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

Abstract

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

Description

Technical Field

[0001] This invention relates to the field of vehicle control technology, and in particular to a vehicle control method, an on-board controller, a vehicle control system, and an automobile. Background Technology

[0002] When a vehicle is on an incline, the engine typically operates in range-extending mode. In this mode, control strategies are needed to manage engine power effectively to improve overall vehicle NVH performance. Existing control strategies include, but are not limited to, constant power control, power-following control, and multi-point-following control. Constant power control refers to controlling the engine's operating point at its optimal efficiency or lowest fuel consumption point. Power-following control refers to controlling the engine's output power to match the vehicle's demand. Multi-point-following control refers to controlling the engine to output power at its highest efficiency point. These control strategies have different drawbacks: constant power control cannot adjust the vehicle's output power, leading to battery over-discharge, which reduces battery life and overall vehicle NVH performance; power-following control requires high engine response speed, resulting in frequent changes in operating conditions and poor fuel economy, further reducing overall vehicle NVH performance; multi-point-following control cannot accurately identify the vehicle's operating conditions and struggles to accurately estimate the vehicle's power demand, resulting in poor vehicle control and overall NVH performance. In summary, existing control strategies are unable to effectively improve or enhance the NVH performance of the vehicle. Therefore, how to improve the NVH performance of the vehicle under slope conditions is a technical problem that urgently needs to be solved. Summary of the Invention

[0003] This invention provides a vehicle control method, an on-board controller, a vehicle control system, and a vehicle to address the urgent problem of improving the NVH performance of a vehicle under slope conditions.

[0004] A vehicle control method, comprising: Based on the first vehicle data, determine the current operating condition of the vehicle; When the vehicle is currently operating on a slope, the target engine speed and required engine torque are determined based on the second vehicle data. Based on the target engine speed and the actual generator speed, the required generator torque is determined; The engine is controlled to operate based on the required torque of the engine, and the generator is controlled to operate based on the required torque of the generator.

[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 assessment conditions is longer than the preset duration, then the current operating condition of the vehicle is determined to be a slope operating condition. If the duration for which the first vehicle data meets the slope assessment conditions is no greater than the preset duration, then the current operating condition of the vehicle is determined to be a non-slope operating condition.

[0006] Preferably, the first vehicle data includes estimated gradient, actual vehicle speed, and actual acceleration; The slope assessment conditions include an estimated slope greater than a preset slope, an actual vehicle speed greater than a preset vehicle speed, and an actual acceleration greater than a preset acceleration.

[0007] Preferably, determining the target engine speed and required engine torque based on the second vehicle data includes: Based on the second vehicle data, determine the required engine power; Based on the engine power requirement and the actual vehicle speed, determine the engine target speed; The required engine torque is determined based on the engine target speed and the engine power demand.

[0008] Preferably, determining the engine power requirement based on the second vehicle data includes: Based on the second vehicle data, the required drive power is determined; Based on the driving power requirement and the power supply requirement, the engine power requirement is determined.

[0009] Preferably, the second vehicle data includes throttle opening, drive motor speed, real-time gradient, and actual vehicle speed; Determining the required driving power based on the second vehicle data includes: Based on the throttle opening, determine the required drive torque; The original driving power is determined based on the required driving torque, the driving motor speed, and the first preset speed ratio. The hill drive power is determined based on the real-time slope, vehicle weight, and actual vehicle speed. Based on the original driving power and the ramp driving power, the driving power requirement is determined.

[0010] Preferably, determining the required drive power based on the original drive power and the ramp drive power includes: Based on the original driving power and the hill-start driving power, determine the driving power requirement; Determine the correction factor based on the remaining battery power; The driving power demand is corrected using a correction factor to obtain the corrected power demand. The drive demand power is determined based on the slope drive power and the correction demand power.

[0011] Preferably, determining the generator's required torque based on the engine's target speed and the generator's actual speed includes: The engine target speed at each moment is corrected based on the second preset speed ratio to obtain the generator target speed at each moment. The target control function is determined based on the generator target speed and the generator actual speed at each moment. The proportional control coefficient is used to adjust the function value of the target control function at the current moment, and the integral control coefficient is used to adjust the integral value of the target control function at the current moment, thereby determining the generator's required torque.

