among them, the extended range mode refers to the mode in which the engine drives the generator to charge the battery to provide power for the operation of the driving motor when the battery of the vehicle is insufficient. The driving original power refers to the driving power required by the vehicle to meet the driving style of the driver during driving. Understandably, in the process of the driver driving the vehicle, different throttle openings and driving motor speeds will be generated according to the driver's driving style. The driving power required to ensure the throttle opening and driving motor speed is the driving original power.

[0050] In one embodiment, if Figure 5 As shown, step S401, i.e. determining the driving demand power based on the second vehicle data, includes: S501: Determine the driving demand torque based on the throttle opening; S502: determining a driving original power based on a driving demand torque, a driving motor speed, and a first preset speed ratio; S503: Determine the slope driving power based on the real-time slope, vehicle mass and actual vehicle speed; S504: Determine the required driving power based on the original driving power and the slope driving power.

[0051] Among them, the driving demand torque refers to the torque required for driving the entire vehicle.

[0052] As an example, in step S501, the vehicle controller analyzes the throttle opening to determine the driving demand torque required during the driving process of the entire vehicle.

[0053] The first preset speed ratio refers to a preset speed ratio from the drive motor to the wheel end.

[0054] As an example, in step S502, the vehicle controller processes the driving demand torque, the driving motor speed and the first preset speed ratio to determine the driving original power required by the vehicle during driving. and the first preset speed ratio Perform ratio processing to obtain , using the preset coefficients Drive motor speed Make corrections and get ,in, = ,Right now = ,Will and The product of is determined as the original driving power ,Right now = .

[0055] Among them, hill driving power refers to the power required to drive the vehicle under hilly road conditions.

[0056] As an example, in step S503, the vehicle controller processes the real-time slope and the vehicle mass to determine the corresponding slope driving power of the engine. Vehicle quality The corresponding gravity Multiply them together and you get , and obtain the corresponding resistance curve coefficient of the vehicle pre-measured in the laboratory , and , and respectively adopt and Actual vehicle speed Process and obtain and ,Will and The sum of the above is determined as the slope driving power ,Right now = Understandably, when driving on a slope, the vehicle mainly overcomes rolling resistance, air resistance and slope resistance. In this example, the driving power required to overcome the slope resistance is , the driving power required to overcome rolling resistance and air resistance can be calculated by fitting the drag coefficient curve measured in the laboratory. Specifically, and The sum of the rolling resistance and air resistance determines the drive power required to overcome rolling resistance and air resistance.

[0057] As an example, in step S504, the vehicle controller processes the original driving power and the slope driving power to determine the driving demand power. The driving demand power is the total power required by the engine for driving during the operation of the vehicle. The slope driving power is the power used by the vehicle for driving. The driving demand power required by the engine when working is closely related to the original driving power and the slope driving power. According to the original driving power and the slope driving power, the power required by the engine for driving the vehicle under slope conditions can be determined more accurately.

[0058] In this embodiment, the driving demand torque is determined based on the throttle opening, the driving original power is determined based on the driving demand torque, the driving motor speed and the first preset speed ratio, the slope driving power is determined based on the real-time slope, the vehicle mass and the actual vehicle speed, and the driving demand power is determined based on the driving original power and the slope driving power. The influence of the throttle opening, the actual vehicle speed and the real-time slope on the driving demand power is fully considered, which can ensure that the driving demand of the engine meets the driving demand of the road, avoid the changes in driving demand power caused by throttle fluctuations, and improve the NVH performance of the vehicle under slope conditions.

[0059] In one embodiment, if Figure 6 As shown, step S504, i.e. determining the required driving power based on the original driving power and the slope driving power, includes: S601: Determine the driving demand power based on the original driving power and the slope driving power; S602: Determine a correction coefficient based on the remaining battery power; S603: Correcting the driving demand power using a correction coefficient to obtain a corrected demand power; S604: Determine the required driving power according to the slope driving power and the corrected required power.

