Method and device for controlling single-pedal vehicle

Abstract

The invention discloses a single-pedal vehicle control method and device. According to the actual mass, the actual vehicle speed, the actual deceleration and the target vehicle speed of the single-pedal vehicle, a feed-forward item and a proportional-integral adjusting item of motor closed-loop torque are obtained, then according to the actual torque, the speed ratio, the tire radius and the actual deceleration of the motor, a road resistance item is obtained, and the sum of the three items serves as the required torque of the motor. And through comparison of the actual deceleration and the target deceleration and the actual vehicle speed, the vehicle is controlled in the mode that the actual torque of the motor is controlled to be the torque required by the motor or in the mode of mechanical auxiliary braking. Compared with the prior art, the method can better fit different states and different working conditions of the vehicle, and the obtained result is more accurate. And a mechanical braking auxiliary function is added aiming at part of working conditions, so that the braking torque is accurately controlled, and stable parking under various working conditions is realized.

Description

Technical Field

[0001] The present application relates to the technical field of automobile power control, and in particular to a method and device for controlling a single-pedal vehicle. Background Art

[0002] With the continuous advancement of science and technology, new energy vehicle technology has made significant progress. The single-pedal function integrates driving and braking on one pedal. The driver only needs to operate the pedal to accelerate and decelerate respectively. This function can reduce the driver's driving intensity and avoid frequent switching of pedals.

[0003] In the prior art, the required braking torque is usually obtained based on fixed parameters. In the face of different vehicle states and different working conditions, the obtained results are not very accurate, making it difficult to achieve precise control of the braking torque, and thus difficult to park smoothly under various working conditions. Therefore, how to accurately and smoothly achieve the single-pedal parking function under different conditions has become a problem that needs to be solved. Summary of the invention

[0004] Based on the above problems, the present application provides a method and device for single-pedal vehicle control to accurately and smoothly implement the single-pedal parking function under different situations.

[0005] The present application discloses a method for controlling a single-pedal vehicle, the method comprising:

[0006] According to the actual mass, actual vehicle speed, actual deceleration and target vehicle speed of the single-pedal vehicle, a feedforward term and a proportional-integral adjustment term of a target deceleration and a motor closed-loop torque are obtained;

[0007] Obtaining a road resistance item according to an actual torque of a motor, a speed ratio, a tire radius, an actual deceleration and the actual mass of the single-pedal vehicle;

[0008] Acquire the sum of the feedforward term, the proportional integral adjustment term and the road resistance term as the motor required torque;

[0009] When a first difference between the actual deceleration and the target deceleration is greater than a preset difference, controlling the actual torque of the motor to be the required torque of the motor, and using a mechanical brake system to perform auxiliary control on the single-pedal vehicle;

[0010] When the first difference is less than or equal to the preset difference, the single-pedal vehicle is controlled by using the mechanical brake system or the motor required torque based on the actual vehicle speed.

[0011] Optionally, obtaining a target deceleration, a feedforward term and a proportional-integral adjustment term of a motor closed-loop torque according to an actual mass, an actual vehicle speed, an actual deceleration and a target vehicle speed of the single-pedal vehicle includes:

[0012] According to the difference between the actual vehicle speed and the target vehicle speed, obtaining the target deceleration by looking up a table;

[0013] Obtaining the product of the target deceleration and the actual mass as the feedforward term;

[0014] According to the first difference, the proportional-integral adjustment item is obtained by looking up a table.

[0015] Optionally, obtaining a road resistance item according to an actual torque, a speed ratio, a tire radius, an actual deceleration and the actual mass of a motor of the single-pedal vehicle includes:

[0016] The road resistance term is calculated according to Newton's law:

[0017]

[0018] Wherein, Re is the road resistance term, T is the actual torque of the motor, Ri is the speed ratio, r is the tire radius, M is the actual mass, and a is the actual deceleration.

