Vehicle control method and device and vehicle

Abstract

The invention discloses a vehicle control method and device and a vehicle, and the method comprises the steps: continuously obtaining a standard fluctuation value of the longitudinal acceleration of the vehicle, a longitudinal acceleration threshold value, an enable signal of a power output device and the speed of the vehicle after the vehicle is powered on; according to the standard fluctuation value of the current longitudinal acceleration and the longitudinal acceleration threshold value, the first load state of the vehicle is obtained; controlling the vehicle according to the first load state; when the vehicle speed is greater than zero and the enable signal is not obtained, obtaining current working condition information of the vehicle; when the current working condition information meets a preset condition, current dynamic information of the vehicle is obtained; obtaining the current estimated load of the vehicle according to the dynamic information; after the estimated load is obtained, the vehicle is controlled according to the estimated load, and a reliable load basis can be provided in the whole process after the vehicle is started, so that the accuracy and reliability of vehicle control can be improved, and the driving experience of a driver can be improved.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle control, and particularly to a control method, device and vehicle for a vehicle. Background Art

[0002] The load of a vehicle is an important parameter for vehicle control, which affects gear control, braking control, energy recovery control, etc. of the vehicle.

[0003] Currently, it is usually possible to accurately calculate the load of a vehicle only when the vehicle is in a stable driving state, so that before the load result is calculated, there is no reliable load basis to control the vehicle, which affects the control operation of vehicle driving. Summary of the Invention

[0004] The present invention provides a control method, device and vehicle for a vehicle, so as to perform vehicle control with a reliable load basis throughout the whole process after the vehicle starts.

[0005] According to an aspect of the present invention, there is provided a control method for a vehicle, including:

[0006] After the vehicle is powered on, continuously obtain the standard fluctuation value of the longitudinal acceleration of the vehicle, the longitudinal acceleration threshold, the enable signal of the power output device and the vehicle speed;

[0007] According to the current standard fluctuation value of the longitudinal acceleration and the longitudinal acceleration threshold, obtain the first load state of the vehicle;

[0008] Control the vehicle according to the first load state;

[0009] When the vehicle speed is greater than zero and the enable signal is not obtained, obtain the current working condition information of the vehicle;

[0010] When the current working condition information meets a preset condition, obtain the current dynamic information of the vehicle;

[0011] Obtain the current estimated load of the vehicle according to the dynamic information;

[0012] After obtaining the estimated load, control the vehicle according to the estimated load.

[0013] Optionally, after obtaining the current estimated load of the vehicle according to the dynamic information, it further includes:

[0014] Determine a second load state according to the estimated load and a preset load;

[0015] When the first load state is inconsistent with the second load state, correct the longitudinal acceleration threshold.

[0016] Optionally, after the vehicle is powered on, continuously obtain the standard fluctuation value of the longitudinal acceleration of the vehicle, including:

[0017] After the vehicle is powered on, obtain the maximum longitudinal acceleration and the minimum longitudinal acceleration among the longitudinal accelerations within the current sampling time period;

[0018] Determine the standard fluctuation value of the current longitudinal acceleration at least based on the maximum longitudinal acceleration and the minimum longitudinal acceleration.

[0019] Optionally, determine the standard fluctuation value of the current longitudinal acceleration at least based on the maximum longitudinal acceleration and the minimum longitudinal acceleration, including:

[0020] Determine the fluctuation value of the current longitudinal acceleration based on the maximum longitudinal acceleration and the minimum longitudinal acceleration;

[0021] Obtain the standard fluctuation value of the longitudinal acceleration within the previous sampling time period;

[0022] Based on the first-order low-pass filter formula, determine the standard fluctuation value of the current longitudinal acceleration according to the fluctuation value of the current longitudinal acceleration and the standard fluctuation value of the longitudinal acceleration within the previous sampling time period.

[0023] Optionally, obtain the first load state of the vehicle according to the standard fluctuation value of the current longitudinal acceleration and the longitudinal acceleration threshold, including:

[0024] Judge whether the standard fluctuation value of the longitudinal acceleration is greater than the longitudinal acceleration threshold;

[0025] If so, determine that the first load state is the no-load state;

[0026] If not, determine that the first load state is the full-load state.

