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

Abstract

The present disclosure relates to a kind of creeping control system, method, device, storage medium and vehicle controller, applied to electric vehicle, the creeping control system includes: signal acquisition module, dynamic load calculation module, attachment coefficient calculation module, vehicle controller and motor assembly, the signal acquisition module, dynamic load calculation module, attachment coefficient calculation module and the motor assembly are all connected with the vehicle controller.This embodiment of the present disclosure dynamically outputs driving torque according to vehicle travel data, dynamic load, attachment coefficient and other parameters to improve the stability and safety of vehicle creeping on complex road surface and non-paved road surface.

Description

TECHNICAL FIELD

[0001] The present disclosure relates to the technical field of vehicle control, in particular to a crawling control system, method, device, storage medium and vehicle controller. BACKGROUND

[0002] One of the scenarios in which an electric vehicle is used is low-speed crawling. The crawling state of the vehicle refers to a state in which the vehicle is stably driven at a low speed when the accelerator pedal and the brake pedal are not stepped on by the user when the vehicle is driven at a low speed. The low-speed crawling can be used for following a vehicle, climbing a slope, parking and other situations requiring stable low-speed driving without the user controlling the accelerator pedal or the brake pedal.

[0003] However, the current crawling function of the electric vehicle can only achieve uniform speed driving control in a good road environment. For complex road surfaces, such as water accumulation, snow accumulation, icing and potholed road surfaces, and non-paved road surfaces, such as off-road surfaces, the crawling function has insufficient applicability and cannot provide stability and safety for the vehicle to crawl on such road surfaces. SUMMARY

[0004] The purpose of the present disclosure is to provide a crawling control system, method, device, storage medium and vehicle controller that can adapt to complex road surfaces and non-paved road surfaces and improve the stability and safety of the vehicle crawling on complex road surfaces and non-paved road surfaces.

[0005] To achieve the above purpose, according to a first aspect of an embodiment of the present disclosure, a crawling control system is provided, which is applied to an electric vehicle, and the crawling control system comprises:

[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 connected to the vehicle controller;

[0007] The signal acquisition module is configured to acquire driving data of the vehicle and send the driving data to the vehicle controller.

[0008] The dynamic load calculation module is configured to calculate 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 configured to calculate an adhesion coefficient of a 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 configured 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 configured to distribute the first driving torque to each wheel of the vehicle.

[0012] Optionally, the motor assembly comprises a plurality of driving units, each of the driving units comprising a motor controller and a motor, the motor controller being configured to control the motor to output the first driving torque.

[0013] Optionally, the motor comprises an in-wheel motor or a hub motor.

[0014] Optionally, the driving data comprises:

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

[0016] Optionally, the crawling control system further comprises an electronic stability system connected to the vehicle controller.

[0017] The vehicle controller is further configured to output a control signal of a second driving torque.

[0018] The electronic stability system is configured to convert the control signal of the second driving torque into a hydraulic control signal to drive a hydraulic brake.

[0019] Optionally, the crawling control system further comprises a crawling function switch connected to the vehicle controller, the vehicle controller being configured to send a vehicle crawling enable signal to the vehicle controller when the crawling function switch is turned on, and to turn off the crawling function of the vehicle when the crawling function switch is turned off.

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

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

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

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

[0024] According to a second aspect of the embodiments of the present disclosure, a crawling control method is provided, applied to an electric vehicle, the method comprising:

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

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

[0027] determining a first driving torque of the vehicle according to the second speed upper limit.

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

[0029] determining the first speed upper limit corresponding to the slope angle data of the slope where the vehicle is located according to a mapping relationship between the slope angle data and the speed upper limit.

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

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

[0032] determining a second speed correction coefficient corresponding to the adhesion coefficient of the vehicle according to a mapping relationship between the adhesion coefficient and the speed correction coefficient;

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

[0034] determining the second speed upper limit according to the final speed correction coefficient and the first speed upper limit.

[0035] Optionally, the method further comprises:

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

[0037] determining a front-rear axle driving torque distribution ratio according to the slope angle data;

[0038] determining a driving torque of each wheel according to the front-rear axle driving torque distribution ratio.

