Crawling control system, method and device, storage medium and vehicle control unit

Abstract

The invention relates to a crawling control system, method and device, a storage medium and a vehicle control unit, the crawling control system is applied to an electric vehicle, and the crawling control system comprises a signal acquisition module, a dynamic load calculation module, an adhesion coefficient calculation module, the vehicle control unit and a motor assembly. The signal acquisition module, the dynamic load calculation module, the adhesion coefficient calculation module and the motor assembly are all connected with the vehicle control unit. According to the embodiment of the invention, the driving torque is comprehensively and dynamically output according to various parameters such as the vehicle driving data, the dynamic load, the adhesion coefficient and the like, so that the stability and the safety of the vehicle in crawling on a complex road surface and a non-paved road surface can be improved.

Description

Technical Field

[0001] The present disclosure relates to the field of vehicle control technology, and in particular, to a creep control system, method, device, storage medium and vehicle controller. Background Art

[0002] One type of scenario for electric vehicles is low-speed creeping. The creeping state of a vehicle refers to the state in which the vehicle is driving steadily at a certain speed when the accelerator pedal and the brake pedal are not pressed by the user. Low-speed creeping can be used for following a vehicle, climbing a slope, parking, and other situations that require stable low speeds because it does not require the user to control the accelerator pedal or the brake pedal to achieve stable low-speed driving.

[0003] However, the current creep function of electric vehicles can only achieve uniform speed driving control in good road environments. It is not suitable for complex road surfaces, such as water, snow, ice, and potholes, and unpaved roads, such as off-road roads, and cannot provide the vehicle with stability and safety in creeping on such roads. Summary of the invention

[0004] The purpose of the present disclosure is to provide a creep control system, method, device, storage medium and vehicle controller that can adapt to complex roads and unpaved roads and improve the stability and safety of vehicle creep on complex roads and unpaved roads.

[0005] In order to achieve the above object, according to a first aspect of an embodiment of the present disclosure, there is provided a creep control system, which is applied to an electric vehicle, and the creep control system includes:

[0006] A signal acquisition module, a dynamic load calculation module, an adhesion coefficient calculation module, a vehicle controller and a motor assembly, wherein the signal acquisition module, the dynamic load calculation module, the adhesion coefficient calculation module and the motor assembly are all connected to the vehicle controller;

[0007] The signal acquisition module is used to collect the driving data of the vehicle and send the driving data to the vehicle controller;

[0008] The dynamic load calculation module is used to calculate the real-time dynamic load data of all wheels of the vehicle, and send the real-time dynamic load data to the vehicle controller;

[0009] The adhesion coefficient calculation module is used to calculate the adhesion coefficient of the contact area between all wheels of the vehicle and the ground, and send the adhesion coefficient to the vehicle controller;

[0010] The vehicle controller is used to determine a first driving torque of the vehicle according to the received data, and send a control signal of the first driving torque to the motor assembly;

[0011] The motor assembly is used to distribute the first driving torque to each wheel of the vehicle.

[0012] Optionally, the motor assembly includes a plurality of drive units, each drive unit includes a motor controller and a motor, and the motor controller is used to control the motor to output the first drive torque.

[0013] Optionally, the motor includes a wheel-side motor or a hub motor.

[0014] Optionally, the driving data includes:

[0015] At least one of acceleration data, braking data, vehicle mass, ramp angle data, and current vehicle speed data.

[0016] Optionally, the creep control system further comprises an electronic stability system, and the electronic stability system is connected to the vehicle controller;

[0017] The vehicle controller is also used to output a control signal of a second driving torque;

[0018] The electronic stability system is used for converting the control signal of the second driving torque into a hydraulic control signal to drive the brake to perform hydraulic braking.

[0019] Optionally, the creep control system also includes a creep function switch, which is connected to the vehicle controller. The vehicle controller is used to send a vehicle creep enable signal to the vehicle controller when it is turned on, and is used to turn off the creep function of the vehicle when it is turned off.

[0020] Optionally, the vehicle controller is used to:

[0021] determining a first vehicle speed upper limit according to slope angle data of the slope on which the vehicle is located;

[0022] Correcting the first vehicle speed upper limit according to the dynamic load data and the adhesion coefficient to obtain a second vehicle speed upper limit;

[0023] A first driving torque of the vehicle is determined according to the second vehicle speed upper limit.

[0024] According to a second aspect of an embodiment of the present disclosure, there is provided a creep control method, which is applied to an electric vehicle, and the method comprises:

[0025] determining a first vehicle speed upper limit according to slope angle data of the slope on which the vehicle is located;

[0026] Correcting the first vehicle speed upper limit according to the dynamic load data and the adhesion coefficient of the vehicle to obtain a second vehicle speed upper limit;

[0027] A first driving torque of the vehicle is determined according to the second vehicle speed upper limit.

[0028] Optionally, determining the first vehicle speed upper limit according to the slope angle data of the slope on which the vehicle is located includes:

[0029] According to the mapping relationship between the ramp angle data and the vehicle speed limit, a first vehicle speed limit corresponding to the ramp angle data of the ramp where the vehicle is located is determined.

[0030] Optionally, the correcting the first vehicle speed upper limit according to the dynamic load data and the adhesion coefficient of the vehicle to obtain the second vehicle speed upper limit comprises:

[0031] Determining a first vehicle speed correction coefficient corresponding to the dynamic load data of the vehicle according to a mapping relationship between the dynamic load data and the vehicle speed correction coefficient;

[0032] Determining a second vehicle speed correction coefficient corresponding to the vehicle's adhesion coefficient according to a mapping relationship between the adhesion coefficient and the vehicle speed correction coefficient;

[0033] Obtaining a final vehicle speed correction coefficient according to the first vehicle speed correction coefficient and the second vehicle speed correction coefficient;

[0034] The second vehicle speed upper limit is determined according to the final vehicle speed correction coefficient and the first vehicle speed upper limit.