[0012] An on-board controller includes a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the vehicle control method described above.

[0013] A vehicle control system includes an engine, a generator, and an on-board controller, 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.

[0014] An automobile includes the aforementioned vehicle control system.

[0015] The aforementioned vehicle control method, on-board controller, vehicle control system, and vehicle process real-time vehicle data acquired under slope conditions to determine the engine's required torque and target engine speed. Based on the real-time acquired engine target speed and generator actual speed under slope conditions, the generator's required torque is determined. Engine operation is controlled based on the required engine torque, and generator operation is controlled based on the required generator torque. This method not only controls the engine to operate stably based on the power corresponding to the required engine torque but also controls the engine's target speed in real-time according to the generator's required torque, ensuring stable and reasonable engine operation to improve the vehicle's NVH performance. Under slope conditions, this method controls the engine to operate stably, providing relatively precise and reasonable vehicle control, avoiding power and torque fluctuations, improving vehicle operational stability, reducing fuel consumption, and effectively improving the vehicle's NVH performance. Attached Figure Description

[0016] To more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings used in the description of the embodiments of the present invention will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0017] Figure 1This is a flowchart of a vehicle control method according to an embodiment of the present invention; Figure 2 This is another flowchart of a vehicle control method according to one embodiment of the present invention; Figure 3 This is another flowchart of a vehicle control method according to one embodiment of the present invention; Figure 4 This is another flowchart of a vehicle control method according to one embodiment of the present invention; Figure 5 This is another flowchart of a vehicle control method according to one embodiment of the present invention; Figure 6 This is another flowchart of a vehicle control method according to one embodiment of the present invention; Figure 7 This is another flowchart of a vehicle control method according to one embodiment of the present invention; Figure 8 This is a schematic diagram of an on-board controller in one embodiment of the present invention. Detailed Implementation

[0018] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0019] The vehicle control method provided in this embodiment of the invention can be applied to an on-board controller to improve the NVH performance of the vehicle under slope conditions. Here, the on-board controller is a controller installed on a car.

[0020] In one embodiment, such as Figure 1 As shown, a vehicle control method is provided, which is applied to... Figure 8 Taking the vehicle-mounted controller as an example, the explanation includes the following steps: S101: Determine the current operating condition of the vehicle based on the first vehicle data; S102: When the vehicle is currently operating on a slope, determine the target engine speed and required engine torque based on the second vehicle data; S103: Determine the required torque of the generator based on the engine target speed and the generator actual speed; S104: Controls engine operation based on engine torque demand and controls generator operation based on generator torque demand.

[0021] The first vehicle data refers to the real-time data acquired to determine the vehicle's current operating condition. The current operating condition of the vehicle refers to the vehicle's current operating condition, including but not limited to slope conditions and non-slope conditions. Slope conditions refer to the condition where the vehicle is driving on a slope; non-slope conditions refer to other operating conditions besides slope conditions, such as, but not limited to, the condition where the vehicle is driving on a flat road.

[0022] As an example, in step S101, the vehicle controller acquires first vehicle data in real time during the vehicle's driving process and processes the first vehicle data to determine the vehicle's current operating condition. Since the slope condition has a significant impact on the vehicle's NVH performance, it is necessary to determine the vehicle's current operating condition in real time so that when the current operating condition is determined to be a slope condition, the vehicle can be controlled to improve the vehicle's NVH performance under slope conditions.

[0023] The second vehicle data refers to the real-time vehicle data acquired when the vehicle is currently operating on an incline. The engine target speed refers to the engine speed that needs to be reached under incline conditions. The engine required torque refers to the torque required for the engine to operate under incline conditions.