[0019] Optionally, the controlling the single-pedal vehicle by using the mechanical brake system or the motor required torque based on the actual vehicle speed includes:

[0020] When the actual vehicle speed is greater than or equal to the first vehicle speed, controlling the actual torque of the motor to be the required torque of the motor;

[0021] When the actual vehicle speed is less than the first vehicle speed, the actual torque of the motor is controlled to be the required torque of the motor, and a mechanical braking system is used to assist in controlling the single-pedal vehicle.

[0022] Optionally, the auxiliary control of the single-pedal vehicle by using a mechanical brake system includes:

[0023] Based on the actual deceleration, mechanical braking is performed until the first difference is less than or equal to the preset difference.

[0024] Optionally, after controlling the single-pedal vehicle using the mechanical brake system or the motor demand torque, the method further includes:

[0025] When the actual vehicle speed is less than the second vehicle speed, the actual torque of the motor is controlled to be a preset torque; the preset torque is a positive torque; and the second vehicle speed is less than the first vehicle speed;

[0026] When the actual vehicle speed is less than a third vehicle speed, the single-pedal vehicle is controlled to start parking; and the third vehicle speed is less than the second vehicle speed.

[0027] Based on the above-mentioned method for controlling a single-pedal vehicle, the present application also discloses a device for controlling a single-pedal vehicle, including: an adjustment item acquisition unit, a road resistance item acquisition unit, a required torque acquisition unit, a braking unit and a vehicle speed-based braking unit;

[0028] The adjustment item acquisition unit is used to acquire a target deceleration, a feedforward item of the motor closed-loop torque and a proportional-integral adjustment item according to the actual mass, the actual vehicle speed, the actual deceleration and the target vehicle speed of the single-pedal vehicle;

[0029] The road resistance item acquisition unit is used to acquire the road resistance item according to the actual torque of the motor, the speed ratio, the tire radius, the actual deceleration and the actual mass of the single-pedal vehicle;

[0030] The required torque acquisition unit is used to acquire the sum of the feedforward term, the proportional integral adjustment term and the road resistance term as the motor required torque;

[0031] The brake unit is used to control the actual torque of the motor to be the required torque of the motor when a first difference between the actual deceleration and the target deceleration is greater than a preset difference, and to perform auxiliary control on the single-pedal vehicle by using a mechanical brake system;

[0032] The vehicle speed-based braking unit is used to control the single-pedal vehicle based on the actual vehicle speed by using the mechanical braking system or the motor required torque when the first difference is less than or equal to the preset difference.

[0033] Optionally, the adjustment item acquisition unit includes:

[0034] a target deceleration acquisition subunit, configured to obtain the target deceleration by looking up a table according to a difference between the actual vehicle speed and the target vehicle speed;

[0035] A feedforward item acquisition subunit, used to acquire the product of the target deceleration and the actual mass as the feedforward item;

[0036] The proportional-integral adjustment item acquisition subunit is used to look up the table and acquire the proportional-integral adjustment item according to the first difference.

[0037] Optionally, the road resistance item acquisition unit is used to:

[0038] The road resistance term is calculated according to Newton's law:

[0039]

[0040] Wherein, Re is the road resistance term, T is the actual torque of the motor, Ri is the speed ratio, r is the tire radius, M is the actual mass, and a is the actual deceleration.

[0041] Optionally, the vehicle speed brake unit comprises:

[0042] a motor brake subunit, configured to control the actual torque of the motor to be the required torque of the motor when the actual vehicle speed is greater than or equal to the first vehicle speed;

[0043] The mechanical brake subunit is used to control the actual torque of the motor to be the required torque of the motor when the actual vehicle speed is less than the first vehicle speed, and to use the mechanical brake system to assist in controlling the single-pedal vehicle.

[0044] Optionally, the braking unit is used to:

[0045] Based on the actual deceleration, mechanical braking is performed until the first difference is less than or equal to the preset difference.

[0046] Optionally, the device further comprises:

[0047] a torque adjustment unit, for controlling the actual torque of the motor to be a preset torque when the actual vehicle speed is less than a second vehicle speed; the preset torque is a positive torque; and the second vehicle speed is less than the first vehicle speed;

[0048] A parking unit is used to control the single-pedal vehicle to start parking when the actual vehicle speed is less than a third vehicle speed; the third vehicle speed is less than the second vehicle speed.