[0035] Optionally, the method further comprises:

[0036] outputting the first driving torque according to the second vehicle speed upper limit;

[0037] Determining the front and rear axle driving torque distribution ratio according to the ramp angle data;

[0038] The driving torque of each wheel is determined according to the front and rear axle driving torque distribution ratio.

[0039] Optionally, the method further comprises:

[0040] The driving torque of each wheel is controlled to be less than or equal to a boundary torque of each wheel, wherein the boundary torque of each wheel is: the product of the vertical load of each wheel and the adhesion coefficient of each wheel.

[0041] Optionally, the method further comprises:

[0042] When the first driving torque is less than or equal to the peak driving torque of the motor assembly, completely distributing the first driving torque to the motor assembly;

[0043] When the first driving torque is greater than the peak driving torque of the motor assembly, the creep function is exited.

[0044] According to a third aspect of an embodiment of the present disclosure, there is provided a creep control device, which is applied to an electric vehicle, and the device comprises:

[0045] A first determination module, configured to determine a first vehicle speed upper limit according to slope angle data of the slope on which the vehicle is located;

[0046] a correction module, configured to correct the first vehicle speed upper limit according to the dynamic load data and the adhesion coefficient of the vehicle to obtain a second vehicle speed upper limit;

[0047] The second determination module is configured to determine a first driving torque of the vehicle according to the second vehicle speed upper limit.

[0048] According to a fourth aspect of an embodiment of the present disclosure, there is provided a non-temporary computer-readable storage medium on which a computer program is stored, and when the program is executed by a processor, the steps of any one of the methods described in the second aspect are implemented.

[0049] According to a fifth aspect of an embodiment of the present disclosure, a vehicle controller is provided, comprising:

[0050] a memory having a computer program stored thereon;

[0051] A processor is used to execute the computer program in the memory to implement the steps of any one of the methods in the second aspect.

[0052] According to a sixth aspect of an embodiment of the present disclosure, a vehicle is provided, comprising the vehicle controller described in the fifth aspect.

[0053] In summary, the embodiments of the present disclosure provide a creep control system, which is applied to electric vehicles. The creep control system includes: a signal acquisition module, a dynamic load calculation module, an adhesion coefficient calculation module, a vehicle controller and a motor assembly, wherein the signal acquisition module, the dynamic load calculation module, the adhesion coefficient calculation module and the motor assembly are all connected to the vehicle controller; the signal acquisition module is used to collect driving data of the vehicle and send the driving data to the vehicle controller; the dynamic load calculation module is used to calculate the real-time dynamic load data of all wheels of the vehicle and send the real-time dynamic load data to the vehicle controller; the adhesion coefficient calculation module is used to calculate the adhesion coefficient of the contact area between all wheels of the vehicle and the ground, and send the adhesion coefficient to the vehicle controller; the vehicle controller is used to determine the first driving torque of the vehicle according to the received data, and send the control signal of the first driving torque to the motor assembly; the motor assembly is used to distribute the first driving torque to each wheel of the vehicle. The disclosed embodiment comprehensively outputs dynamic driving torque according to various parameters such as vehicle driving data, dynamic load, adhesion coefficient, etc., thereby improving the stability and safety of the vehicle's crawling on complex roads and unpaved roads.

[0054] Other features and advantages of the present disclosure will be described in detail in the following detailed description. BRIEF DESCRIPTION OF THE DRAWINGS

[0055] The accompanying drawings are used to provide a further understanding of the present disclosure and constitute a part of the specification. Together with the following specific embodiments, they are used to explain the present disclosure but do not constitute a limitation of the present disclosure. In the accompanying drawings:

[0056] Figure 1 is a schematic diagram of a creep control system according to an exemplary embodiment.

[0057] Figure 2 The figure is a flow chart of a creep control method according to an exemplary embodiment.

[0058] Figure 3 The figure is a flow chart of a creep control method according to an exemplary embodiment.

[0059] Figure 4 The figure is a flow chart of a creep control method according to an exemplary embodiment.

[0060] Figure 5 The figure is a flow chart of a creep control method according to an exemplary embodiment.

[0061] Figure 5a It is a schematic diagram showing a driving torque distribution method according to an exemplary embodiment.

[0062] Figure 5b It is a schematic diagram showing a driving torque distribution method according to an exemplary embodiment.

[0063] Figure 5c It is a schematic diagram showing a driving torque distribution method according to an exemplary embodiment.

[0064] Figure 6 The figure is a flow chart of a creep control method according to an exemplary embodiment.

[0065] Figure 7 The figure is a flow chart of a creep control method according to an exemplary embodiment.

[0066] Figure 8 is a block diagram of a creep control device 800 according to an exemplary embodiment.

[0067] Fig. 9 is a block diagram of a vehicle controller 900 according to an exemplary embodiment.

[0068] Fig.10 is a block diagram of a vehicle 1000 according to an exemplary embodiment. DETAILED DESCRIPTION

[0069] The specific implementation of the present disclosure is described in detail below in conjunction with the accompanying drawings. It should be understood that the specific implementation described here is only used to illustrate and explain the present disclosure, and is not used to limit the present disclosure.

[0070] Exemplary embodiments will be described in detail herein, examples of which are shown in the accompanying drawings. When the following description refers to the drawings, the same numbers in different drawings represent the same or similar elements unless otherwise indicated. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with the present disclosure. Instead, they are merely examples of devices and methods consistent with some aspects of the present disclosure as detailed in the appended claims.