[0024] As an example, in step S102, when the vehicle is currently operating on a slope, the on-board controller acquires second vehicle data in real time and processes the data to determine the power required by the engine in range-extending mode under slope conditions. Based on the relationship between power and torque, the controller further processes the power required by the engine in range-extending mode to obtain the engine target speed and engine required torque. In this example, when the vehicle is on a slope, the controller processes the second vehicle data acquired in real time under slope conditions to determine the power required by the engine in range-extending mode. Then, it processes the power required by the engine to determine the engine target speed and engine required torque that can ensure the NVH performance of the vehicle under slope conditions. In this example, based on the engine power, the controller can accurately determine the engine required torque corresponding to that power in real time, so as to control the engine to operate at a stable power. Furthermore, it can determine the engine target speed corresponding to the power required by the engine, so as to control the engine to operate at a stable speed and stable power, thereby improving the vehicle's NVH performance.

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

[0026] As an example, in step S103, the on-board controller acquires the actual generator speed in real time, processes the engine target speed and the generator actual speed, and determines the generator's required torque. Understandably, when the vehicle is on a slope, to improve the overall NVH performance, the engine needs to be controlled to reach its target speed. Since the generator and engine have a mechanical linkage, the rotation of the generator's gears drives the engine's gears. To ensure the engine reaches its target speed, the generator needs to operate at the generator's required torque corresponding to the engine target speed. In this example, based on the slope condition, the generator's required torque is determined by the engine target speed determined from the second vehicle data and the real-time acquired generator actual speed. This not only enables the generator to generate electricity stably based on the generator's required torque, but also improves the vehicle's NVH performance.

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

[0028] In this embodiment, the second vehicle data acquired in real time under slope conditions is processed to determine the engine's required torque and target engine speed. Based on the target engine speed and the actual generator speed acquired in real time under slope conditions, the generator's required torque is determined. Engine operation is controlled based on the required engine torque, and generator operation is controlled based on the required generator torque. This method not only controls the engine to operate stably based on the power corresponding to the required engine torque, but also controls the engine to reach the target engine speed in real time according to the generator's required torque, ensuring stable engine operation and improving the overall vehicle's NVH performance. This method controls the engine to operate stably under slope conditions, enabling more precise and reasonable vehicle control, avoiding power and torque fluctuations, improving vehicle operational stability, reducing fuel consumption, and effectively improving the vehicle's NVH performance.

[0029] In one embodiment, such as Figure 2 As shown, step S101, which is to determine the current operating condition of the vehicle based on the first vehicle data, includes: S201: If the duration for which the data of the first vehicle meets the slope assessment conditions is longer than the preset duration, then the current operating condition of the vehicle is determined to be a slope operating condition. S202: If the duration for which the first vehicle data meets the slope assessment conditions is not greater than the preset duration, then the current operating condition of the vehicle is determined to be a non-slope operating condition.

[0030] Among them, the slope assessment conditions refer to the pre-set conditions used to assess whether the vehicle is in a slope condition. The preset duration refers to the pre-set duration used to assess the current operating condition of the vehicle.

[0031] As an example, in step S201, the vehicle controller evaluates the real-time acquired first vehicle data based on the slope evaluation conditions to determine whether the first vehicle data meets the slope evaluation conditions. If it is determined that the first vehicle data meets the slope evaluation conditions and the duration for which the first vehicle data meets the slope evaluation conditions is greater than a preset duration, the current operating condition of the vehicle is determined to be a slope condition. Understandably, to avoid occasional situations, when it is determined that the first vehicle data meets the slope evaluation conditions, it is further determined that the duration for which the first vehicle data meets the slope evaluation conditions is greater than a preset duration before determining the current operating condition of the vehicle as a slope condition, which can more accurately determine the current operating condition of the vehicle.

[0032] As an example, in step S202, the vehicle controller evaluates the real-time acquired first vehicle data based on the slope evaluation conditions to determine whether the first vehicle data meets the slope evaluation conditions. If it is determined that the first vehicle data meets the slope evaluation conditions, but the duration for which the first vehicle data meets the slope evaluation conditions is no greater than a preset duration, the current operating condition of the vehicle is determined to be a non-slope operating condition. Understandably, if the duration for which the first vehicle data meets the slope evaluation conditions is no greater than the preset duration, it can be determined that the first vehicle data meeting the slope evaluation conditions is a brief and occasional occurrence, and determining the current operating condition of the vehicle as a non-slope operating condition can reasonably determine the current operating condition of the vehicle.