[0027] Optionally, when the first load state is inconsistent with the second load state, correct the longitudinal acceleration threshold, including:

[0028] When the second load state is the no-load state and the first load state is the full-load state, reduce the longitudinal acceleration threshold by a preset step size.

[0029] Optionally, when the first load state is inconsistent with the second load state, correct the longitudinal acceleration threshold, including:

[0030] When the second load state is the full-load state and the first load state is the no-load state, increase the longitudinal acceleration threshold by a preset step size.

[0031] Optionally, the operating condition information includes: current vehicle speed, longitudinal acceleration, net driving force change rate, jerk, and slope change rate;

[0032] The preset conditions include: the vehicle speed is within a preset vehicle speed range, the longitudinal acceleration is greater than a preset longitudinal acceleration, the net driving force change rate is less than or equal to a preset net driving force change rate, the jerk is less than or equal to a preset jerk, and the slope change rate is less than or equal to a preset slope change rate.

[0033] According to another aspect of the present invention, there is provided a control device for a vehicle, including:

[0034] An information acquisition module, configured to continuously acquire a standard fluctuation value of the longitudinal acceleration of the vehicle, a longitudinal acceleration threshold, an enable signal of a power output device, and the vehicle speed after the vehicle is powered on;

[0035] A first load state acquisition module, configured to acquire a first load state of the vehicle according to the standard fluctuation value of the longitudinal acceleration and the longitudinal acceleration threshold;

[0036] A first control module, configured to control the vehicle according to the first load state;

[0037] An operating condition information acquisition module, configured to acquire current operating condition information of the vehicle when the vehicle speed is greater than zero and the enable signal has not been acquired;

[0038] A dynamics information acquisition module, configured to acquire current dynamics information of the vehicle when the current operating condition information meets a preset condition;

[0039] An estimated load acquisition module, configured to acquire a current estimated load of the vehicle according to the dynamics information;

[0040] A second control module, configured to control the vehicle according to the estimated load after the estimated load is acquired.

[0041] According to another aspect of the present invention, there is provided a vehicle, including: a controller;

[0042] The controller is configured to execute the above-mentioned vehicle control method.

[0043] The vehicle control method provided by the present invention continuously obtains the standard fluctuation value of the longitudinal acceleration of the vehicle, the enable signal of the power output device, and the vehicle speed after the vehicle is powered on. First, the first load state of the vehicle is obtained according to the standard fluctuation value of the longitudinal acceleration, so as to control the vehicle according to the first load state obtained according to the longitudinal acceleration before obtaining the estimated load according to the dynamic information. At the same time, when the vehicle speed is greater than zero and the enable signal is not obtained, the current working condition information of the vehicle is obtained, and when the current working condition information meets the preset conditions, the current dynamic information of the vehicle is obtained, so as to obtain the current estimated load of the vehicle according to the dynamic information. In this way, after obtaining the estimated load, the vehicle can be controlled according to the estimated load, and a relatively reliable load basis can be obtained throughout the whole process after the vehicle starts, thereby improving the accuracy and reliability of vehicle control and being beneficial to improving the driving experience of the driver.

[0044] It should be understood that the content described in this part is not intended to identify the key or important features of the embodiments of the present invention, nor is it used to limit the scope of the present invention. Other features of the present invention will become easily understood through the following description. BRIEF DESCRIPTION OF THE DRAWINGS

[0045] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the following will briefly introduce the drawings required for the description of the embodiments. Obviously, the following drawings are only some embodiments of the present invention. For those of ordinary skill in the art, other drawings can be obtained based on these drawings without creative efforts.

[0046] Figure 1 is a flowchart of a control method for a vehicle provided by an embodiment of the present invention;

[0047] Figure 2 is a flowchart of another control method for a vehicle provided by an embodiment of the present invention;

[0048] Figure 3 is a schematic structural diagram of a control device for a vehicle provided by an embodiment of the present invention;

[0049] Figure 4 is a schematic structural diagram of a vehicle provided by an embodiment of the present invention. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0050] To enable those skilled in the art to better understand the solution of the present invention, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative efforts shall fall within the protection scope of the present invention.