[0060] Among them, driving demand power refers to the power required to meet the changes in the driver's driving intention in real time during the driving process of the vehicle. It can be understood that the driving intention may change at any time during the process of the driver driving the vehicle. The change of driving intention requires power maintenance, and the power required to change the driving intention is the driving demand power. For example, controlling the vehicle from uniform motion to accelerated motion changes the driving intention, and the vehicle needs to be accelerated. It is necessary to provide power to help the driver control the acceleration of the vehicle, that is, it is necessary to provide driving demand power.

[0061] As an example, in step S601, the vehicle controller processes the original driving power and the slope driving power to determine the driving demand power. and slope driving power Perform difference processing to determine driving demand power ,Right now = .

[0062] The correction factor refers to a factor used to correct the driving demand power.

[0063] As an example, in step S602, the on-board controller identifies the remaining battery power of the vehicle and determines the correction coefficient according to whether the remaining battery power exceeds a preset threshold. The preset threshold refers to a value used to determine the remaining battery power. In this example, if the remaining battery power is not less than the preset threshold, it indicates that the remaining battery power is high, and at this time, the correction coefficient is determined to be 0; if the remaining battery power is less than the preset threshold, it indicates that the remaining battery power is low, and at this time, the correction coefficient is determined to be 1.

[0064] The corrected required power refers to the power obtained by correcting the driving required power.

[0065] As an example, in step S603, the vehicle controller uses the correction coefficient Driving power requirements Make corrections to determine driving demand power Corresponding corrected required power In this example, when the remaining battery power is low, the correction factor is 1, and the corrected required power corresponding to the driving required power is , when the remaining battery power is high, the correction coefficient is 0, and the corrected required power corresponding to the driving demand power is 0. It can be understood that if the remaining battery power is high, the driving demand power is provided entirely by the battery, and the engine does not need to be provided. At this time, the correction coefficient is 0, and the corrected required power corresponding to the engine is equal to 0. If the remaining battery power is low, the driving demand power is provided entirely by the engine, and the battery does not need to be provided. At this time, the correction coefficient is 1, and the corrected required power is equal to the driving demand power. In this example, the driving demand power is corrected according to the correction coefficient corresponding to the remaining battery power, so that the corrected required power can be determined more accurately and the reasonable control of the engine can be achieved. In this example, the correction coefficient is determined according to the remaining battery power, and then the corrected driving demand power is determined according to the correction coefficient. When the remaining battery power is low, the engine is controlled to help the battery provide the driving demand power, which can avoid over-discharge of the battery and effectively improve the battery life.

[0066] As an example, in step S604, the vehicle controller processes the slope driving power and the modified required power to obtain the required driving power. and corrected power demand Perform summation to obtain the required drive power ,Right now = + Understandably, the slope driving power required for the vehicle is and the corrected required power used to change driving intention , which constitutes the driving power requirement Therefore, the slope driving power determined in real time is and corrected power demand By summing up, a more accurate driving power requirement can be obtained .

[0067] In this embodiment, the power required to be provided by the engine is calculated more accurately based on the original driving power, the slope driving power and the remaining battery power obtained in real time, so the driving demand power required when the engine is working can be determined more accurately. At the same time, the correction coefficient is determined through the remaining battery power, and the driving demand power is corrected using the correction coefficient to obtain the corrected demand power required by the engine. The remaining battery power is taken into account. When the remaining battery power is insufficient, the engine provides the corrected demand power, which is beneficial to prolonging battery life, avoiding over-discharge, and improving the NVH performance of the whole vehicle during vehicle driving under slope conditions.

[0068] In one embodiment, if Figure 7 As shown, step S103, i.e. determining the required torque of the generator based on the target engine speed and the actual generator speed, includes: S701: Correcting the target speed of the engine at each moment based on the second preset speed ratio to obtain the target speed of the generator at each moment; S702: Determine a target control function based on the target speed of the generator at each moment and the actual speed of the generator at each moment; S703: Using the proportional adjustment coefficient, the function value of the target control function corresponding to the current moment is adjusted, and using the integral adjustment coefficient, the integral value of the target control function corresponding to the current moment is adjusted to determine the required torque of the generator.