[0039] Optionally, the method further comprises:

[0040] controlling 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 a product of a vertical load of each wheel and an adhesion coefficient of each wheel.

[0041] Optionally, the method further comprises:

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

[0043] when the first driving torque is greater than the peak driving torque of the motor assembly, exiting a crawling function.

[0044] According to a third aspect of the embodiments of the present disclosure, there is provided a creeping control device applied to an electric vehicle, the device comprising:

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

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

[0047] a second determining module 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 the embodiments of the present disclosure, there is provided a non-transitory computer readable storage medium having a computer program stored thereon, the program being executed by a processor to implement the steps of any of the methods of the second aspect.

[0049] According to a fifth aspect of the embodiments of the present disclosure, there is provided a vehicle control unit, comprising:

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

[0051] a processor configured to execute the computer program in the memory to implement the steps of any of the methods of the second aspect.

[0052] According to a sixth aspect of the embodiments of the present disclosure, there is provided a vehicle comprising the vehicle control unit of the fifth aspect.

[0053] In summary, the embodiment of the present disclosure provides a crawling control system applied to an electric vehicle, the crawling control system comprising: a signal acquisition module, a dynamic load calculation module, an adhesion coefficient calculation module, a vehicle controller and a motor assembly, the signal acquisition module, the dynamic load calculation module, the adhesion coefficient calculation module and the motor assembly being connected with the vehicle controller; the signal acquisition module is configured to acquire driving data of the vehicle and send the driving data to the vehicle controller; the dynamic load calculation module is configured to calculate 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 configured to calculate adhesion coefficients of contact areas of all wheels of the vehicle and send the adhesion coefficients to the vehicle controller; the vehicle controller is configured 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; and the motor assembly is configured to distribute the first driving torque to each wheel of the vehicle. The embodiment of the present disclosure dynamically outputs a driving torque according to various parameters such as vehicle driving data, dynamic load and adhesion coefficient, so as to improve the stability and safety of the vehicle in complex road surface and non-paved road surface crawling.

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

[0055] The accompanying drawings are included to provide a further understanding of the present disclosure and constitute a part of the specification, which together with the detailed description, serve to explain the present disclosure. In the drawings:

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

[0057] Figure 2 FIG. 2 is a flowchart of a crawling control method according to an exemplary embodiment.

[0058] Figure 3 FIG. 3 is a flowchart of a crawling control method according to an exemplary embodiment.

[0059] Figure 4 FIG. 4 is a flowchart of a crawling control method according to an exemplary embodiment.

[0060] Figure 5 FIG. 5 is a flowchart of a crawling control method according to an exemplary embodiment.

[0061] Figure 5a FIG. 6 is a schematic diagram of a driving torque distribution mode according to an exemplary embodiment.

[0062] Figure 5b is a schematic diagram of a drive torque distribution manner according to an example embodiment.

[0063] Figure 5c is a schematic diagram of a drive torque distribution manner according to an example embodiment.

[0064] Figure 6 is a flowchart of a crawling control method according to an example embodiment.

[0065] Figure 7 is a flowchart of a crawling control method according to an example embodiment.

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

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

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

[0069] The specific embodiments of the present disclosure will be described hereinafter with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are merely illustrative and explanatory and are not intended to limit the disclosure.

[0070] The example embodiments will be described in detail herein below with reference to the accompanying drawings. In the following description, the same numbers refer to the same elements in all the drawings, unless otherwise described. The embodiments described in the following example embodiments do not represent all the embodiments consistent with the present disclosure. Rather, they are merely examples of apparatuses and methods consistent with some aspects of the present disclosure, as detailed in the appended claims.

[0071] It should be understood that the term “comprises” and variations of the term “comprises” used herein are open-ended, meaning “includes but not limited to”. The term “based on” is intended to mean “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”. Related definitions are given throughout the description.