[0033] In one embodiment, the first vehicle data includes estimated gradient, actual vehicle speed, and actual acceleration; The conditions for assessing a slope include an estimated gradient greater than a preset gradient, an actual vehicle speed greater than a preset vehicle speed, and an actual acceleration greater than a preset acceleration.

[0034] Among these, actual vehicle speed refers to the real-time vehicle speed. Actual acceleration refers to the real-time vehicle acceleration. Estimated gradient refers to the real-time estimated gradient of the road the vehicle is traveling on, based on the actual acceleration. Preset gradient refers to a preset gradient value used to determine the magnitude of the estimated gradient. Preset vehicle speed refers to a preset vehicle speed used to determine the magnitude of the actual vehicle speed. Preset acceleration refers to a preset acceleration used to determine the magnitude of the actual acceleration.

[0035] As an example, the vehicle controller acquires the estimated gradient, actual vehicle speed, and actual acceleration in real time during vehicle operation. It compares the estimated gradient with a preset gradient, the actual vehicle speed with a preset speed, and the actual acceleration with a preset acceleration. If the estimated gradient is greater than the preset gradient, the actual vehicle speed is greater than the preset speed, and the actual acceleration is greater than the preset acceleration, the first vehicle data is determined to meet the slope evaluation conditions; otherwise, the first vehicle data does not meet the slope evaluation conditions. In this embodiment, by acquiring the estimated gradient, actual vehicle speed, and actual acceleration in real time, it is possible to accurately determine whether the first vehicle data meets the slope evaluation conditions from multiple dimensions.

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

[0037] Engine power demand refers to the power required for the engine to operate.

[0038] As an example, in step S301, when the vehicle controller determines that the current operating condition of the vehicle is a slope condition, it acquires second vehicle data in real time under the slope condition and processes the second vehicle data to determine the engine power requirement. In this example, processing the second vehicle data to determine the engine power requirement is used to ensure that the engine power during operation meets the driving requirements of the slope condition and avoids changes in engine power requirement caused by vehicle throttle fluctuations. This achieves the goal of reasonably controlling the power required for engine operation under slope conditions, ensuring stable engine operation, and improving the overall vehicle NVH performance.

[0039] As an example, in step S302, the on-board controller processes the engine power demand corresponding to the second vehicle data and the actual vehicle speed acquired in real time under slope conditions to determine the engine target speed. For example, the on-board controller can query a two-dimensional mapping table in the system database based on the engine power demand and the actual vehicle speed to determine the engine target speed corresponding to the engine power demand and the actual vehicle speed. The two-dimensional mapping table is a pre-set data table used to store the mapping relationship between engine power demand, vehicle speed, and engine target speed. In this example, the engine target speed that the engine needs to reach is determined so that the engine can operate stably based on the engine target speed in range-extending mode under slope conditions, thereby improving the overall vehicle NVH performance.

[0040] As an example, in step S303, after determining the target engine speed and required engine power under hill-start conditions, the vehicle controller processes the target engine speed and required engine power to determine the required engine torque. In this example, the vehicle controller obtains the required engine power. (Unit: W) and engine target speed The ratio between (unit: rpm): Then, using preset coefficients. right Make corrections to obtain ,in, = That is, the engine's required torque for .

[0041] In this embodiment, the second vehicle data is processed according to the engine target speed and engine power demand to determine the engine power demand. This ensures that the engine power meets the driving requirements of the slope condition and avoids changes in engine power demand caused by vehicle throttle fluctuations. It can reasonably control the engine power demand under slope conditions. Based on the engine target speed and engine power demand, the engine torque demand is determined so that the engine can operate at the engine torque demand to achieve the engine target speed and engine power demand, ensuring stable operation and improving the NVH performance of the entire vehicle.

[0042] In one embodiment, such as Figure 4 As shown, step S301, which is to determine the engine power requirement based on the second vehicle data, includes: S401: Determine the required drive power based on the second vehicle data; S402: Determine the engine power requirement based on the driving power requirement and the power supply requirement.

[0043] Among them, the driving power demand refers to the driving power that the engine needs to meet for the vehicle to move under the condition of a slope.