[0069] Among them, the second preset speed ratio refers to the speed ratio between the generator and the engine. The generator target speed refers to the speed that the generator needs to reach in order to ensure that the engine reaches the engine target speed. It can be understood that since the generator drives the engine to rotate when it rotates, the generator target speed corresponding to the engine target speed is determined according to the second preset speed ratio between the generator and the engine and the engine target speed. If the generator rotates at the engine target speed, the engine can reach the engine target speed.

[0070] As an example, in step S701, the vehicle controller uses the second preset speed ratio The target engine speed at each moment Correction is performed to obtain the target speed of the generator at each moment , so that the target speed of the generator at each moment can be , and determine the target control function more accurately.

[0071] The actual speed of the generator refers to the speed of the generator when it is working, which is obtained in real time. The target control function refers to the function used to control the required torque of the generator. The required torque of the generator refers to the torque required when the generator is working.

[0072] As an example, in step S702, the onboard controller processes the generator target speed at each moment and the generator actual speed at each moment to determine the target control function. and the actual generator speed at each moment Perform difference processing to determine the target control function corresponding to each moment . It is understandable that, since the generator drives the engine to rotate when it rotates, the generator target speed corresponding to the engine target speed is determined according to the second preset speed ratio between the generator and the engine and the engine target speed. If the generator rotates at the engine target speed, the engine can reach the engine target speed. Therefore, in order to control the engine to achieve the engine target speed, it is also necessary to control the generator to reach the generator target speed. In this example, the target control function corresponding to each moment is determined by performing difference processing on the generator target speed at each moment and the actual generator speed at each moment, so as to control the generator to reach the generator target speed, and then control the engine to reach the engine target speed, thereby improving the NVH performance of the vehicle.

[0073] The proportional adjustment coefficient refers to a preset coefficient for adjusting the target control function, and the integral adjustment coefficient refers to a preset coefficient for adjusting the integral of the target control function.

[0074] As an example, in step S703, the on-board controller uses the proportional adjustment coefficient to adjust the function value of the target control function corresponding to the current moment to obtain the adjustment value corresponding to the proportional adjustment coefficient, and uses the integral adjustment coefficient to adjust the integral value of the target control function corresponding to the current moment to obtain the adjustment value corresponding to the integral adjustment coefficient. The sum of the adjustment value corresponding to the proportional adjustment coefficient and the adjustment value corresponding to the integral adjustment coefficient is determined as the generator required torque. , the function value of the target control function corresponding to the current moment Adjust to get the adjustment value corresponding to the proportional adjustment coefficient , using the integral adjustment coefficient The integral value of the target control function corresponding to the current moment Adjust to get the adjustment value corresponding to the integral adjustment coefficient ,Will and The sum of the required torque of the generator is determined as .Right now = .

[0075] In this embodiment, based on the actual generator speed obtained in real time and the target engine speed that the engine needs to reach, the generator torque required by the generator at each moment under the slope condition is accurately determined, so as to control the generator to operate under the required generator torque, generate electricity more stably, and make the generator reach the target generator speed, thereby achieving the purpose of controlling the engine to reach the target engine speed, thereby improving the NVH performance of the entire vehicle.

[0076] It should be understood that the order of execution of the steps in the above embodiment does not necessarily mean the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiment of the present invention.

[0077] In one embodiment, if Figure 8 As shown, a vehicle-mounted controller is provided, including a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, the vehicle control method in the above embodiment is implemented, for example Figure 1 S101-S104 as shown, or Figures 2 to 7 To avoid repetition, it will not be described here.

[0078] In one embodiment, a vehicle control system is provided, including an engine, a generator and the above-mentioned vehicle-mounted controller, wherein the vehicle-mounted controller is connected to the engine and the generator and is used to control the operation of the engine and the generator.