[0072] It should be noted that the concepts of "first," "second," etc., mentioned in this disclosure are used only to distinguish different devices, modules, or units, and are not used to limit the order of functions performed by these devices, modules, or units or their interdependencies. The modifiers "a" and "a plurality of" mentioned in this disclosure are illustrative rather than restrictive, and those skilled in the art should understand that, unless explicitly stated in the context, they should be understood as "one or more." In the description of this disclosure, unless otherwise stated, "a plurality of" means two or more, and other quantifiers are similar; "at least one," "one or more," or similar expressions refer to any combination of these items, including any combination of single or multiple items.

[0073] Although operations or steps are described in a specific order in the accompanying drawings in the embodiments of this disclosure, it should not be construed as requiring these operations or steps to be performed in the specific order or serial order shown, or requiring all of the shown operations or steps to be performed to obtain the desired result. In the embodiments of this disclosure, these operations or steps may be performed serially; they may be performed in parallel; or a portion of these operations or steps may be performed.

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

[0075] First, the application scenarios of this disclosure will be explained. The purpose of developing vehicle crawl control is to free the driver's feet, allowing the driver to focus solely on steering, reducing driver procedures and fatigue, and improving driving safety and comfort. Currently, most vehicle crawl control methods are designed for paved roads with good conditions and relatively uniform adhesion coefficients. However, they are not suitable for complex road surfaces with varying adhesion coefficients, large differences in dynamic loads on each wheel and adhesion coefficients between the tire and the ground, such as waterlogged, icy, or potholed surfaces, or unpaved roads, such as off-road surfaces. Existing crawl control methods do not fully consider the influence of road adhesion in their drive and braking control, and their design principles for the upper limit of target crawl speed are too simplistic, failing to provide stability and safety for vehicles crawling on such surfaces.

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

[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 are connected with the vehicle controller 900.

[0078] The signal acquisition module 10 is configured to acquire driving data of the vehicle and send the driving data to the vehicle controller 900; the dynamic load calculation module 20 is configured to calculate real-time dynamic load data of all wheels of the vehicle and send the real-time dynamic load data to the vehicle controller 900; the adhesion coefficient calculation module 30 is configured to calculate adhesion coefficients of contact areas between all wheels of the vehicle and the ground and send the adhesion coefficients to the vehicle controller 900; the vehicle controller 900 is configured 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 50; and the motor assembly 50 is configured to distribute the first driving torque to each wheel of the vehicle.

[0079] In summary, the embodiment of the present disclosure provides a crawling control system applied to an electric vehicle, which 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 connected with the vehicle controller; the signal acquisition module is configured to acquire driving data of the vehicle and send the driving data to the vehicle controller; the dynamic load calculation module is configured to calculate 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 configured to calculate adhesion coefficients of contact areas between all wheels of the vehicle and the ground and send the adhesion coefficients to the vehicle controller; the vehicle controller is configured 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; and the motor assembly is configured to distribute the first driving torque to each wheel of the vehicle. The embodiment of the present disclosure can improve the stability and safety of the vehicle in crawling on complex road surfaces and non-paved road surfaces by comprehensively outputting the driving torque according to the vehicle driving data, the dynamic load, the adhesion coefficient and other parameters.

[0080] In some embodiments, the motor assembly 50 can include a plurality of drive units (not shown in the figure), each of which includes a motor controller (not shown in the figure) and a motor (not shown in the figure), the motor controller being configured to control the motor to output a first driving torque. For example, the number of the plurality of drive units can be consistent with the number of wheels of the vehicle, so that each wheel can be independently driven, which is beneficial to improve the passability of the vehicle and reduce the energy consumption of the vehicle.

[0081] In some embodiments, the motor can include a wheel-side motor or a hub motor. The wheel-side motor is currently the most widely used in electric vehicles, but the hub motor is a development trend because it has higher driving efficiency.

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

[0083] In some embodiments, the crawling control system further includes an electronic stability system 60 connected to the vehicle controller 900, the vehicle controller 900 being further configured to output a control signal of a second driving torque, and the electronic stability system 60 being configured to convert the control signal of the second driving torque into a hydraulic control signal to drive the brake 70 to hydraulic brake. For example, when the first driving torque actually acts on the vehicle, if the vehicle speed exceeds a limited vehicle speed, 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 to hydraulic brake, so as to reduce the vehicle speed to a safe speed.