[0071] It should be understood that the term "including" and its variations used herein are open inclusions, i.e., "including but not limited to". The term "based on" means "based at least in part on". The term "one embodiment" means "at least one embodiment"; the term "another embodiment" means "at least one additional embodiment"; the term "some embodiments" means "at least some embodiments". The relevant definitions of other terms will be given in the following description.

[0072] It should be noted that the concepts of "first", "second", etc. mentioned in the present disclosure are only used to distinguish different devices, modules or units, and are not used to limit the order or interdependence of the functions performed by these devices, modules or units. The modifications of "one" and "multiple" mentioned in the present disclosure are illustrative and not restrictive. Those skilled in the art should understand that unless otherwise clearly indicated in the context, they should be understood as "one or more". In the description of the present disclosure, unless otherwise specified, "multiple" refers to two or more than two, and other quantifiers are similar; "at least one item", "one item or multiple items" or similar expressions refer to any combination of these items, including any combination of single items or plural items.

[0073] Although operations or steps are described in a specific order in the drawings in the embodiments of the present disclosure, it should not be understood that it is required to perform these operations or steps in the specific order shown or in a serial order, or to perform all the operations or steps shown to obtain the desired results. In the embodiments of the present disclosure, these operations or steps can be performed in series; these operations or steps can also be performed in parallel; or some of these operations or steps can be performed.

[0074] The names of the messages or information exchanged between multiple devices in the embodiments of the present disclosure are only for illustrative purposes and are not used to limit the scope of these messages or information. It is understandable that before using the technical solutions disclosed in the embodiments of the present disclosure, the types, scope of use, usage scenarios, etc. of the personal information involved in the present disclosure should be informed to the user in an appropriate manner in accordance with relevant laws and regulations and the user's authorization should be obtained. The present disclosure is described below in conjunction with specific embodiments.

[0075] First, the application scenario of the present disclosure is explained. The purpose of developing the vehicle creep function is to liberate the driver's feet, allowing the driver to focus only on controlling the steering wheel, reducing the driver's operating procedures and fatigue, and improving driving safety and comfort. At present, the vehicle creep control method is mostly aimed at paved roads with good road conditions and relatively uniform adhesion coefficients. However, for complex roads with complex road conditions, large variations in adhesion coefficients, large differences in dynamic loads of each wheel and adhesion coefficients of the tire-ground contact area, such as water accumulation, ice, potholes, and non-paved roads, such as off-road roads, the applicability is insufficient. The drive control and braking control involved in the existing creep control methods have not fully considered the influence of road adhesion, and the principle of designing the upper limit of the target creep speed is single, which cannot provide the stability and safety of the vehicle creeping on such roads.

[0076] Figure 1 FIG. 1 is a schematic diagram of a creep control system according to an exemplary embodiment. Figure 1As shown, an embodiment of the present disclosure provides a creep control system, which is applied to an electric vehicle. The creep control system includes:

[0077] The signal acquisition module 10, the dynamic load calculation module 20, the adhesion coefficient calculation module 30, the vehicle controller 900 and the motor assembly 50, the signal acquisition module 10, the dynamic load calculation module 20, the adhesion coefficient calculation module 30 and the motor assembly 50 are all connected to the vehicle controller 900.

[0078] Among them, the signal acquisition module 10 is used to collect the vehicle's driving data and send the driving data to the vehicle controller 900; the dynamic load calculation module 20 is used to calculate the real-time dynamic load data of all the wheels of the vehicle and send the real-time dynamic load data to the vehicle controller 900; the adhesion coefficient calculation module 30 is used to calculate the adhesion coefficient of the contact area between all the wheels of the vehicle and the ground, and send the adhesion coefficient to the vehicle controller 900; the vehicle controller 900 is used to determine the first driving torque of the vehicle based on the received data, and send the control signal of the first driving torque to the motor assembly 50; the motor assembly 50 is used to distribute the first driving torque to each wheel of the vehicle.

[0079] In summary, the embodiments of the present disclosure provide a creep control system, which is applied to electric vehicles. The creep control system includes: a signal acquisition module, a dynamic load calculation module, an adhesion coefficient calculation module, a vehicle controller and a motor assembly, wherein the signal acquisition module, the dynamic load calculation module, the adhesion coefficient calculation module and the motor assembly are all connected to the vehicle controller; the signal acquisition module is used to collect driving data of the vehicle and send the driving data to the vehicle controller; the dynamic load calculation module is used to calculate the real-time dynamic load data of all wheels of the vehicle and send the real-time dynamic load data to the vehicle controller; the adhesion coefficient calculation module is used to calculate the adhesion coefficient of the contact area between all wheels of the vehicle and the ground, and send the adhesion coefficient to the vehicle controller; the vehicle controller is used to determine the first driving torque of the vehicle according to the received data, and send the control signal of the first driving torque to the motor assembly; the motor assembly is used to distribute the first driving torque to each wheel of the vehicle. The disclosed embodiment comprehensively outputs dynamic driving torque according to various parameters such as vehicle driving data, dynamic load, adhesion coefficient, etc., thereby improving the stability and safety of the vehicle's crawling on complex roads and unpaved roads.

[0080] In some embodiments, the motor assembly 50 may include multiple sets of drive units (not shown in the figure), each set of drive units includes a motor controller (not shown in the figure) and a motor (not shown in the figure), and the motor controller is used to control the motor to output a first driving torque. Exemplarily, the number of the multiple sets of drive units may be consistent with the number of wheels possessed by the vehicle, so that each wheel can be driven independently, which is very beneficial to improving the vehicle's passability and reducing the vehicle's energy consumption.