[0051] It should be noted that the terms "first", "second", etc. in the description and claims of the present invention and the above-mentioned drawings are used to distinguish similar objects, and do not necessarily need to be used to describe a specific order or sequence. It should be understood that such data can be interchanged under appropriate circumstances so that the embodiments of the present invention described herein can be implemented in an order other than those illustrated or described herein. In addition, the terms "comprising" and "having" and any variations thereof are intended to cover non-exclusive inclusion. For example, a process, method, system, product or device that includes a series of steps or units does not necessarily have to be limited to those steps or units clearly listed, but may include other steps or units not clearly listed or inherent to these processes, methods, products or devices.

[0052] The embodiment of the present invention provides a control method for a vehicle, which can solve the problem of no reliable load data before the load result is calculated. The control method of the vehicle can be executed by the control device of the vehicle provided by the embodiment of the present invention. The control device of the vehicle can be implemented in the form of software and / or hardware, and the control device of the vehicle can be configured in the vehicle controller.

[0053] Figure 1 is a flowchart of a control method for a vehicle provided by an embodiment of the present invention. As Figure 1 shown, the method includes:

[0054] S110. After the vehicle is powered on, continuously obtain the standard fluctuation value of the longitudinal acceleration of the vehicle, the longitudinal acceleration threshold, the enable signal of the power output device, and the vehicle speed.

[0055] Specifically, a triaxial acceleration sensor can be set in a vehicle controller (such as a transmission controller TCU) to continuously obtain the longitudinal acceleration of the vehicle through the triaxial acceleration sensor. In one embodiment, the standard fluctuation value of the longitudinal acceleration can be the acceleration difference between the maximum longitudinal acceleration and the minimum acceleration that appears within a sampling time period. In another embodiment, the standard fluctuation value of the longitudinal acceleration can also be the acceleration difference after noise reduction filtering of the acceleration difference. The embodiments of the present invention do not make specific limitations on this. When the vehicle starts, the jitter degree under no-load conditions is different from that under full-load conditions. Generally, the jitter degree of the vehicle under no-load conditions is larger, while the jitter degree under full-load conditions is smaller, which is manifested as a larger fluctuation of the longitudinal acceleration of the vehicle under no-load conditions and a smaller fluctuation of the longitudinal acceleration of the vehicle under full-load conditions. Therefore, during the starting stage of the vehicle, the vehicle's on-vehicle condition can be detected through the standard fluctuation value of the longitudinal acceleration.

[0056] In addition, a power-take-off device, also known as a power take-off, is a device that outputs the power of the engine to equipment outside the vehicle driving system. For a truck, when an enabling signal of the power-take-off device is obtained, it indicates that the vehicle needs to unload the goods by lifting the cargo box at this time. If the enabling signal of the power-take-off device is not obtained, it means that the vehicle does not unload the goods by lifting the cargo box. In addition, the vehicle speed can be obtained through a vehicle speed sensor. If the vehicle speed is greater than zero, it means that the vehicle is in the driving process. If the vehicle speed is equal to zero, it means that the vehicle is in a stationary state. If the vehicle is in a stationary state for a long time, it means that the vehicle may have unloaded the goods in other ways (such as manual unloading) during the stationary process.

[0057] After the controller obtains the vehicle power-on signal, it powers on and enters the working state. In the working state, it can also continuously obtain the vehicle speed and the enabling signal of the power-take-off device to detect the vehicle's on-vehicle condition according to the vehicle speed and the enabling signal of the power-take-off device.

[0058] S120. Obtain the first load state of the vehicle according to the current standard fluctuation value of the longitudinal acceleration and the longitudinal acceleration threshold.

[0059] Specifically, the longitudinal acceleration threshold can be calibrated through testing or revised on the basis of the calibrated longitudinal acceleration threshold after the vehicle starts. The current standard fluctuation value of the longitudinal acceleration can be compared with the longitudinal acceleration threshold, and the load state of the vehicle can be determined according to the comparison result.

[0060] Exemplarily, when obtaining the first load state of the vehicle according to the standard fluctuation value of the current longitudinal acceleration and the longitudinal acceleration threshold, it is possible to first determine whether the standard fluctuation value of the longitudinal acceleration is greater than the longitudinal acceleration threshold; if so, determine that the first load state is the unloaded state; if not, determine that the first load state is the fully loaded state. In this way, when the standard fluctuation value of the longitudinal acceleration is greater than the longitudinal acceleration threshold, it can be determined that the fluctuation degree of the longitudinal acceleration is large and the jitter degree of the vehicle is large, and it can be determined that the vehicle is in the unloaded state; while when the standard fluctuation value of the longitudinal acceleration is less than or equal to the longitudinal acceleration threshold, it can be determined that the fluctuation degree of the longitudinal acceleration is small and the jitter degree of the vehicle is small, and it can be determined that the vehicle is in the fully loaded state.