[0084] In some embodiments, the crawling control system further includes a crawling function switch 80 connected to the vehicle controller 900, the vehicle controller 900 being configured to send a vehicle crawling enable signal to the vehicle controller 900 when the crawling function switch 80 is turned on, and being configured to turn off the crawling function of the vehicle when the crawling function switch 80 is turned off. For example, the driver can turn on the crawling function switch 80 to start the crawling function of the vehicle when the vehicle needs to crawl, for example, when following a vehicle, climbing a slope, moving a warehouse, etc., and can turn off the crawling function switch 80 to exit the crawling function of the vehicle according to actual needs.

[0085] In some embodiments, the vehicle controller 900 is configured to determine the first vehicle speed upper limit according to the slope angle data of the slope where the vehicle is located. For example, the vehicle controller 900 can determine the first vehicle speed upper limit corresponding to the slope angle data of the slope where the vehicle is located according to a mapping relationship between the slope angle data and the vehicle speed upper limit.

[0086] The first vehicle speed upper limit is corrected according to the dynamic load data and the adhesion coefficient to obtain a second vehicle speed upper limit. For example, the vehicle controller 900 can obtain a vehicle speed correction coefficient according to a 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 vehicle speed upper limit. For example, the vehicle controller 900 can determine the first driving torque of the vehicle according to the second vehicle speed upper limit, and send a control signal of the driving torque to a motor controller of the motor assembly 50 to drive the motor to drive the wheels to rotate, so that the vehicle enters the crawling state.

[0088] In summary, the crawling control system according to the embodiments of the present disclosure 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, a vehicle controller and a motor assembly. The signal acquisition module, the dynamic load calculation module, the adhesion coefficient calculation module and the motor assembly are connected to the vehicle controller. The signal acquisition module is configured to acquire driving data of the vehicle and send the driving data to the vehicle controller. The dynamic load calculation module is configured to calculate 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 configured to calculate adhesion coefficients of contact areas between all wheels of the vehicle and the ground and send the adhesion coefficients to the vehicle controller. The vehicle controller is configured 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 configured to distribute the first driving torque to each wheel of the vehicle. According to the embodiments of the present disclosure, the driving torque is dynamically output according to the driving data of the vehicle, the dynamic load, the adhesion coefficient and other parameters, so that the stability and safety of the vehicle in the crawling state on complex roads and non-paved roads can be improved.

[0089] Figure 2 is a flowchart of a crawling control method according to an exemplary embodiment. As shown in Figure 2 The crawling control method according to the embodiments of the present disclosure is applied to an electric vehicle, and the method can comprise the following steps:

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

[0091] In this step, the vehicle control unit 900 determines the first vehicle speed upper limit according to the slope angle data of the slope where the vehicle is located. For example, the vehicle control unit 900 can determine the first vehicle speed upper limit corresponding to the slope angle data of the slope where the vehicle is located according to a mapping relationship between the slope angle data and the vehicle speed upper limit.

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

[0093] In this step, the vehicle control unit 900 corrects 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. For example, the vehicle control unit 900 can obtain a vehicle speed correction coefficient according to a 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. It is worth mentioning that the second vehicle speed upper limit can dynamically change according to 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 control unit 900 determines the first driving torque of the vehicle according to the second vehicle speed upper limit. For example, the vehicle control unit 900 can determine the first driving torque of the vehicle according to the second vehicle speed upper limit, and send a control signal of the driving torque to a motor controller of the motor assembly 50 to drive the motor to drive the wheels to rotate, so that the vehicle enters the crawling state.

[0096] In summary, the embodiment of the present disclosure provides a crawling control method applied to an electric vehicle, which comprises the following steps: determining a first vehicle speed upper limit according to slope angle data of a slope where the vehicle is located; correcting the first vehicle speed upper limit according to dynamic load data and an 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. According to the crawling control method, the driving torque is dynamically outputted according to various parameters such as vehicle driving data, dynamic load, and adhesion coefficient, so that the stability and safety of the vehicle in the crawling state on complex road surfaces and non-paved road surfaces can be improved.