[0049] The present application discloses a method and device for controlling a single-pedal vehicle. According to the actual mass, actual vehicle speed, actual deceleration and target vehicle speed of the single-pedal vehicle, the feedforward term and proportional-integral adjustment term of the closed-loop torque of the motor are obtained, and then the road resistance term is obtained according to the actual torque of the motor, the speed ratio, the tire radius and the actual deceleration, and the sum of the three is used as the required torque of the motor. By comparing the actual deceleration with the target deceleration and the actual vehicle speed, the vehicle is controlled in a manner such that the actual torque of the motor is controlled to be the required torque of the motor, or in a manner such as mechanical auxiliary braking. Compared with the prior art, the required braking torque of the motor is obtained without using fixed parameters, which is more in line with the different states and different working conditions of the vehicle, and the obtained results are more accurate. In addition, a mechanical braking assist function is added for some working conditions, so as to achieve precise control of the braking torque and smooth parking under various working conditions. BRIEF DESCRIPTION OF THE DRAWINGS

[0050] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on the provided drawings without paying any creative work.

[0051] Figure 1 A schematic flow chart of a method for controlling a single-pedal vehicle disclosed in an embodiment of the present application;

[0052] Figure 2 A schematic flow chart of another single-pedal vehicle control method disclosed in an embodiment of the present application;

[0053] Figure 3 This is a schematic structural diagram of a single-pedal vehicle control device disclosed in an embodiment of the present application. DETAILED DESCRIPTION

[0054] The following will be combined with the drawings in the embodiments of the present application to clearly and completely describe the technical solutions in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0055] Embodiment 1: This application discloses a method for controlling a single-pedal vehicle.

[0056] For details, please refer to Figure 1 A single-pedal vehicle control method disclosed in this embodiment includes the following steps:

[0057] Step 101: According to the actual mass, actual vehicle speed, actual deceleration and target vehicle speed of the single-pedal vehicle, a target deceleration, a feedforward term of the motor closed-loop torque and a proportional-integral adjustment term are obtained.

[0058] In the method described in this embodiment, the target deceleration is obtained by looking up a table according to the difference between the actual vehicle speed and the target vehicle speed. Then the product of the target deceleration and the actual mass is obtained as the feedforward term. The actual mass is the sum of the unloaded mass of the vehicle and the mass measured by the pressure weighing sensors of the seat and the trunk.

[0059] In the method described in this embodiment, the proportional-integral adjustment item is obtained by looking up a table according to the difference between the actual deceleration and the target deceleration, the first difference. The proportional-integral adjustment item includes a proportional P item and an integral I item, which is an algorithm for closed-loop control according to the proportion P and integral I of the deviation, and the deviation can be corrected according to the deviation between the actual value and the target value. Specifically, a coefficient can be obtained by looking up the table for the first difference, and the product of the coefficient and the difference is the P item, and the integral of the product of the coefficient and the difference over time is the I item.

[0060] Step 102: Obtain a road resistance item according to the actual torque of the motor, the speed ratio, the tire radius, the actual deceleration and the actual mass of the single-pedal vehicle.

[0061] In the method described in this embodiment, the road resistance term can be calculated according to Newton's law:

[0062]

[0063] Where Re is the road resistance term, T is the actual torque of the motor, Ri is the speed ratio, r is the tire radius, M is the actual mass, and a is the actual deceleration of the vehicle calculated by the motor speed.

[0064] Step 103: Obtain the sum of the feedforward term, the proportional integral adjustment term and the road resistance term as the motor required torque.

[0065] In the method described in this embodiment, the feedforward term, the proportional-integral adjustment term and the road resistance term are added together, and the sum obtained is the motor demand torque.