[0044] As an example, in step S401, the on-board controller processes the real-time data of the second vehicle under slope conditions to determine the required driving power. In this example, based on the second vehicle data under slope conditions, the required driving power of the engine is determined in real time to ensure that the vehicle has relatively stable driving energy and avoid fluctuations in driving energy affecting the vehicle's NVH performance.

[0045] The power required for battery maintenance refers to the power needed by the engine to maintain battery power. During vehicle operation, the battery's charge is gradually depleted. As the battery's charge decreases, it's necessary to manage its remaining charge to maintain it within a certain range. This process requires the engine to generate mechanical energy, which is then converted into electrical energy by the generator to recharge the battery. The power required by the engine at any given moment during this process is the power required for battery maintenance.

[0046] As an example, in step S402, the vehicle controller processes the generator's drive power demand and backup power demand under slope conditions to obtain the engine power demand. Understandably, during operation, the engine requires a portion of drive power to ensure vehicle operation and another portion of backup power to recharge the battery. The drive power demand and backup power demand constitute the engine power demand required during operation. In this example, the vehicle controller will process the drive power demand... and power supply requirements The sum of these values ​​is used to determine the engine's required power. ,Right now = + Among them, the power demand for power supply is The required power reserve is determined at the battery manufacturing stage. For example, different battery types are tested and calibrated at the time of manufacture. .

[0047] In this embodiment, the required driving power of the engine is determined in real time based on the second vehicle data under slope conditions. This ensures that the vehicle has relatively stable driving energy during driving, avoiding the impact of driving energy fluctuations on the vehicle's NVH performance. Since the engine's required power is the sum of the driving power and the power required for maintaining power, the required engine power can be accurately determined based on these two parameters. This allows the engine in range-extended mode to meet the driving needs of the road when operating stably based on the required engine power, while avoiding changes in driving power demand caused by throttle fluctuations. This method can optimize the power fluctuation problem, stabilize the engine's operating conditions, improve fuel consumption, and enhance the overall NVH performance of the vehicle.

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

[0049] Here, "drive motor speed" refers to the real-time speed of the drive motor. Understandably, under incline conditions, the engine operates in range-extending mode, and the torque required for driving in range-extending mode is entirely achieved through the drive motor. Therefore, it is necessary to obtain the drive motor speed in real-time when the engine is in range-extending mode to determine the original drive power required for vehicle operation. "Real-time gradient" refers to the real-time estimated gradient obtained by processing the actual acceleration obtained in real-time under incline conditions. Range-extending mode refers to the mode in which the engine drives the generator to charge the battery when the vehicle's battery power is low, providing power for the drive motor to operate. "Original drive power" refers to the drive power required to meet the driver's driving style during vehicle operation. Understandably, during vehicle operation, the driver's throttle opening and drive motor speed will vary depending on the driver's driving style; the drive power required to maintain this throttle opening and drive motor speed is the original drive power.

[0050] In one embodiment, such as Figure 5 As shown, step S401, which is to determine the required driving power based on the second vehicle data, includes: S501: Determine the required drive torque based on throttle opening; S502: Determine the original drive power based on the required drive torque, drive motor speed and first preset speed ratio; S503: Determine the hill drive power based on real-time gradient, vehicle weight, and actual vehicle speed; S504: Determine the required drive power based on the original drive power and the ramp drive power.

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

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

[0053] The first preset speed ratio refers to the speed ratio from the drive motor to the wheel end that is set in advance.

[0054] As an example, in step S502, the vehicle controller processes the required drive torque, drive motor speed, and a first preset speed ratio to determine the original drive power required by the vehicle during operation. In this example, the vehicle controller processes the required drive torque... and the first preset speed ratio Perform ratio processing to obtain Using preset coefficients For drive motor speed Make corrections to obtain ,in, = ,Right now = ,Will and The product of these is determined as the original driving power. ,Right now = .

[0055] Among them, slope driving power refers to the power required for a vehicle to drive on a slope.