[0097] Figure 3 is a flowchart of a crawling control method according to an exemplary embodiment. As shown in Figure 3 The embodiment of the present disclosure provides a crawling control method, wherein the step of determining a first vehicle speed upper limit according to slope angle data of a slope where the vehicle is located can comprise the following steps:

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

[0099] In this step, the vehicle controller 900 determines the first upper limit of vehicle speed 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 limit of vehicle speed. For example, Table 1 is a possible mapping relationship table between the ramp angle data and the upper limit of vehicle speed, in which the data in the first row represents the ramp angle data in percentage of the maximum climbing ability of the vehicle, and the data in the second row represents the upper limit of vehicle speed corresponding to the ramp angle data, i.e., the first upper limit of vehicle speed, in percentage of the possible creeping speed of the vehicle on flat ground. For example, if the angle of the maximum climbing ability of the vehicle is 30 degrees, and the creeping speed on flat ground is 10 km / h, then if the climbing angle of the vehicle is 6 degrees (20%) at this time, the corresponding first upper limit of vehicle speed is 10*80% = 8 km / h according to the table.

[0100] Table 1

[0101]

[0102] Figure 4 is a flowchart of a creeping control method according to an exemplary embodiment. As shown in Figure 4 The present disclosure provides a creeping control method, wherein the first upper limit of vehicle speed is corrected according to the dynamic load data and the adhesion coefficient of the vehicle to obtain a second upper limit of vehicle speed, which can include the following steps:

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

[0104] In this step, the vehicle controller 900 determines the first vehicle speed correction coefficient corresponding to the dynamic load data of the vehicle 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, in which mg is the maximum load value of the vehicle, and a is the actual angle data value of the current ramp of the vehicle.

[0105] Table 2

[0106]

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

[0108] In this step, the vehicle controller 900 determines the second vehicle speed correction coefficient corresponding to the adhesion coefficient of the vehicle according to the mapping relationship between the adhesion coefficient and the vehicle speed correction coefficient. For example, Table 3 is a possible mapping relationship table between the adhesion coefficient and the second vehicle speed correction coefficient, in which 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 coefficient 0 0.6 0.7 0.8 0.9 1

[0111] In step S1203, the 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 the 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 taken 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 vehicle speed upper limit according to the final vehicle speed correction coefficient and the first vehicle speed upper limit. For example, the product of the final vehicle speed correction coefficient and the first vehicle speed upper limit can be taken as the second vehicle speed upper limit.

[0115] Figure 5 Fig. 1 is a flow chart of a crawling control method according to an exemplary embodiment. As shown in Fig. 1, the crawling control method provided by the present disclosure can include the following steps: Figure 5

[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 according to the second vehicle speed upper limit, and then controls the motor assembly 50 to output the first driving torque to drive the wheels to rotate, so that the vehicle enters the crawling mode. For example, Table 4 is a possible mapping relationship table between the second vehicle speed upper limit and the first driving torque, in which the first row of data is the second vehicle speed upper limit, expressed as a percentage of the first vehicle speed upper limit (i.e. 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-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-rear axle driving torque distribution ratio according to the ramp angle data by table lookup. For example, Table 5 is a possible mapping table of ramp angle data and front-rear axle driving torque distribution ratio, wherein the data in the first row represents the ramp angle data in percentage of the maximum ramping capability of the vehicle, and the data in the second row represents the ratio of the front axle driving torque to the rear axle driving torque of the vehicle.

[0122] Table 5

[0123]

[0124] In step S230, the driving torque of each wheel is determined according to the front-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-rear axle driving torque distribution ratio. For example, the vehicle controller 900 determines the driving torque distributed to the front axle and the rear axle respectively according to the front-rear axle driving torque distribution ratio, wherein the sum of the driving torque of the front axle and the rear axle is equal to the first driving torque. Then, the driving torque of each wheel is distributed according to the boundary torque of each wheel determined according to 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 with four wheels as an example, the possible driving torque distribution modes of each wheel can be seen from Table 6 Figures 5a-5c , wherein the sum of the driving torque of the left front wheel and the right front wheel is equal to the driving torque distributed to the front axle, and the sum of the driving torque of the left rear wheel and the right rear wheel is equal to the driving torque distributed to the rear axle.