[0066] Step 104: When a first difference between the actual deceleration and the target deceleration is greater than a preset difference, the actual torque of the motor is controlled to be the required torque of the motor, and a mechanical brake system is used to assist in controlling the single-pedal vehicle.

[0067] In the method described in this embodiment, the motor demand torque is used to adjust the motor torque, and the vehicle is decelerated by bringing the motor torque close to the motor demand torque. When the first difference is greater than the preset difference, it indicates that the vehicle's power system capacity is limited, where the power system capacity includes the battery charging capacity, the motor capacity, etc., or the vehicle is on a slope. At this time, the motor torque is controlled to become the motor demand torque, and the first difference is sent to the mechanical braking system, and the mechanical braking system and the motor are used together to perform braking control to reduce the first difference until it is less than or equal to the preset difference, that is, the vehicle is controlled to decelerate and stop at a deceleration that is not much different from the target deceleration.

[0068] Step 105: When the first difference is less than or equal to the preset difference, based on the actual vehicle speed, the single-pedal vehicle is controlled by using the mechanical brake system or the motor required torque.

[0069] In the method described in this embodiment, when the first difference is less than or equal to the preset difference, it indicates that the vehicle is in a normal operating condition. At this time, different deceleration methods need to be adopted according to the actual vehicle speed.

[0070] As an optional method, when the actual vehicle speed is greater than or equal to the first vehicle speed, it means that the vehicle speed is high, and the motor torque is controlled to be the motor demand torque, and the vehicle is decelerated only by the motor. When the actual vehicle speed is less than the first vehicle speed, it means that the vehicle speed is low, and the motor torque can be controlled to be the motor demand torque, and the first difference is sent to the mechanical brake system, and the mechanical brake system and the motor are used together to perform brake control to reduce the first difference until it is less than or equal to the preset difference.

[0071] In the method described in this embodiment, as an optional method, regardless of the size of the first difference, only the actual vehicle speed is detected. When the actual vehicle speed is less than the second vehicle speed, the actual torque of the motor is controlled to transition from the motor demand torque to the preset torque, that is, gradually transition from the current torque to a preset (torque value is very small) positive torque, which ensures that the tooth surface completes the reversal, thereby optimizing the starting process and reducing energy consumption. Among them, the second vehicle speed is less than the first vehicle speed. When the actual vehicle speed is less than the third vehicle speed, it means that the current vehicle speed is close to 0, it is considered that the parking task is completed, and the vehicle can be controlled to start parking. Among them, the third vehicle speed is less than the second vehicle speed.

[0072] The method described in this embodiment is more adaptable to various working conditions, various vehicle speeds, etc., and is combined with the proportional-integral adjustment item, and continuous feedback and correction are performed to make the result of obtaining the motor's required torque more accurate, thereby making the vehicle control effect more accurate and stable. For working conditions where the deceleration differs too much from the target deceleration, a mechanical brake assist function is added. At the same time, the motor and mechanical brakes are used to achieve precise control of the braking torque, so that the vehicle can be parked smoothly under various working conditions. There are different control strategies for different vehicle speeds. When the vehicle speed is high, the motor is used for braking, and when the vehicle speed is low, the mechanical auxiliary brake is used. The motor can also be controlled to reach a positive torque at a lower speed to ensure that the tooth surface completes the reversal. Accurately and smoothly achieve parking control of single-pedal vehicles under different conditions.

[0073] Embodiment 2: This application discloses another method for controlling a single-pedal vehicle. Figure 2 The method described in this embodiment introduces the entire process of vehicle parking control.

[0074] Step 201: Obtain the motor required torque according to the actual mass, actual vehicle speed, actual deceleration, target vehicle speed, actual motor torque, speed ratio, tire radius, actual deceleration and actual mass of the single-pedal vehicle.

[0075] In the method described in this embodiment, the target deceleration can be obtained by looking up the table according to the difference between the actual vehicle speed and the target vehicle speed, and the product of the actual mass and the target deceleration is calculated as the feedforward item of the motor closed-loop torque. Then, the adjustment parameter is obtained by looking up the table with reference to the difference between the actual deceleration and the target deceleration, and the proportional-integral adjustment item of the motor closed-loop torque is calculated according to the adjustment parameter and the difference.