[0081] In some embodiments, the motor may include a wheel-side motor or a hub motor. Currently, the most widely used electric vehicle is still a wheel-side motor, but a hub motor is a development trend because it has higher driving efficiency.

[0082] In some embodiments, the driving data may include at least one of acceleration data, braking data, vehicle mass, ramp angle data, and current vehicle speed data. For example, the acceleration data may be obtained from an acceleration sensor of the signal acquisition module 10, the braking data may be obtained from a brake pedal sensor of the signal acquisition module 10, the vehicle mass may be obtained from a gravity sensor of the signal acquisition module 10, the ramp angle data may be obtained from an angle sensor of the signal acquisition module 10, and the current vehicle speed data may be obtained from a speed sensor of the signal acquisition module 10.

[0083] In some embodiments, the creep control system further includes an electronic stability system 60, which is connected to the vehicle controller 900; the vehicle controller 900 is also used to output a control signal of a second driving torque; the electronic stability system 60 is used to convert the control signal of the second driving torque into a hydraulic control signal to drive the brake 70 for hydraulic braking. Exemplarily, when the first driving torque is actually applied to the vehicle, if the vehicle speed exceeds the limited vehicle speed, then the vehicle controller 900 outputs the control signal of the second driving torque to the electronic stability system 60, and the electronic stability system 60 converts the control signal into a hydraulic control signal to drive the brake 70 for hydraulic braking, thereby reducing the vehicle speed to a safe speed.

[0084] In some embodiments, the creep control system further includes a creep function switch 80, which is connected to the vehicle controller 900. The vehicle controller 900 is used to send a vehicle creep enable signal to the vehicle controller 900 when turned on, and is used to turn off the creep function of the vehicle when turned off. Exemplarily, the driver can start the vehicle creep function by turning on the creep function switch 80 when the vehicle needs to creep, such as following a vehicle, going uphill, moving to a warehouse, etc., and can also exit the vehicle creep function by turning off the creep function switch 80 according to actual needs.

[0085] In some embodiments, the vehicle controller 900 is used to determine the first upper speed limit according to the ramp angle data of the ramp where the vehicle is located. Exemplarily, the vehicle controller 900 can determine the first upper speed limit corresponding to the ramp angle data of the ramp where the vehicle is located by looking up a table according to the mapping relationship between the ramp angle data and the upper speed limit.

[0086] The first vehicle speed upper limit is corrected according to the dynamic load data and the adhesion coefficient to obtain the second vehicle speed upper limit. Exemplarily, the vehicle controller 900 can obtain the vehicle speed correction coefficient by looking up the table according to the mapping relationship between the dynamic load data and the adhesion coefficient and the vehicle speed correction coefficient, and then obtain the second vehicle speed upper limit according to the vehicle speed correction coefficient.

[0087] The first driving torque of the vehicle is determined according to the second upper speed limit. Exemplarily, the vehicle controller 900 can determine the first driving torque of the vehicle according to the second upper speed limit, and send a control signal of the driving torque to the motor controller of the motor assembly 50 to drive the motor to drive the wheels to run, and the vehicle enters a creeping state.

[0088] In summary, the embodiments of the present disclosure provide a creep control system, which is applied to electric vehicles. The creep control system includes: a signal acquisition module, a dynamic load calculation module, an adhesion coefficient calculation module, a vehicle controller and a motor assembly, wherein the signal acquisition module, the dynamic load calculation module, the adhesion coefficient calculation module and the motor assembly are all connected to the vehicle controller; the signal acquisition module is used to collect driving data of the vehicle and send the driving data to the vehicle controller; the dynamic load calculation module is used to calculate the real-time dynamic load data of all wheels of the vehicle and send the real-time dynamic load data to the vehicle controller; the adhesion coefficient calculation module is used to calculate the adhesion coefficient of the contact area between all wheels of the vehicle and the ground, and send the adhesion coefficient to the vehicle controller; the vehicle controller is used to determine the first driving torque of the vehicle according to the received data, and send the control signal of the first driving torque to the motor assembly; the motor assembly is used to distribute the first driving torque to each wheel of the vehicle. The disclosed embodiment comprehensively outputs dynamic driving torque according to various parameters such as vehicle driving data, dynamic load, adhesion coefficient, etc., thereby improving the stability and safety of the vehicle's crawling on complex roads and unpaved roads.

[0089] Figure 2 FIG. 1 is a flow chart of a creep control method according to an exemplary embodiment. Figure 2 As shown, the embodiment of the present disclosure provides a creep control method, which is applied to an electric vehicle. The method may include the following steps:

[0090] In step S110, a first vehicle speed upper limit is determined according to the slope angle data of the slope where the vehicle is located.

[0091] In this step, the vehicle controller 900 determines the first upper speed limit according to the ramp angle data of the ramp where the vehicle is located. Exemplarily, the vehicle controller 900 can determine the first upper speed limit corresponding to the ramp angle data of the ramp where the vehicle is located according to the mapping relationship between the ramp angle data and the upper speed limit by looking up a table.

[0092] In step S120, the first vehicle speed upper limit is corrected according to the dynamic load data and the adhesion coefficient of the vehicle to obtain a second vehicle speed upper limit.

[0093] In this step, the vehicle controller 900 corrects the first upper speed limit according to the dynamic load data and the adhesion coefficient of the vehicle to obtain the second upper speed limit. Exemplarily, the vehicle controller 900 can obtain the vehicle speed correction coefficient by looking up the table according to the mapping relationship between the dynamic load data and the adhesion coefficient and the vehicle speed correction coefficient, and then obtain the second upper speed limit according to the vehicle speed correction coefficient. It is worth mentioning that the second upper speed limit can be dynamically changed according to the changes in the dynamic load data and the adhesion coefficient.