[0079] In one embodiment, a car is provided, comprising the above-mentioned vehicle control system.

[0080] The embodiments described above are only used to illustrate the technical solutions of the present invention, rather than to limit the same. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that the technical solutions described in the aforementioned embodiments may still be modified, or some of the technical features may be replaced by equivalents. Such modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present invention, and should all be included in the protection scope of the present invention.

Claims

1. A vehicle control method, characterized in that: include: Determining a current operating condition of the vehicle based on the first vehicle data; When the current operating condition of the vehicle is a slope condition, determining an engine target speed and an engine required torque based on the second vehicle data; Determining a generator required torque based on the target engine speed and the actual generator speed; The operation of the engine is controlled based on the engine demand torque, and the operation of the generator is controlled based on the generator demand torque.

2. The vehicle control method according to claim 1, characterized in that: The determining the current operating condition of the vehicle based on the first vehicle data includes: If the duration for which the first vehicle data meets the slope evaluation condition is greater than a preset duration, determining that the current operating condition of the vehicle is a slope operating condition; If the time duration during which the first vehicle data meets the slope assessment condition is not greater than a preset time duration, it is determined that the current operating condition of the vehicle is a non-slope road condition.

3. The vehicle control method according to claim 2, characterized in that: The first vehicle data includes an estimated slope, an actual vehicle speed, and an actual acceleration; The slope evaluation condition includes that the estimated slope is greater than a preset slope, the actual vehicle speed is greater than a preset vehicle speed, and the actual acceleration is greater than a preset acceleration.

4. The vehicle control method according to claim 1, characterized in that: The determining the target engine speed and the required engine torque based on the second vehicle data includes: determining engine required power based on the second vehicle data; Determining an engine target speed based on the engine required power and the actual vehicle speed; An engine demand torque is determined based on the engine target speed and the engine demand power.

5. The vehicle control method according to claim 4, characterized in that: The determining the engine required power based on the second vehicle data comprises: determining a driving demand power based on the second vehicle data; The engine required power is determined based on the driving required power and the power conservation required power.

6. The vehicle control method according to claim 5, characterized in that: The second vehicle data includes throttle opening, drive motor speed, real-time slope and actual vehicle speed; The determining the driving demand power based on the second vehicle data includes: Determining a driving demand torque based on the throttle opening; Determining the driving original power based on the driving demand torque, the driving motor speed and the first preset speed ratio; Determining the slope driving power based on the real-time slope, the vehicle mass and the actual vehicle speed; The driving demand power is determined based on the driving original power and the hill driving power.

7. The vehicle control method according to claim 6, characterized in that: The determining of the required driving power based on the original driving power and the slope driving power includes: determining a driving demand power based on the driving original power and the slope driving power; Based on the remaining battery power, a correction factor is determined; Using a correction coefficient to correct the driving demand power to obtain a corrected demand power; The required driving power is determined according to the slope driving power and the corrected required power.

8. The vehicle control method according to claim 1, characterized in that: The step of determining the generator required torque based on the target engine speed and the actual generator speed includes: Correcting the target speed of the engine at each moment based on the second preset speed ratio to obtain the target speed of the generator at each moment; Determine a target control function based on the target speed of the generator at each moment and the actual speed of the generator at each moment; The proportional adjustment coefficient is used to adjust the function value of the target control function corresponding to the current moment, and the integral adjustment coefficient is used to adjust the integral value of the target control function corresponding to the current moment to determine the required torque of the generator.

9. A vehicle-mounted controller, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that: When the processor executes the computer program, the vehicle control method according to any one of claims 1 to 8 is implemented.

10. A vehicle control system, characterized in that: It comprises an engine, a generator and the on-board controller as claimed in claim 9, wherein the on-board controller is connected to the engine and the generator and is used to control the operation of the engine and the generator.

11. A car, characterized in that: Includes the vehicle control system as claimed in claim 10.

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