[0076] In the method described in this embodiment, the road resistance term is obtained by formula (1) based on the actual torque of the motor, the speed ratio, the tire radius, the actual deceleration and the actual mass.

[0077] In the method described in this embodiment, the sum of the feedforward term, the proportional-integral adjustment term and the road resistance term is the motor required torque.

[0078] Step 202: Determine whether the difference between the actual deceleration and the target deceleration is greater than a preset difference. If yes, proceed to step 203; otherwise, proceed to step 204.

[0079] Step 203: Control the actual torque of the motor to be the required torque of the motor, and use the mechanical brake system for auxiliary control so that the difference between the actual deceleration and the target deceleration is less than or equal to the preset difference.

[0080] Step 204: Determine whether the actual vehicle speed is less than the first vehicle speed. If so, proceed to step 203; otherwise, proceed to step 205.

[0081] Step 205: Control the actual torque of the motor to be the required torque of the motor, and use the motor to control the vehicle to decelerate.

[0082] Step 206: When the actual vehicle speed is less than the second vehicle speed, the actual torque of the motor is controlled to be a preset positive torque.

[0083] The preset positive torque is a positive torque with a smaller value. During the period when the actual torque of the motor transitions to the preset positive torque, the torque change generated is compensated by the mechanical braking system.

[0084] The method described in this embodiment introduces the whole process of vehicle parking control. It adapts to various working conditions and vehicle speeds to obtain accurate motor required torque. A mechanical brake assist function is added, and the brake torque is precisely controlled by the motor and mechanical brakes at the same time, so that the vehicle can be parked smoothly under various working conditions. There are different control strategies for different vehicle speeds. When the vehicle speed is high, the motor is used for braking, and when the vehicle speed is low, the mechanical auxiliary braking is used. At a lower speed, the motor can be controlled to reach a positive torque to ensure that the tooth surface completes the reversal. Accurately and smoothly realize the parking control of single-pedal vehicles under different conditions.

[0085] Based on the method for controlling a single-pedal vehicle disclosed in the above embodiment, this embodiment correspondingly discloses a device for controlling a single-pedal vehicle. Figure 3 , the single-pedal vehicle control device comprises: an adjustment item acquisition unit 301, a road resistance item acquisition unit 302, a required torque acquisition unit 303, a braking unit 304 and a vehicle speed braking unit 305;

[0086] The adjustment item acquisition unit 301 is used to acquire a target deceleration, a feedforward item of the motor closed-loop torque and a proportional-integral adjustment item according to the actual mass, the actual vehicle speed, the actual deceleration and the target vehicle speed of the single-pedal vehicle;

[0087] The road resistance item acquisition unit 302 is used to acquire the road resistance item according to the actual torque of the motor, the speed ratio, the tire radius, the actual deceleration and the actual mass of the single-pedal vehicle;

[0088] The required torque acquisition unit 303 is used to acquire the sum of the feedforward term, the proportional integral adjustment term and the road resistance term as the motor required torque;

[0089] The brake unit 304 is used to control the actual torque of the motor to be the required torque of the motor when a first difference between the actual deceleration and the target deceleration is greater than a preset difference, and to use a mechanical brake system to perform auxiliary control on the single-pedal vehicle;

[0090] The vehicle speed-based braking unit 305 is used to control the single-pedal vehicle based on the actual vehicle speed by using the mechanical braking system or the motor required torque when the first difference is less than or equal to the preset difference.

[0091] Optionally, the adjustment item acquisition unit 301 includes:

[0092] a target deceleration acquisition subunit, configured to obtain the target deceleration by looking up a table according to a difference between the actual vehicle speed and the target vehicle speed;

[0093] A feedforward item acquisition subunit, used to acquire the product of the target deceleration and the actual mass as the feedforward item;

[0094] The proportional-integral adjustment item acquisition subunit is used to look up the table and acquire the proportional-integral adjustment item according to the first difference.