[0094] In step S130 , a first driving torque of the vehicle is determined according to the second vehicle speed upper limit.

[0095] In this step, the vehicle controller 900 determines the first driving torque of the vehicle according to the second upper speed limit. Exemplarily, the vehicle controller 900 can determine the first driving torque of the vehicle according to the second upper speed limit, and send a control signal of the driving torque to the motor controller of the motor assembly 50 to drive the motor to drive the wheels to run, and the vehicle enters a creeping state.

[0096] In summary, the disclosed embodiment provides a creep control method, which is applied to an electric vehicle, and the method includes: determining a first vehicle speed upper limit according to the slope angle data of the slope on which the vehicle is located; correcting the first vehicle speed upper limit according to the dynamic load data and adhesion coefficient of the vehicle to obtain a second vehicle speed upper limit; and determining a first driving torque of the vehicle according to the second vehicle speed upper limit. The disclosed embodiment comprehensively and dynamically outputs the driving torque according to multiple parameters such as vehicle driving data, dynamic load, adhesion coefficient, etc., so as to improve the stability and safety of the vehicle creeping on complex roads and unpaved roads.

[0097] Figure 3 FIG. 1 is a flow chart of a creep control method according to an exemplary embodiment. Figure 3 As shown, an embodiment of the present disclosure provides a creep control method, wherein determining a first vehicle speed upper limit according to the slope angle data of the slope on which the vehicle is located may include the following steps:

[0098] In step S1101, a first vehicle speed upper limit corresponding to the slope angle data of the slope where the vehicle is located is determined according to a mapping relationship between the slope angle data and the vehicle speed upper limit.

[0099] In this step, the vehicle controller 900 determines the first upper speed limit corresponding to the ramp angle data of the ramp where the vehicle is located according to the mapping relationship between the ramp angle data and the upper speed limit by looking up the table. Exemplarily, Table 1 is a possible mapping relationship table of ramp angle data and upper speed limits, wherein the data in the first row represents the ramp angle data as a percentage of the maximum gradeability of the vehicle, and the data in the second row represents the upper speed limit corresponding to the ramp angle data as a percentage of the possible creeping speed of the vehicle on flat ground, i.e., the first upper speed limit. For example, if the angle of the maximum gradeability of the vehicle is 30 degrees and the creeping speed on flat ground is 10 kilometers per hour, then if the climbing angle of the vehicle is 6 degrees (20%) at this time, the first upper speed limit corresponding to the table lookup is 10*80%=8 kilometers per hour.

[0100] Table 1

[0101]

[0102] Figure 4 FIG. 1 is a flow chart of a creep control method according to an exemplary embodiment. Figure 4 As shown, the embodiment of the present disclosure provides a creep control method, wherein the first vehicle speed upper limit is corrected according to the dynamic load data and adhesion coefficient of the vehicle to obtain the second vehicle speed upper limit, which may include the following steps:

[0103] In step S1201, a first vehicle speed correction coefficient corresponding to the dynamic load data of the vehicle is determined according to a mapping relationship between the dynamic load data and the vehicle speed correction coefficient.

[0104] In this step, the vehicle controller 900 determines the first vehicle speed correction coefficient corresponding to the dynamic load data of the vehicle by looking up the table according to the mapping relationship between the dynamic load data and the vehicle speed correction coefficient. For example, Table 2 is a possible mapping relationship table between the dynamic load data (vertical load) and the first vehicle speed correction coefficient, wherein mg is the maximum load value of the vehicle, and α is the actual angle data value of the current ramp of the vehicle.

[0105] Table 2

[0106]

[0107] In step S1202, a second vehicle speed correction coefficient corresponding to the vehicle's adhesion coefficient is determined according to a mapping relationship between the adhesion coefficient and the vehicle speed correction coefficient.

[0108] In this step, the vehicle controller 900 determines the second vehicle speed correction coefficient corresponding to the vehicle's adhesion coefficient by looking up a table according to the mapping relationship between the adhesion coefficient and the vehicle speed correction coefficient. Exemplarily, Table 3 is a possible mapping relationship table between the adhesion coefficient and the second vehicle speed correction coefficient, wherein the first row of data is the adhesion coefficient and the second row of data is the second vehicle speed correction coefficient.

[0109] Table 3

[0110] Adhesion coefficient 0 0.2 0.4 0.6 0.8 1 Second correction factor 0 0.6 0.7 0.8 0.9 1

[0111] In step S1203, a final vehicle speed correction coefficient is obtained according to the first vehicle speed correction coefficient and the second vehicle speed correction coefficient.

[0112] In this step, the vehicle controller 900 obtains a final vehicle speed correction coefficient according to the first vehicle speed correction coefficient and the second vehicle speed correction coefficient. For example, the product of the first vehicle speed correction coefficient and the second vehicle speed correction coefficient can be used as the final vehicle speed correction coefficient.

[0113] In step S1204, the second vehicle speed upper limit is determined according to the final vehicle speed correction coefficient and the first vehicle speed upper limit.

[0114] In this step, the vehicle controller 900 determines the second upper speed limit according to the final vehicle speed correction coefficient and the first upper speed limit. For example, the product of the final vehicle speed correction coefficient and the first upper speed limit can be used as the second upper speed limit.

[0115] Figure 5 FIG. 1 is a flow chart of a creep control method according to an exemplary embodiment. Figure 5 As shown, the embodiment of the present disclosure provides a creep control method, which may further include the following steps:

[0116] In step S210 , the first driving torque is output according to the second vehicle speed upper limit.