[0061] S130. Control the vehicle according to the first load state.

[0062] Specifically, after the vehicle is powered on, the load condition of the vehicle can be determined through the longitudinal acceleration of the vehicle. Therefore, before calculating the estimated load of the vehicle based on the dynamic information of the vehicle, the vehicle can be controlled based on the first load state to ensure the accuracy of vehicle control, improve the safety of the driver's operation, and is conducive to enhancing the driver's driving experience.

[0063] S140. When the vehicle speed is greater than zero and no enable signal is obtained, obtain the current working condition information of the vehicle.

[0064] Specifically, when the vehicle speed is greater than zero, it indicates that the vehicle is in a driving state, and the possibility of manual unloading during the driving state is small. When no enable signal of the power output device is obtained, it indicates that the vehicle is not unloading by lifting the cargo box. Therefore, when the vehicle speed is greater than zero and no enable signal is obtained, it indicates that the vehicle is in a driving state and not unloading. At this time, the current working condition information of the vehicle can be obtained to determine whether to recalculate the load of the vehicle according to the working condition information, that is, to determine whether to update the load of the vehicle according to the working condition information.

[0065] Exemplarily, the working condition information may include: the current vehicle speed, longitudinal acceleration, net driving force change rate, jerk, and slope change rate, but is not limited thereto.

[0066] S150. When the current working condition information meets the preset conditions, obtain the current dynamic information of the vehicle.

[0067] Specifically, the state of the vehicle during driving can be determined according to the vehicle's operating condition information, and then it can be judged whether the vehicle currently meets the condition for updating the vehicle load (i.e., the preset condition) based on the vehicle's operating condition information. When it is determined that the current operating condition information of the vehicle meets the preset condition, the current dynamic information of the vehicle can be obtained. The preset condition can be: the vehicle speed is within the preset vehicle speed range, the longitudinal acceleration is greater than the preset longitudinal acceleration, the net driving force change rate is less than or equal to the preset net driving force change rate, the jerk is less than or equal to the preset jerk rate, and the slope change rate is less than or equal to the preset slope change rate.

[0068] Among them, the preset vehicle speed range can be 5 km / h to 25 km / h (preferably including 5 km / h and 25 km / h). When the vehicle speed is within the preset vehicle speed range, the reliability of the obtained longitudinal acceleration is relatively high, and when calculating the load, the accuracy of the obtained load is relatively high. The preset longitudinal acceleration can be 0.5 m / s 2 , when the longitudinal acceleration a of the vehicle > 0.5 m / s 2 , it indicates that the vehicle is in an accelerating state, and a relatively reliable calculation of the vehicle load can be performed through the dynamic information of the vehicle. The preset net driving force change rate can be 1000 Nm / s. When the net driving force change rate ΔF0 ≤ 1000 Nm / s, it indicates that the vehicle does not have an unstable situation of instant acceleration (such as suddenly stepping on the accelerator pedal) or instant deceleration, and will not affect the accuracy of the vehicle load calculation. The preset jerk can be 0.35 m / s 3 , when the jerk j of the vehicle ≤ 0.35 m / s 3 , it indicates that the change in the longitudinal acceleration of the vehicle is relatively stable, which can further ensure the accuracy of the vehicle load calculation. The preset slope change rate can be 2.5% / s. When the slope change rate δ ≤ 2.5% / s, it indicates that the change in the slope of the current road is small and will not cause large bumps, so the accuracy of the vehicle load calculation will not be affected due to a large bump amplitude. When the operating condition information meets all the above conditions, it can be determined to update the vehicle load. At this time, the dynamic information of the vehicle can be obtained to calculate the actual load of the vehicle.

[0069] Exemplarily, the dynamic information includes: the total driving force of the vehicle, air resistance, rolling resistance, longitudinal acceleration, and the slope of the road on which the vehicle is currently traveling.