[0095] Optionally, the road resistance item acquisition unit 302 is used to:

[0096] The road resistance term is calculated according to Newton's law:

[0097]

[0098] Wherein, Re is the road resistance term, T is the actual torque of the motor, Ri is the speed ratio, r is the tire radius, M is the actual mass, and a is the actual deceleration.

[0099] Optionally, the vehicle speed braking unit 305 includes:

[0100] a motor brake subunit, configured to control the actual torque of the motor to be the required torque of the motor when the actual vehicle speed is greater than or equal to the first vehicle speed;

[0101] The mechanical brake subunit is used to control the actual torque of the motor to be the required torque of the motor when the actual vehicle speed is less than the first vehicle speed, and to use the mechanical brake system to assist in controlling the single-pedal vehicle.

[0102] Optionally, the braking unit 304 is used to:

[0103] Based on the actual deceleration, mechanical braking is performed until the first difference is less than or equal to the preset difference.

[0104] Optionally, the device further comprises:

[0105] a torque adjustment unit, for controlling the actual torque of the motor to be a preset torque when the actual vehicle speed is less than a second vehicle speed; the preset torque is a positive torque; and the second vehicle speed is less than the first vehicle speed;

[0106] The parking unit is used to control the single-pedal vehicle to start parking when the actual vehicle speed is less than a third vehicle speed; the third vehicle speed is less than the second vehicle speed.

[0107] The embodiments in this specification are described in a progressive manner. As for the devices disclosed in the embodiments, since they correspond to the methods disclosed in the embodiments, the description is relatively simple, and the relevant parts can be referred to the description of the methods.

[0108] It should also be noted that, in this article, relational terms such as first and second, etc. are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, the elements defined by the sentence "comprise a ..." do not exclude the presence of other identical elements in the process, method, article or device including the elements.

[0109] The steps of the method or algorithm described in conjunction with the embodiments disclosed herein may be implemented directly using hardware, a software module executed by a processor, or a combination of the two. The software module may be placed in a random access memory (RAM), a memory, a read-only memory (ROM), an electrically programmable ROM, an electrically erasable programmable ROM, a register, a hard disk, a removable disk, a CD-ROM, or any other form of storage medium known in the art.

[0110] The features described in the embodiments of this specification can be replaced or combined with each other, so that professional and technical personnel in this field can implement or use the present application.

[0111] The above description of the disclosed embodiments enables those skilled in the art to implement or use the present application. Various modifications to these embodiments will be apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present application. Therefore, the present application will not be limited to the embodiments shown herein, but will conform to the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A method for controlling a single-pedal vehicle, characterized in that: include: According to the actual mass, actual vehicle speed, actual deceleration and target vehicle speed of the single-pedal vehicle, a feedforward term and a proportional-integral adjustment term of a target deceleration and a motor closed-loop torque are obtained; Obtaining a road resistance item according to an actual torque of a motor, a speed ratio, a tire radius, an actual deceleration and the actual mass of the single-pedal vehicle; Acquire the sum of the feedforward term, the proportional integral adjustment term and the road resistance term as the motor required torque; When a first difference between the actual deceleration and the target deceleration is greater than a preset difference, controlling the actual torque of the motor to be the required torque of the motor, and using a mechanical brake system to perform auxiliary control on the single-pedal vehicle; When the first difference is less than or equal to the preset difference, the single-pedal vehicle is controlled by using the mechanical brake system or the motor required torque based on the actual vehicle speed.

2. The method according to claim 1, characterized in that The method of obtaining a target deceleration, a feedforward term and a proportional-integral adjustment term of a motor closed-loop torque according to the actual mass, the actual vehicle speed, the actual deceleration and the target vehicle speed of the single-pedal vehicle comprises: According to the difference between the actual vehicle speed and the target vehicle speed, obtaining the target deceleration by looking up a table; Obtaining the product of the target deceleration and the actual mass as the feedforward term; According to the first difference, the proportional-integral adjustment item is obtained by looking up a table.