[0056] As an example, in step S503, the vehicle controller processes the real-time gradient and vehicle mass to determine the corresponding hill-start assist power for the engine. In this example, the vehicle controller processes the real-time gradient... With overall vehicle weight Corresponding gravity Multiply, we get And obtain the drag curve coefficient of the vehicle as pre-determined in the laboratory. , and and respectively adopt and For actual vehicle speed Processing is performed to obtain and ,Will and The sum is determined as the ramp drive power. ,Right now = Understandably, under incline conditions, vehicles primarily overcome rolling resistance, air resistance, and gradient resistance. In this example, the driving power required to overcome gradient resistance is... The driving power required to overcome rolling resistance and air resistance can be calculated using a fitted drag coefficient curve determined in the laboratory. Specifically, through... and The sum of these factors determines the drive power required to overcome rolling resistance and air resistance.

[0057] As an example, in step S504, the on-board controller processes the original drive power and the ramp drive power to determine the drive demand power. The drive demand power is the total power required by the engine to drive the vehicle during operation. The ramp drive power is the power used by the vehicle for driving. The drive demand power required by the engine when it is working is closely related to the original drive power and the ramp drive power. Based on the original drive power and the ramp drive power, the power required by the engine to drive the vehicle under ramp conditions can be determined relatively accurately.

[0058] In this embodiment, the required driving torque is determined based on the throttle opening. The original driving power is determined based on the required driving torque, the drive motor speed, and the first preset speed ratio. The driving power for hilly roads is determined based on the real-time slope, vehicle weight, and actual vehicle speed. The required driving power is determined based on the original driving power and the driving power for hilly roads. By fully considering the influence of throttle opening, actual vehicle speed, and real-time slope on the required driving power, the system can ensure that the engine's required driving power meets the driving requirements of the road and avoid changes in the required driving power caused by throttle fluctuations, thereby improving the vehicle's NVH performance under hilly conditions.

[0059] In one embodiment, such as Figure 6 As shown, step S504, which determines the required drive power based on the original drive power and the ramp drive power, includes: S601: Determine the driving power requirement based on the original drive power and the hill drive power; S602: Determine the correction factor based on the remaining battery capacity; S603: The driving power demand is corrected using a correction factor to obtain the corrected power demand; S604: Determine the required drive power based on the ramp drive power and the corrected required power.

[0060] Driving demand power refers to the power required to meet the driver's changing driving intentions in real time during vehicle operation. In other words, a driver may change their driving intentions at any time while driving, and these changes require power to maintain; the power required to maintain these changes is the driving demand power. For example, changing the vehicle's motion from constant speed to acceleration changes the driving intention and requires controlling the vehicle's acceleration, necessitating the provision of power to assist the driver in controlling the acceleration—that is, providing driving demand power.

[0061] As an example, in step S601, the vehicle controller processes the original drive power and the hill-start drive power to determine the required driving power. In this example, the vehicle controller processes the original drive power... and slope drive power Perform differential processing to determine the required driving power. ,Right now = .

[0062] The correction factor is a coefficient used to correct the power demand for driving.

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

[0064] Among them, the corrected power demand refers to the power after correcting the power demand for driving.

[0065] As an example, in step S603, the vehicle controller uses a correction factor. Power required for driving Make adjustments to determine the required power for driving. Corresponding corrected power requirement In this example, when the remaining battery power is low, the correction factor is 1, and the corrected power demand corresponding to the driving power demand is... When the battery has a high remaining charge, the correction factor is 0, and the corrected power demand for driving is also 0. In other words, if the battery has a high remaining charge, all driving power is supplied by the battery, without the need for the engine. In this case, the correction factor is 0, and the corrected power demand for the engine is equal to 0. Conversely, if the battery has a low remaining charge, all driving power is supplied by the engine, without the need for the battery. In this case, the correction factor is 1, and the corrected power demand equals the driving power demand. In this example, adjusting the driving power demand based on the correction factor corresponding to the battery's remaining charge allows for a more accurate determination of the corrected power demand, enabling reasonable engine control. In this example, determining the correction factor based on the battery's remaining charge, and then determining the corrected driving power demand based on the correction factor, allows for controlling the engine to assist the battery in providing driving power when the battery's remaining charge is low. This avoids over-discharge of the battery and effectively improves battery life.