[0070] Among them, the total driving force F1 of the vehicle can be determined according to the engine torque T, transmission ratio n, final drive ratio b, mechanical efficiency η, and tire radius r. The above parameters can be substituted into the formula F1 = (T * n * b * η) / r to determine the total driving force of the vehicle. The air resistance F2 of the vehicle can be determined according to the air resistance coefficient C, air density ρ, the frontal area S of the object, and the relative motion speed V of the object and the air. The above parameters can be substituted into the formula F2 = C * ρ * S * V2 In / 2, the air resistance of the vehicle can thus be determined. The acceleration resistance F3 of the vehicle can be understood as the inertial loss of the vehicle and can be determined based on the tire radius r, the moment of inertia J, and the longitudinal acceleration a of the vehicle. The above parameters can be substituted into the formula F3 = J * a / r 2 to thus determine the acceleration resistance of the vehicle. The current longitudinal acceleration sensor of the vehicle acquires the current longitudinal acceleration of the vehicle, and the slope of the road on which the vehicle is currently traveling can be acquired through a slope sensor. Alternatively, in another feasible embodiment, the slope of the road on which the vehicle is currently traveling can be determined based on the acceleration.

[0071] S160. Obtain the current estimated load of the vehicle according to the dynamic information.

[0072] Specifically, after the dynamic information is obtained, the load of the vehicle can be estimated based on the current dynamic information, that is, the estimated load of the vehicle is obtained. In this way, the timing for updating the vehicle load can be determined according to the operating condition information of the vehicle, so that the estimated load of the vehicle can be calculated and updated in a relatively reliable and stable state during the vehicle driving process, the error between the estimated load and the actual load can be effectively reduced, the accuracy of the estimated load calculation can be improved, and thus the accuracy and reliability of vehicle control can be improved.

[0073] Assume that the net driving force is F0, the total driving force is F1, the air resistance is F2, and the acceleration resistance is F3. Then the net driving force can be determined by the formula F0 = F1 - F2 - F3. Based on the first formula, the current estimated load of the vehicle is determined according to the net driving force, the slope, and the longitudinal acceleration.

[0074] The first formula is: F0 = f * m * g * cosθ + m * g * sinθ + m * a; where F0 is the net driving force, f is the rolling resistance coefficient, m is the estimated load, g is the acceleration due to gravity, θ is the slope, and a is the longitudinal acceleration.

[0075] In addition, based on the recursive least squares method, the current optimal estimated load of the vehicle can be determined according to the historically calculated estimated load and the current estimated load, which can further improve the accuracy of the estimated load.

[0076] S170. After the estimated load is obtained, control the vehicle according to the estimated load.

[0077] Specifically, after obtaining the estimated load, the vehicle can be controlled based on the relatively reliable estimated load, so that after the vehicle is powered on, before the estimated load is obtained according to the dynamic information, the vehicle can be controlled according to the first load state obtained according to the longitudinal acceleration. After the estimated load is obtained according to the dynamic information, the vehicle can be controlled according to the relatively reliable estimated load, and a relatively reliable load basis can be available throughout the whole process after the vehicle starts, thereby improving the accuracy and reliability of vehicle control and being beneficial to enhancing the driving experience of the driver.

[0078] The vehicle control method provided by the embodiment of the present invention continuously obtains the standard fluctuation value of the longitudinal acceleration of the vehicle, the enable signal of the power output device, and the vehicle speed after the vehicle is powered on, and first obtains the first load state of the vehicle according to the standard fluctuation value of the longitudinal acceleration, so as to control the vehicle according to the first load state obtained according to the longitudinal acceleration before the estimated load is obtained according to the dynamic information. At the same time, when the vehicle speed is greater than zero and the enable signal is not obtained, the current working condition information of the vehicle is obtained, and when the current working condition information meets the preset conditions, the current dynamic information of the vehicle is obtained, so as to obtain the current estimated load of the vehicle according to the dynamic information. In this way, after the estimated load is obtained, the vehicle can be controlled according to the estimated load, and a relatively reliable load basis can be available throughout the whole process after the vehicle starts, thereby improving the accuracy and reliability of vehicle control and being beneficial to enhancing the driving experience of the driver.