[0127] Figure 6 is a flowchart of a crawling control method according to an example embodiment. As shown in Figure 6 , the disclosure embodiment provides a crawling control method, which can 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, where 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 wheel slip and thus improve the stability and safety of vehicle crawling.

[0130] Figure 7 is a flowchart of a crawling control method according to an example embodiment. As shown in Figure 7 the disclosure embodiments provide a crawling control method, which can 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 fully 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 crawling function is exited.

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

[0135] In summary, the disclosure embodiments provide a crawling control method applied to an electric vehicle, which includes: determining a first vehicle speed upper limit according to slope angle data of a slope where the vehicle is located; correcting the first vehicle speed upper limit according to 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 disclosure embodiments dynamically output the driving torque according to various parameters such as vehicle driving data, dynamic load, and adhesion coefficient, thereby improving the stability and safety of vehicle crawling on complex road surfaces and non-paved road surfaces.

[0136] Figure 8 is a block diagram of a crawling control device 800 according to an example embodiment. As shown in Figure 8 the disclosure embodiments provide a crawling control device applied to an electric vehicle, which can include the following modules:

[0137] The first determination module 810 is configured to determine a first vehicle speed upper limit according to slope angle data of a slope where the vehicle is located.

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

[0139] The second determination module 830 is configured to determine the 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 the first vehicle speed upper limit corresponding to the slope angle data of the slope on which the vehicle is located according to a mapping relationship between the slope angle data and the vehicle speed upper limit.

[0141] Optionally, the correction module 820 is further configured to determine the 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] determine the second vehicle speed correction coefficient corresponding to the adhesion coefficient of the vehicle according to a mapping relationship between the adhesion coefficient and the vehicle speed correction coefficient.

[0143] obtain a final vehicle speed correction coefficient according to the first vehicle speed correction coefficient and the second vehicle speed correction coefficient.

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

[0145] Optionally, the second determination module 830 further includes an allocation module configured to output the first driving torque according to the second vehicle speed upper limit.

[0146] determine a front-rear axle driving torque distribution ratio according to the slope angle data.

[0147] determine the driving torque of each wheel according to the front-rear axle driving torque distribution ratio.

[0148] Optionally, the allocation module is further configured to control the driving torque of each wheel to be less than or equal to a boundary torque of each wheel, where the boundary torque of each wheel is a product of a vertical load of each wheel and an adhesion coefficient of each wheel.

[0149] Optionally, the allocation module is further configured to, when the first driving torque is less than or equal to a peak driving torque of a motor assembly, completely allocate the first driving torque to the motor assembly.

[0150] when the first driving torque is greater than the peak driving torque of the motor assembly, exit the crawling function.

[0151] In summary, the embodiment of the present disclosure provides a creeping control device applied to an electric vehicle, the device comprising: a first determining module configured to determine a first vehicle speed upper limit according to slope angle data of a slope where the vehicle is located; a correction module configured to correct the first vehicle speed upper limit according to dynamic load data and an adhesion coefficient of the vehicle to obtain a second vehicle speed upper limit; and a second determining module configured to determine a first driving torque of the vehicle according to the second vehicle speed upper limit. The embodiment of the present disclosure determines the first vehicle speed upper limit according to the slope angle data of the slope where the vehicle is located by using the first determining module, corrects the first vehicle speed upper limit according to the dynamic load data and the adhesion coefficient of the vehicle by using the correction module to obtain the second vehicle speed upper limit, and determines the first driving torque of the vehicle according to the second vehicle speed upper limit by using the second determining module, so as to dynamically output the driving torque according to various parameters such as vehicle driving data, dynamic load, and adhesion coefficient, thereby improving the stability and safety of the vehicle when creeping on complex road surfaces and non-paved road surfaces.

[0152] As to the device in the above-mentioned embodiments, the specific manner in which each module performs operations has been described in detail in the embodiments of the method, and will not be described in detail here.