[0117] In this step, the vehicle controller 900 determines the first driving torque by looking up the table according to the second vehicle speed upper limit, and then uses the control signal of the first driving torque to control the motor assembly 50 to output the first driving torque to drive the wheels to operate, and the vehicle enters the creep mode. Exemplarily, Table 4 is a possible mapping relationship table of the second vehicle speed upper limit and the first driving torque, wherein the first row of data is the second vehicle speed upper limit, expressed as a percentage of the first vehicle speed upper limit (the percentage is the final vehicle speed correction coefficient), and the second row of data is the first driving torque.

[0118] Table 4

[0119]

[0120] In step S220, the front and rear axle driving torque distribution ratio is determined according to the ramp angle data.

[0121] In this step, the vehicle controller 900 determines the front and rear axle drive torque distribution ratio according to the ramp angle data. Exemplarily, Table 5 is a possible mapping relationship table of ramp angle data and front and rear axle drive torque distribution ratio, wherein the first row of data represents the ramp angle data as a percentage of the vehicle's maximum climbing ability, and the second row of data represents the ratio of the vehicle's front axle drive torque to the rear axle drive torque as the vehicle's rear axle drive torque distribution ratio.

[0122] Table 5

[0123]

[0124] In step S230, the driving torque of each wheel is determined according to the front and rear axle driving torque distribution ratio.

[0125] In this step, the vehicle controller 900 determines the driving torque of each wheel according to the front and rear axle driving torque distribution ratio. Exemplarily, the vehicle controller 900 determines the driving torque allocated to the front axle and the rear axle according to the front and rear axle driving torque distribution ratio, wherein the sum of the front axle and rear axle driving torque is equal to the first driving torque. Then, torque is distributed to each wheel according to the boundary torque of each wheel determined by the vertical load of each wheel and the adhesion coefficient of each wheel, wherein the boundary torque of each wheel is equal to the product of the vertical load of each wheel and the adhesion coefficient of each wheel.

[0126] For example, taking a vehicle having four wheels as an example, the possible distribution modes of the driving torque of each wheel can be referred to in Figure 5a-5c The sum of the left front wheel and right front wheel driving torques is equal to the torque allocated to the front axle, and the sum of the left rear wheel and right rear wheel driving torques is equal to the torque allocated to the rear axle.

[0127] Figure 6 FIG. 1 is a flow chart of a creep control method according to an exemplary embodiment. Figure 6 As shown, the embodiment of the present disclosure provides a creep control method, which may further include the following steps:

[0128] In step S310, the driving torque of each wheel is controlled to be less than or equal to the boundary torque of each wheel, wherein the boundary torque of each wheel is: the product of the vertical load of each wheel and the adhesion coefficient of each wheel.

[0129] In this step, the vehicle controller 900 controls the driving torque of each wheel to be less than or equal to the boundary torque of each wheel, wherein the boundary torque of each wheel is: the product of the vertical load of each wheel and the adhesion coefficient of each wheel. This can prevent the wheels from slipping, thereby improving the stability and safety of the vehicle's creeping.

[0130] Figure 7 FIG. 1 is a flow chart of a creep control method according to an exemplary embodiment. Figure 7 As shown, the embodiment of the present disclosure provides a creep control method, which may further include the following steps:

[0131] In step S410 , when the first driving torque is less than or equal to the peak driving torque of the motor assembly, the first driving torque is fully distributed to the motor assembly.

[0132] In this step, the vehicle controller 900 completely distributes the first driving torque to the motor assembly 50 when the first driving torque is less than or equal to the peak driving torque of the motor assembly 50 .

[0133] In step S420 , when the first driving torque is greater than the peak driving torque of the motor assembly, the creep function is exited.

[0134] In this step, the vehicle controller 900 exits the creep function when the first driving torque is greater than the peak driving torque of the motor assembly 50 .

[0135] In summary, the disclosed embodiment provides a creep control method, which is applied to an electric vehicle, and the method includes: determining a first vehicle speed upper limit according to the slope angle data of the slope on which the vehicle is located; correcting the first vehicle speed upper limit according to the dynamic load data and adhesion coefficient of the vehicle to obtain a second vehicle speed upper limit; and determining a first driving torque of the vehicle according to the second vehicle speed upper limit. The disclosed embodiment comprehensively and dynamically outputs the driving torque according to multiple parameters such as vehicle driving data, dynamic load, adhesion coefficient, etc., so as to improve the stability and safety of the vehicle creeping on complex roads and unpaved roads.

[0136] Figure 8 FIG. 8 is a block diagram of a creep control device 800 according to an exemplary embodiment. Figure 8 As shown, the embodiment of the present disclosure provides a creep control device, which is applied to an electric vehicle. The device may include the following modules:

[0137] A first determination module 810, configured to determine a first vehicle speed upper limit according to the slope angle data of the slope on which the vehicle is located;

[0138] A correction module 820, configured to correct the first vehicle speed upper limit according to the dynamic load data and the adhesion coefficient of the vehicle to obtain a second vehicle speed upper limit;

[0139] The second determination module 830 is configured to determine a first driving torque of the vehicle according to the second vehicle speed upper limit.

[0140] Optionally, the first determination module 810 is further configured to determine a first vehicle speed upper limit corresponding to the ramp angle data of the ramp on which the vehicle is located according to a mapping relationship between the ramp angle data and the vehicle speed upper limit.

[0141] Optionally, the correction module 820 is further configured to determine a first vehicle speed correction coefficient corresponding to the dynamic load data of the vehicle according to a mapping relationship between the dynamic load data and the vehicle speed correction coefficient;

[0142] Determining a second vehicle speed correction coefficient corresponding to the vehicle's adhesion coefficient according to a mapping relationship between the adhesion coefficient and the vehicle speed correction coefficient;

[0143] Obtaining a final vehicle speed correction coefficient according to the first vehicle speed correction coefficient and the second vehicle speed correction coefficient;

[0144] The second vehicle speed upper limit is determined according to the final vehicle speed correction coefficient and the first vehicle speed upper limit.