[0079] Optionally, Figure 2 is a flowchart of another vehicle control method provided by the embodiment of the present invention. As Figure 2 shown, the vehicle control method includes:

[0080] S211. After the vehicle is powered on, obtain the maximum longitudinal acceleration and the minimum longitudinal acceleration among the longitudinal accelerations in the current sampling time period.

[0081] Specifically, the longitudinal accelerations of a preset number of steps can be collected, and then the maximum longitudinal acceleration and the minimum longitudinal acceleration among the preset number of longitudinal accelerations are obtained correspondingly. The step size here can be understood as the sampling time interval of the longitudinal acceleration, for example, it can be 10 ms. If the longitudinal accelerations of 20 steps are collected, it is equivalent to a sampling time period of 200 ms, and 20 longitudinal accelerations within 200 ms are obtained, and the maximum longitudinal acceleration and the minimum longitudinal acceleration among the 20 longitudinal accelerations are obtained.

[0082] In an exemplary embodiment, longitudinal acceleration acquisition may start when the AMT is in gear and the motor torque is greater than zero. Here, AMT is an automatic control mechanism with an added electronic unit on the basis of the basic structure of the original mechanical manual transmission, replacing operations such as clutch disengagement and engagement, gear shifting, and adjustment of the engine and motor speeds and torques originally completed manually by the driver, realizing the automation of the shifting process. AMT being in gear means that no gear shifting is in progress.

[0083] S212. Determine the standard fluctuation value of the current longitudinal acceleration based on at least the maximum longitudinal acceleration and the minimum longitudinal acceleration.

[0084] Specifically, the standard fluctuation value of the longitudinal acceleration may be the difference between the maximum longitudinal acceleration and the minimum longitudinal acceleration, so the standard fluctuation value of the current longitudinal acceleration can be determined based on the maximum longitudinal acceleration and the minimum longitudinal acceleration.

[0085] In another feasible embodiment of the present invention, the standard fluctuation value of the longitudinal acceleration may also be a value after filtering processing. Exemplarily, determining the standard fluctuation value of the current longitudinal acceleration based on at least the maximum longitudinal acceleration and the minimum longitudinal acceleration includes:

[0086] S2121. Determine the fluctuation value of the current longitudinal acceleration based on the maximum longitudinal acceleration and the minimum longitudinal acceleration.

[0087] S2122. Based on the first-order low-pass filter formula, determine the standard fluctuation value of the current longitudinal acceleration according to the fluctuation value of the current longitudinal acceleration and the standard fluctuation value of the longitudinal acceleration in the previous sampling period.

[0088] Specifically, the first-order low-pass filter formula may be: y(t) = b1 * x(t) + b2 * y(t - 1). Where x(t) is the fluctuation value of the current longitudinal acceleration. Assuming that the maximum longitudinal acceleration in the current sampling period is a1 and the minimum longitudinal acceleration is a2, then x(t) = a1 - a2. y(t - 1) is the standard fluctuation value of the longitudinal acceleration in the previous sampling period, y(t) is the standard fluctuation value of the current longitudinal acceleration, and b1 and b2 are both filter parameters. In this way, the standard fluctuation value of the longitudinal acceleration can be filtered in the time domain, which can avoid the abnormal fluctuation of the longitudinal acceleration caused by poor road conditions (such as having stones) and affect the accuracy of the first load state of the vehicle.

[0089] S213. Continuously obtain the longitudinal acceleration threshold of the vehicle, the enable signal of the power output device, and the vehicle speed.

[0090] S214. Obtain the first load state of the vehicle according to the standard fluctuation value of the current longitudinal acceleration and the longitudinal acceleration threshold.

[0091] S215. Control the vehicle according to the first load state.

[0092] S216. When the vehicle speed is greater than zero and no enable signal is obtained, obtain the current operating condition information of the vehicle.

[0093] S217. When the current operating condition information meets the preset conditions, obtain the current dynamic information of the vehicle.

[0094] S218. Obtain the current estimated load of the vehicle according to the dynamic information.

[0095] S219. After obtaining the estimated load, control the vehicle according to the estimated load.

[0096] S220. Determine the second load state according to the estimated load and the preset load.

[0097] Specifically, after obtaining the estimated load, the second load state can be determined according to the estimated load. Exemplarily, when the estimated load is greater than or equal to the preset load, it can be determined that the vehicle is in the full load state, and when the vehicle is less than the preset load, it can be determined that the vehicle is in the no-load state. Among them, the preset load can be set according to the design requirements, for example, it can be 90 tons.