[0153] Figure 9 is a block diagram of a vehicle control unit 900 according to an exemplary embodiment. As shown in Figure 9 the vehicle control unit 900 can include a processor 901, a memory 902. The vehicle control unit 900 can 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 configured to control overall operations of the vehicle controller 900 to complete all or part of the steps of the above-described crawling control method. The memory 902 is configured to store various types of data to support operations of the vehicle controller 900. For example, the data can include instructions of any application or method operating on the vehicle controller 900, and application-related data such as contact data, sent and received messages, pictures, audio, video, and the like. 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, magnetic disk or optical disk. The multimedia component 903 can include a screen and an audio component. The screen can be a touch screen, for example. The audio component is configured to output and / or input audio signals. For example, the audio component can include a microphone configured to receive external audio signals. The received audio signals can be further stored in the memory 902 or transmitted through the communication component 905. The audio component also includes at least one speaker configured to output audio signals. The I / O interface 904 provides an interface between the processor 901 and other interface modules, which can be a keyboard, a mouse, a button, and the like. The buttons can be virtual buttons or physical buttons. The communication component 905 is configured to perform wired or wireless communication between the vehicle controller 900 and other devices. The wireless communication, such as Wi-Fi, Bluetooth, near field communication (NFC), 2G, 3G, 4G, NB-IOT, eMTC, or other 5G, and the like, or a combination of one or more of them, is not limited herein. Therefore, the communication component 905 can include a Wi-Fi module, a Bluetooth module, an NFC module, and the like.

[0155] In an exemplary embodiment, the vehicle controller 900 can be implemented by one or more of an Application Specific Integrated Circuit (ASIC), a Digital Signal Processor (DSP), a Digital Signal Processing Device (DSPD), a Programmable Logic Device (PLD), a Field Programmable Gate Array (FPGA), a controller, a microcontroller, a microprocessor, or other electronic elements, for executing the above-described method for controlling vehicle creeping.

[0156] In another exemplary embodiment, a computer-readable storage medium including program instructions is also provided, which, when executed by a processor, implement the steps of the above-described method for controlling vehicle creeping. For example, the computer-readable storage medium can be the above-described memory 902 including program instructions, which can be executed by the processor 901 of the vehicle controller 900 to complete the above-described method for controlling vehicle creeping.

[0157] Figure 10 is a block diagram of a vehicle 1000 according to an exemplary embodiment. As shown in Figure 10 The embodiments of the present disclosure also provide a vehicle, which includes the above-described vehicle controller 900. The vehicle controller 900 can dynamically output a driving torque according to various parameters such as vehicle driving data, dynamic load, and adhesion coefficient, so as to improve the stability and safety of the vehicle when creeping on complex road surfaces and non-paved road surfaces.

[0158] The preferred embodiments of the present disclosure are described in detail above with reference to the drawings, but the present disclosure is not limited to the specific details in the above-described embodiments. Within the technical concept of the present disclosure, various simple modifications can be made to the technical solutions of the present disclosure, and these simple modifications all belong to the protection scope of the present disclosure.

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

[0160] Furthermore, various different embodiments of the present disclosure can also be combined in any appropriate manner, as long as they do not contradict the idea of the present disclosure, and they should also be considered as disclosed by the present disclosure.

Claims

1. A crawling control system applied to an electric vehicle, characterized by, The crawling control system comprises: The signal acquisition module, the dynamic load calculation module, the adhesion coefficient calculation module, the vehicle controller and the motor assembly, the signal acquisition module, the dynamic load calculation module, the adhesion coefficient calculation module and the motor assembly are connected with the vehicle controller; The signal acquisition module is used for collecting driving data of the vehicle and sending the driving data to the vehicle controller; the driving data includes at least one of acceleration data, braking data, vehicle mass, slope angle data and current vehicle speed data; The dynamic load calculation module is used for calculating real-time dynamic load data of all wheels of the vehicle and sending the dynamic load data to the vehicle controller; The adhesion coefficient calculation module is used for calculating adhesion coefficients of contact areas between all wheels of the vehicle and the ground and sending the adhesion coefficients to the vehicle controller; The vehicle controller is used for determining a first driving torque of the vehicle according to the received data and sending a control signal of the first driving torque to the motor assembly; The motor assembly is used for distributing the first driving torque to each wheel of the vehicle; The vehicle controller is used for: determining a first vehicle speed upper limit according to the slope angle data of the slope where the vehicle is located; correcting the first vehicle speed upper limit according to the dynamic load data and the adhesion coefficients to obtain a second vehicle speed upper limit; determining a first driving torque of the vehicle according to the second vehicle speed upper limit.