[0145] Optionally, the second determination module 830 further includes a distribution module, configured to output the first driving torque according to the second vehicle speed upper limit;

[0146] Determining the front and rear axle driving torque distribution ratio according to the ramp angle data;

[0147] The driving torque of each wheel is determined according to the front and rear axle driving torque distribution ratio.

[0148] Optionally, the distribution module is further used to control the driving torque of each wheel to be less than or equal to a boundary torque of each wheel, wherein the boundary torque of each wheel is: the product of the vertical load of each wheel and the adhesion coefficient of each wheel.

[0149] Optionally, the distribution module is further configured to distribute the first driving torque completely to the motor assembly when the first driving torque is less than or equal to the peak driving torque of the motor assembly;

[0150] When the first driving torque is greater than the peak driving torque of the motor assembly, the creep function is exited.

[0151] In summary, the disclosed embodiment provides a creep control device, which is applied to an electric vehicle, and the device includes: a first determination module, which is used to determine a first vehicle speed upper limit according to the slope angle data of the slope where the vehicle is located; a correction module, which is used to correct the first vehicle speed upper limit according to the dynamic load data and adhesion coefficient of the vehicle to obtain a second vehicle speed upper limit; and a second determination module, which is used to determine the first driving torque of the vehicle according to the second vehicle speed upper limit. The disclosed embodiment uses the first determination module to determine the first vehicle speed upper limit according to the slope angle data of the slope where the vehicle is located, uses the correction module to correct the first vehicle speed upper limit according to the dynamic load data and adhesion coefficient of the vehicle to obtain the second vehicle speed upper limit, uses the second determination module to determine the first driving torque of the vehicle according to the second vehicle speed upper limit, and uses the vehicle driving data, dynamic load, adhesion coefficient and other parameters to comprehensively output the driving torque dynamically, thereby improving the stability and safety of the vehicle creeping on complex roads and unpaved roads.

[0152] Regarding the device in the above embodiment, the specific manner in which each module performs operations has been described in detail in the embodiment of the method, and will not be elaborated here.

[0153] Fig. 9 FIG. 9 is a block diagram of a vehicle controller 900 according to an exemplary embodiment. Fig. 9 As shown, the vehicle controller 900 may include: a processor 901 and a memory 902. The vehicle controller 900 may also include one or more of a multimedia component 903, an input / output (I / O) interface 904, and a communication component 905.

[0154] The processor 901 is used to control the overall operation of the vehicle controller 900 to complete all or part of the steps in the creep control method described above. The memory 902 is used to store various types of data to support the operation of the vehicle controller 900. These data may include, for example, instructions for any application or method used to operate on the vehicle controller 900, and application-related data, such as contact data, sent and received messages, pictures, audio, video, etc. The memory 902 can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic memory, flash memory, disk or optical disk. The multimedia component 903 may include a screen and an audio component. The screen may be, for example, a touch screen, and the audio component is used to output and / or input audio signals. For example, the audio component may include a microphone for receiving external audio signals. The received audio signal may be further stored in the memory 902 or sent through the communication component 905. The audio component also includes at least one speaker for outputting audio signals. The I / O interface 904 provides an interface between the processor 901 and other interface modules, and the other interface modules may be keyboards, mice, buttons, etc. These buttons may be virtual buttons or physical buttons. The communication component 905 is used for wired or wireless communication between the vehicle controller 900 and other devices. Wireless communication, such as Wi-Fi, Bluetooth, Near Field Communication (NFC), 2G, 3G, 4G, NB-IOT, eMTC, or other 5G, etc., or a combination of one or more of them, is not limited here. Therefore, the corresponding communication component 905 may include: Wi-Fi module, Bluetooth module, NFC module, etc.

[0155] In an exemplary embodiment, the vehicle controller 900 can be implemented by one or more application specific integrated circuits (ASIC), digital signal processors (DSP), digital signal processing devices (DSPD), programmable logic devices (PLD), field programmable gate arrays (FPGA), controllers, microcontrollers, microprocessors or other electronic components to execute the above-mentioned creep control method.

[0156] In another exemplary embodiment, a computer-readable storage medium including program instructions is also provided, and when the program instructions are executed by a processor, the steps of the above-mentioned creep control method are implemented. For example, the computer-readable storage medium can be the above-mentioned memory 902 including program instructions, and the above-mentioned program instructions can be executed by the processor 901 of the vehicle controller 900 to complete the above-mentioned creep control method.

[0157] Fig.10 FIG. 1 is a block diagram of a vehicle 1000 according to an exemplary embodiment. Fig.10 As shown, the embodiment of the present disclosure also provides a vehicle, including the vehicle controller 900 described in the above embodiment. The vehicle controller 900 can dynamically output driving torque based on multiple parameters such as vehicle driving data, dynamic load, adhesion coefficient, etc., thereby improving the stability and safety of the vehicle's crawling on complex roads and unpaved roads.

[0158] The preferred embodiments of the present disclosure are described in detail above in conjunction with the accompanying drawings; however, the present disclosure is not limited to the specific details in the above embodiments. Within the technical concept of the present disclosure, a variety of simple modifications can be made to the technical solution of the present disclosure, and these simple modifications all fall within the protection scope of the present disclosure.

[0159] It should also be noted that the various specific technical features described in the above specific embodiments can be combined in any suitable manner without contradiction. In order to avoid unnecessary repetition, the present disclosure will not further describe various possible combinations.

[0160] In addition, various embodiments of the present disclosure may be arbitrarily combined, and as long as they do not violate the concept of the present disclosure, they should also be regarded as the contents disclosed by the present disclosure.