[0098] S221. When the first load state is inconsistent with the second load state, correct the longitudinal acceleration threshold.

[0099] Specifically, when the first load state and the second load state are consistent, that is, both the first load state and the second load state are no-load, or both the first load state and the second load state are full load, it indicates that the first load state determined according to the standard fluctuation value of the longitudinal acceleration and the longitudinal acceleration threshold is accurate, and at this time, there is no need to correct the longitudinal acceleration threshold. If the first load state is inconsistent with the second load state, it indicates that the first load state determined according to the standard fluctuation value of the longitudinal acceleration and the longitudinal acceleration threshold is inaccurate, and the longitudinal acceleration threshold needs to be corrected.

[0100] Exemplarily, when the second load state is the no-load state and the first load state is the full load state, reduce the longitudinal acceleration threshold by a preset step.

[0101] Specifically, since the greater the vehicle load, the smaller the fluctuation degree of the longitudinal acceleration, and when the actual load state of the vehicle (i.e., the second load state) is no-load, the obtained first load state is full load, indicating that the current longitudinal acceleration threshold is too large, so that the standard fluctuation value of the longitudinal acceleration in the no-load state cannot be greater than the longitudinal acceleration threshold, resulting in the difference between the first load state and the actual load state. Therefore, the current longitudinal acceleration threshold can be preset to be compensated and reduced so that the first load state determined according to the longitudinal acceleration threshold next time is more accurate.

[0102] Exemplarily, when the second load state is the full load state and the first load state is the no-load state, the longitudinal acceleration threshold is increased in a preset step size.

[0103] Specifically, the smaller the vehicle load, the greater the fluctuation degree of the longitudinal acceleration. When the actual vehicle load state (i.e., the second load state) is the full load, the obtained first load state is the no-load, indicating that the current longitudinal acceleration threshold is too small, resulting in the standard fluctuation value of the longitudinal acceleration in the full load state being greater than the longitudinal acceleration threshold, causing the first load state to be different from the actual load state. Therefore, the current longitudinal acceleration threshold can be preset to be compensated and increased so that the first load state determined according to the longitudinal acceleration threshold next time is more accurate.

[0104] Based on the same inventive concept, an embodiment of the present invention further provides a control device for a vehicle. The control device for the vehicle is configured to execute the control method for the vehicle provided in any embodiment of the present invention. The control device for the vehicle can be implemented by software and / or hardware. Therefore, the control device for the vehicle provided in the embodiment of the present invention includes the technical features of the control method for the vehicle provided in any embodiment of the present invention and can achieve the beneficial effects of the control method for the vehicle provided in any embodiment of the present invention. The same parts can refer to the description of the control method for the vehicle provided in the embodiment of the present invention above and will not be elaborated here.

[0105] Figure 3 It is a schematic structural diagram of a control device for a vehicle provided in an embodiment of the present invention. As Figure 3 shown, the control device for the vehicle includes: an information acquisition module 100, configured to continuously acquire the standard fluctuation value of the longitudinal acceleration of the vehicle, the longitudinal acceleration threshold, the enable signal of the power output device, and the vehicle speed after the vehicle is powered on; a first load state acquisition module 200, configured to acquire the first load state of the vehicle according to the current standard fluctuation value of the longitudinal acceleration and the longitudinal acceleration threshold; a first control module 300, configured to control the vehicle according to the first load state; a working condition information acquisition module 400, configured to acquire the current working condition information of the vehicle when the vehicle speed is greater than zero and the enable signal is not acquired; a dynamic information acquisition module 500, configured to acquire the current dynamic information of the vehicle when the current working condition information meets a preset condition; an estimated load acquisition module 600, configured to acquire the current estimated load of the vehicle according to the dynamic information; and a second control module 700, configured to control the vehicle according to the estimated load after the estimated load is acquired.