2. The control system for crawling according to claim 1, characterized in that, The motor assembly comprises a plurality of driving units, each driving unit comprises a motor controller and a motor, and the motor controller is used for controlling the motor to output the first driving torque.

3. The control system of claim 2, wherein, The motor comprises an in-wheel motor or a hub motor.

4. The crawling control system according to claim 1, characterized by, The crawling control system further comprises an electronic stability system connected with the vehicle controller; The vehicle controller is further used for outputting 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 a brake hydraulic brake.

5. The crawling control system according to claim 1, characterized by, The crawling control system further comprises a crawling function switch connected with the vehicle controller, the vehicle controller is used for sending a vehicle crawling enable signal to the vehicle controller when the vehicle controller is turned on, and the vehicle controller is used for turning off the crawling function of the vehicle when the vehicle controller is turned off.

6. A crawling control method applied to an electric vehicle, characterized by, The method comprises: determining a first vehicle speed upper limit according to the slope angle data of the slope where the vehicle is located; correcting the first vehicle speed upper limit according to the dynamic load data and the adhesion coefficients of the vehicle to obtain a second vehicle speed upper limit; the dynamic load data is real-time dynamic load data of all wheels of the vehicle; determining a first driving torque of the vehicle according to the second vehicle speed upper limit.

7. The crawling control method according to claim 6, characterized by, The determination of the first vehicle speed upper limit according to the slope angle data of the slope where the vehicle is located comprises: determining the first vehicle speed upper limit corresponding to the slope angle data of the slope where the vehicle is located according to a mapping relationship between the slope angle data and the vehicle speed upper limit.

8. The crawling control method according to claim 6, characterized by, The correction of the first vehicle speed upper limit according to the dynamic load data and the adhesion coefficients of the vehicle to obtain a second vehicle speed upper limit comprises: According to the mapping relationship between the dynamic load data and the vehicle speed correction coefficient, a first vehicle speed correction coefficient corresponding to the dynamic load data of the vehicle is determined; According to the mapping relationship between the adhesion coefficient and the vehicle speed correction coefficient, a second vehicle speed correction coefficient corresponding to the adhesion coefficient of the vehicle is determined; According to the first vehicle speed correction coefficient and the second vehicle speed correction coefficient, a final vehicle speed correction coefficient is obtained; According to the final vehicle speed correction coefficient and the first vehicle speed upper limit, the second vehicle speed upper limit is determined.

9. The crawling control method according to claim 6, characterized by, The method further comprises: According to the second vehicle speed upper limit, the first driving torque is outputted; According to the slope angle data, a front-rear axle driving torque distribution ratio is determined; According to the front-rear axle driving torque distribution ratio, the driving torque of each wheel is determined.

10. The crawling control method according to claim 9, characterized by, The method further comprises: 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.

11. The crawling control method according to claim 6, characterized by, The method further comprises: When the first driving torque is less than or equal to the peak driving torque of the motor assembly, the first driving torque is completely distributed to the motor assembly; When the first driving torque is greater than the peak driving torque of the motor assembly, the crawling function is exited.

12. A crawling control device applied to an electric vehicle, characterized by, The device comprises: A first determination module for determining a first vehicle speed upper limit according to the slope angle data of the slope where the vehicle is located; A correction module for 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; the dynamic load data is the real-time dynamic load data of all wheels of the vehicle; A second determination module for determining the first driving torque of the vehicle according to the second vehicle speed upper limit.

13. A non-transitory computer-readable storage medium having stored thereon a computer program, characterized in that, The program is executed by the processor to realize the steps of the method of any one of claims 6-11.

14. A vehicle control unit, characterized by, Comprise: A memory having a computer program stored thereon; A processor for executing the computer program in the memory to realize the steps of the method of any one of claims 6-11.

15. A vehicle characterized by comprising: The whole vehicle controller of claim 14 is included.

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