[0066] As an example, in step S604, the on-board controller processes the hill-start assist power and the corrected required power to obtain the required drive power. In this example, the on-board controller processes the hill-start assist power... and corrected power demand Perform summation to obtain the required driving power. ,Right now = + Understandably, the hill-start assist power required for vehicle drive. and the power required for corrective actions to change driving intentions , constituting the driving power demand Therefore, for the real-time determined slope driving power and corrected power demand By performing summation, a more accurate drive power requirement can be obtained. .

[0067] In this embodiment, the power required by the engine is calculated more accurately based on the original driving power, the driving power on the slope, and the real-time remaining battery power. This allows for a more precise determination of the driving power required when the engine is operating. Simultaneously, a correction coefficient is determined based on the remaining battery power, and this coefficient is used to correct the driving power requirement, resulting in the corrected power requirement of the engine. Taking the remaining battery power into account, the engine provides the corrected power requirement when the remaining battery power is insufficient, which helps to improve battery life, avoid over-discharge, and improve the overall NVH performance of the vehicle during driving on slopes.

[0068] In one embodiment, such as Figure 7 As shown, step S103, which is to determine the required torque of the generator based on the target engine speed and the actual generator speed, includes: S701: Based on the second preset speed ratio, the engine target speed at each moment is corrected to obtain the generator target speed at each moment; S702: Determine the target control function based on the generator target speed and the generator actual speed at each moment; S703: The proportional control coefficient is used to adjust the function value of the target control function at the current moment, and the integral control coefficient is used to adjust the integral value of the target control function at the current moment to determine the generator's required torque.

[0069] The second preset speed ratio refers to the speed ratio between the generator and the engine. The generator target speed refers to the speed at which the generator needs to reach the engine's target speed. Understandably, since the generator drives the engine to rotate, the generator target speed corresponding to the engine's target speed is determined based on 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 its target speed.

[0070] As an example, in step S701, the vehicle controller adopts a second preset speed ratio. For the target engine speed at each moment After correction, the target generator speed at each moment is obtained. So as to make it possible to adjust the generator target speed according to the time. This allows for a more accurate determination of the target control function.

[0071] Here, the actual generator speed refers to the real-time operating speed of the generator. The target control function is the function used to control the generator's required torque. The generator's required torque is the torque required for the generator to operate.

[0072] As an example, in step S702, the on-board controller processes the generator target speed and the generator actual speed at each moment to determine the target control function. In this example, the on-board controller processes the generator target speed at each moment... and the actual generator speed at each moment Perform interpolation to determine the target control function at each time step. Understandably, since the generator drives the engine to rotate when it rotates, the generator target speed is determined based on 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 speed of the generator at each moment and the actual speed of the generator at each moment are processed to determine the target control function corresponding to each moment, so as to control the generator to reach the generator target speed, and thus control the engine to reach the engine target speed, thereby improving the vehicle's NVH performance.

[0073] The proportional gain is a preset coefficient used to adjust the target control function. The integral gain is a preset coefficient used to adjust the integral of the target control function.

[0074] As an example, in step S703, the vehicle controller uses a proportional control coefficient to adjust the function value of the target control function at the current moment, obtaining an adjustment value corresponding to the proportional control coefficient. It then uses an integral control coefficient to adjust the integral value of the target control function at the current moment, obtaining an adjustment value corresponding to the integral control coefficient. The sum of the adjustment values ​​corresponding to the proportional and integral control coefficients is determined as the generator's required torque. In this example, the vehicle controller uses a proportional control coefficient... The function value of the target control function at the current moment. Adjustments are made to obtain the adjustment value corresponding to the proportional adjustment coefficient. Integral adjustment coefficient is adopted. The integral value of the target control function at the current time. Adjustments are made to obtain the adjustment value corresponding to the integral adjustment coefficient. ,Will and The sum of these is determined as the generator's required torque. .Right now = .

[0075] In this embodiment, based on the real-time acquired actual generator speed and the engine target 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 work at the generator torque required, generate electricity more stably, and enable the generator to reach the generator target speed, thereby achieving the purpose of controlling the engine to reach the engine target speed, so as to improve the NVH performance of the whole vehicle.

[0076] It should be understood that the sequence number of each step in the above embodiments does not imply 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 embodiments of the present invention.