Claims

1. A creep control system, applied to electric vehicles, characterized in that: The creep control system comprises: A signal acquisition module, a dynamic load calculation module, an adhesion coefficient calculation module, a vehicle controller and a motor assembly, wherein the signal acquisition module, the dynamic load calculation module, the adhesion coefficient calculation module and the motor assembly are all connected to the vehicle controller; The signal acquisition module is used to collect the driving data of the vehicle and send the driving data to the vehicle controller; The dynamic load calculation module is used to calculate the real-time dynamic load data of all wheels of the vehicle, and send the real-time dynamic load data to the vehicle controller; The adhesion coefficient calculation module is used to calculate the adhesion coefficient of the contact area between all wheels of the vehicle and the ground, and send the adhesion coefficient to the vehicle controller; The vehicle controller is used to determine a first driving torque of the vehicle according to the received data, and send a control signal of the first driving torque to the motor assembly; The motor assembly is used to distribute the first driving torque to each wheel of the vehicle.

2. The creep control system according to claim 1, characterized in that: The motor assembly includes a plurality of drive units, each of which includes a motor controller and a motor. The motor controller is used to control the motor to output the first drive torque.

3. The creep control system according to claim 2, characterized in that: The motor includes a wheel-side motor or a wheel hub motor.

4. The creep control system according to claim 1, characterized in that: The driving data includes: At least one of acceleration data, braking data, vehicle mass, ramp angle data, and current vehicle speed data.

5. The creep control system according to claim 1, characterized in that: The creep control system further comprises an electronic stability system, and the electronic stability system is connected to the vehicle controller; The vehicle controller is also used to output a control signal of a second driving torque; The electronic stability system is used for converting the control signal of the second driving torque into a hydraulic control signal to drive the brake to perform hydraulic braking.

6. The creep control system according to claim 1, characterized in that: The creep control system also includes a creep function switch, which is connected to the vehicle controller. The vehicle controller is used to send a vehicle creep enable signal to the vehicle controller when it is turned on, and is used to turn off the creep function of the vehicle when it is turned off.

7. The creep control system according to any one of claims 1 to 6, characterized in that: The vehicle controller is used for: determining a first vehicle speed upper limit according to slope angle data of the slope on which the vehicle is located; Correcting the first vehicle speed upper limit according to the dynamic load data and the adhesion coefficient to obtain a second vehicle speed upper limit; A first driving torque of the vehicle is determined according to the second vehicle speed upper limit.

8. A creep control method, applied to an electric vehicle, characterized in that: The method comprises: determining a first vehicle speed upper limit according to slope angle data of the slope on which the vehicle is located; Correcting the first vehicle speed upper limit according to the dynamic load data and the adhesion coefficient of the vehicle to obtain a second vehicle speed upper limit; A first driving torque of the vehicle is determined according to the second vehicle speed upper limit.

9. The creep control method according to claim 8, characterized in that: Determining the first vehicle speed upper limit according to the slope angle data of the slope where the vehicle is located includes: According to the mapping relationship between the ramp angle data and the vehicle speed limit, a first vehicle speed limit corresponding to the ramp angle data of the ramp where the vehicle is located is determined.

10. The creep control method according to claim 8, characterized in that: The step of correcting the first vehicle speed upper limit according to the dynamic load data and the adhesion coefficient of the vehicle to obtain the second vehicle speed upper limit comprises: Determining a first vehicle speed correction coefficient corresponding to the dynamic load data of the vehicle according to a mapping relationship between the dynamic load data and the vehicle speed correction coefficient; Determining a second vehicle speed correction coefficient corresponding to the vehicle's adhesion coefficient according to a mapping relationship between the adhesion coefficient and the vehicle speed correction coefficient; Obtaining a final vehicle speed correction coefficient according to the first vehicle speed correction coefficient and the second vehicle speed correction coefficient; The second vehicle speed upper limit is determined according to the final vehicle speed correction coefficient and the first vehicle speed upper limit.

11. The creep control method according to claim 8, characterized in that: The method further comprises: outputting the first driving torque according to the second vehicle speed upper limit; Determining the front and rear axle driving torque distribution ratio according to the ramp angle data; The driving torque of each wheel is determined according to the front and rear axle driving torque distribution ratio.

12. The creep control method according to claim 11, characterized in that: The method further comprises: The driving torque of each wheel is controlled to be less than or equal to a boundary torque of each wheel, wherein the boundary torque of each wheel is: the product of the vertical load of each wheel and the adhesion coefficient of each wheel.

13. The creep control method according to claim 8, characterized in that: The method further comprises: When the first driving torque is less than or equal to the peak driving torque of the motor assembly, completely distributing the first driving torque to the motor assembly; When the first driving torque is greater than the peak driving torque of the motor assembly, the creep function is exited.

14. A creep control device, applied to an electric vehicle, characterized in that: The device comprises: A first determination module, configured to determine a first vehicle speed upper limit according to slope angle data of the slope on which the vehicle is located; a correction module, configured to correct the first vehicle speed upper limit according to the dynamic load data and the adhesion coefficient of the vehicle to obtain a second vehicle speed upper limit; The second determination module is configured to determine a first driving torque of the vehicle according to the second vehicle speed upper limit.

15. A non-transitory computer-readable storage medium having a computer program stored thereon, characterized in that: When the program is executed by a processor, the steps of the method described in any one of claims 8 to 13 are implemented.

16. A vehicle controller, characterized in that: include: a memory having a computer program stored thereon; A processor, configured to execute the computer program in the memory to implement the steps of the method according to any one of claims 8 to 13.

17. A vehicle, characterized in that: Including the vehicle controller as described in claim 16.

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