3. The method according to claim 1, characterized in that The obtaining of the road resistance item according to the actual torque of the motor, the speed ratio, the tire radius, the actual deceleration and the actual mass of the single-pedal vehicle comprises: The road resistance term is calculated according to Newton's law: Wherein, Re is the road resistance term, T is the actual torque of the motor, Ri is the speed ratio, r is the tire radius, M is the actual mass, and a is the actual deceleration.

4. The method according to claim 1, characterized in that: The controlling the single-pedal vehicle by using the mechanical brake system or the motor required torque based on the actual vehicle speed includes: When the actual vehicle speed is greater than or equal to the first vehicle speed, controlling the actual torque of the motor to be the required torque of the motor; When the actual vehicle speed is less than the first vehicle speed, the actual torque of the motor is controlled to be the required torque of the motor, and a mechanical braking system is used to assist in controlling the single-pedal vehicle.

5. The method according to claim 1 or 4, characterized in that: The method of using a mechanical brake system to assist in controlling the single-pedal vehicle includes: Based on the actual deceleration, mechanical braking is performed until the first difference is less than or equal to the preset difference.

6. The method according to claim 4, characterized in that After controlling the single-pedal vehicle using the mechanical brake system or the motor demand torque, the method further includes: When the actual vehicle speed is less than the second vehicle speed, the actual torque of the motor is controlled to be a preset torque; the preset torque is a positive torque; and the second vehicle speed is less than the first vehicle speed; When the actual vehicle speed is less than a third vehicle speed, the single-pedal vehicle is controlled to start parking; and the third vehicle speed is less than the second vehicle speed.

7. A single-pedal vehicle control device, characterized in that: include: An adjustment item acquisition unit, a road resistance item acquisition unit, a required torque acquisition unit, a braking unit and a vehicle speed-based braking unit; The adjustment item acquisition unit is used to acquire a target deceleration, a feedforward item of the motor closed-loop torque and a proportional-integral adjustment item according to the actual mass, the actual vehicle speed, the actual deceleration and the target vehicle speed of the single-pedal vehicle; The road resistance item acquisition unit is used to acquire the road resistance item according to the actual torque of the motor, the speed ratio, the tire radius, the actual deceleration and the actual mass of the single-pedal vehicle; The required torque acquisition unit is used to acquire the sum of the feedforward term, the proportional integral adjustment term and the road resistance term as the motor required torque; The brake unit is used to control the actual torque of the motor to be the required torque of the motor when a first difference between the actual deceleration and the target deceleration is greater than a preset difference, and to perform auxiliary control on the single-pedal vehicle by using a mechanical brake system; The vehicle speed-based braking unit is used to control the single-pedal vehicle based on the actual vehicle speed by using the mechanical braking system or the motor required torque when the first difference is less than or equal to the preset difference.

8. The device according to claim 7, characterized in that The adjustment item acquisition unit includes: a target deceleration acquisition subunit, configured to obtain the target deceleration by looking up a table according to a difference between the actual vehicle speed and the target vehicle speed; A feedforward item acquisition subunit, used to acquire the product of the target deceleration and the actual mass as the feedforward item; The proportional-integral adjustment item acquisition subunit is used to look up the table and acquire the proportional-integral adjustment item according to the first difference.

9. The device according to claim 7, characterized in that The road resistance item acquisition unit is used to: The road resistance term is calculated according to Newton's law: Wherein, Re is the road resistance term, T is the actual torque of the motor, Ri is the speed ratio, r is the tire radius, M is the actual mass, and a is the actual deceleration.

10. The device according to claim 7, characterized in that The vehicle speed brake unit comprises: a motor brake subunit, configured to control the actual torque of the motor to be the required torque of the motor when the actual vehicle speed is greater than or equal to the first vehicle speed; The mechanical brake subunit is used to control the actual torque of the motor to be the required torque of the motor when the actual vehicle speed is less than the first vehicle speed, and to use the mechanical brake system to assist in controlling the single-pedal vehicle.

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