[0077] In one embodiment, such as Figure 8 As shown, an in-vehicle 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, it implements the vehicle control method described in the above embodiments, for example... Figure 1 As shown in S101-S104, or Figures 2 to 7 As shown in the figure, to avoid repetition, it will not be repeated here.

[0078] In one embodiment, a vehicle control system is provided, including an engine, a generator, and the aforementioned on-board controller, 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.

[0079] In one embodiment, an automobile is provided, including the vehicle control system described above.

[0080] The above-described embodiments are only used to illustrate the technical solutions of the present invention, and are not intended to limit it. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention, and should all be included within the protection scope of the present invention.

Claims

1. A vehicle control method, characterized in that, include: Based on the first vehicle data, determine the vehicle's current operating condition; When the vehicle is currently operating on a slope, the required engine power is determined based on the second vehicle data; Based on the engine power requirement and the actual vehicle speed, determine the engine target speed; The ratio between the engine's required power and the engine's target speed is obtained, and the ratio is corrected using a preset coefficient to determine the engine's required torque. The second vehicle data includes throttle opening, drive motor speed, real-time gradient, and actual vehicle speed. The drive motor speed refers to the real-time speed of the drive motor. The real-time gradient refers to the real-time estimated gradient obtained by processing the real-time acceleration under slope conditions. The step of determining the engine power requirement based on the second vehicle data includes: Based on the throttle opening, the required driving torque is determined; the required driving torque refers to the torque required when the entire vehicle is driven. Based on the required driving torque, the driving motor speed, and the first preset speed ratio, the original driving power is determined; the first preset speed ratio refers to the pre-set speed ratio from the driving motor to the wheel end; the original driving power refers to the driving power required to meet the driver's driving style during vehicle operation. Based on the real-time gradient, vehicle weight, and actual vehicle speed, the hill drive power is determined; the hill drive power refers to the power required for the vehicle to drive under hill conditions. Based on the original driving power and the ramp driving power, the driving power requirement is determined; based on the driving power requirement and the power reserve requirement, the engine power requirement is determined; the power reserve requirement refers to the power required at each moment corresponding to the mechanical energy generated by the engine to reserve power for the battery. Based on the target engine speed and the actual generator speed, the required torque of the generator is determined; The engine is controlled to operate based on the required torque of the engine, and the generator is controlled to operate based on the required torque of the generator.

2. The vehicle control method according to claim 1, characterized in that, The process of 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 assessment conditions is longer than the preset duration, then the current operating condition of the vehicle is determined to be a slope operating condition. If the duration for which the first vehicle data meets the slope assessment conditions is no greater than the preset duration, then the current operating condition of the vehicle is determined to be a non-slope operating condition.

3. The vehicle control method according to claim 2, characterized in that, The first vehicle data includes estimated gradient, actual vehicle speed, and actual acceleration; The slope assessment conditions include an estimated slope greater than a preset slope, an actual vehicle speed greater than a preset vehicle speed, and an actual acceleration greater than a preset acceleration.

4. The vehicle control method according to claim 1, characterized in that, The determination of the required drive power based on the original drive power and the ramp drive power includes: Based on the original driving power and the hill-start driving power, determine the driving power requirement; Determine the correction factor based on the remaining battery power; The driving power demand is corrected using a correction factor to obtain the corrected power demand. The drive demand power is determined based on the slope drive power and the correction demand power.

5. The vehicle control method according to claim 1, characterized in that, Determining the generator's required torque based on the engine's target speed and the generator's actual speed includes: The engine target speed at each moment is corrected based on the second preset speed ratio to obtain the generator target speed at each moment. The target control function is determined based on the generator target speed and the generator actual speed at each moment. The proportional control coefficient is used to adjust the function value of the target control function at the current moment, and the integral control coefficient is used to adjust the integral value of the target control function at the current moment, thereby determining the generator's required torque.

6. An on-board 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, it implements the vehicle control method as described in any one of claims 1 to 5.

7. A vehicle control system, characterized in that, It includes an engine, a generator, and an on-board controller as described in claim 6, 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.

8. A car, characterized in that, Includes the vehicle control system described in claim 7.

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