[0106] The vehicle control device provided by the embodiment of the present invention, after the vehicle is powered on, continuously obtains the standard fluctuation value of the longitudinal acceleration of the vehicle, the enable signal of the power output device, and the vehicle speed through the information acquisition module, and first obtains the first load state of the vehicle by the first load state acquisition module according to the standard fluctuation value of the longitudinal acceleration, so as to control the vehicle according to the first load state obtained according to the longitudinal acceleration by the first control module before obtaining the estimated load according to the dynamic information. At the same time, when the vehicle speed is greater than zero and the enable signal is not obtained, the vehicle condition information acquisition module acquires the current vehicle condition information of the vehicle, and when the current vehicle condition information meets the preset conditions, the dynamic information acquisition module acquires the current dynamic information of the vehicle, so as to obtain the current estimated load of the vehicle by the estimated load acquisition module according to the dynamic information. In this way, after obtaining the estimated load, the second control module can control the vehicle according to the estimated load, enabling the vehicle to have a relatively reliable load basis throughout the whole process after starting, thereby improving the accuracy and reliability of vehicle control and being beneficial to enhancing the driving experience of the driver.

[0107] Optionally, the vehicle control device further includes a second load state determination module and a longitudinal acceleration threshold correction module. The second load state determination module is used to determine the second load state according to the estimated load and the preset load after the estimated load acquisition module obtains the current estimated load of the vehicle according to the dynamic information; the longitudinal acceleration threshold correction module is used to correct the longitudinal acceleration threshold when the first load state is inconsistent with the second load state.

[0108] Optionally, the information acquisition module includes a standard fluctuation value acquisition sub-module, and the standard fluctuation value acquisition sub-module includes a longitudinal acceleration acquisition unit and a standard fluctuation value acquisition unit. The longitudinal acceleration acquisition unit is used to obtain the maximum longitudinal acceleration and the minimum longitudinal acceleration among the longitudinal accelerations within the current sampling time period after the vehicle is powered on; the standard fluctuation value acquisition unit is used to determine the standard fluctuation value of the current longitudinal acceleration at least according to the maximum longitudinal acceleration and the minimum longitudinal acceleration.

[0109] Optionally, the standard fluctuation value acquisition unit includes a fluctuation value acquisition sub-unit, a previous standard fluctuation value acquisition sub-unit, and a current standard fluctuation value acquisition sub-unit. The fluctuation value acquisition sub-unit is used to determine the fluctuation value of the current longitudinal acceleration according to the maximum longitudinal acceleration and the minimum longitudinal acceleration; the previous standard fluctuation value acquisition sub-unit is used to obtain the standard fluctuation value of the longitudinal acceleration in the previous sampling time period; the current standard fluctuation value acquisition sub-unit is used to determine the standard fluctuation value of the current longitudinal acceleration based on the first-order low-pass filter formula according to the fluctuation value of the current longitudinal acceleration and the standard fluctuation value of the longitudinal acceleration in the previous sampling time period.

[0110] Optionally, the first load state acquisition module includes a judgment unit configured to judge whether a standard fluctuation value of the longitudinal acceleration is greater than a longitudinal acceleration threshold; an unloaded state determination unit configured to determine that the first load state is the unloaded state when it is determined that the standard fluctuation value of the longitudinal acceleration is greater than the longitudinal acceleration threshold; and a full load state determination unit configured to determine that the first load state is the full load state when it is determined that the standard fluctuation value of the longitudinal acceleration is less than or equal to the longitudinal acceleration threshold.

[0111] Optionally, the longitudinal acceleration threshold correction module includes a first correction unit configured to decrease the longitudinal acceleration threshold by a preset step when the second load state is the unloaded state while the first load state is the full load state.

[0112] Optionally, the longitudinal acceleration threshold correction module includes a second correction unit configured to increase the longitudinal acceleration threshold by a preset step when the second load state is the full load state while the first load state is the unloaded state.

[0113] Optionally, the operating condition information includes: the current vehicle speed, longitudinal acceleration, net driving force change rate, jerk, and slope change rate; the preset conditions include: the vehicle speed is within a preset vehicle speed range, the longitudinal acceleration is greater than a preset longitudinal acceleration, the net driving force change rate is less than or equal to a preset net driving force change rate, the jerk is less than or equal to a preset jerk, and the slope change rate is less than or equal to a preset slope change rate.

[0114] Based on the same inventive concept, an embodiment of the present invention further provides a vehicle, including a controller configured to execute the vehicle control method provided in any embodiment of the present invention. Therefore, the vehicle provided in the embodiment of the present invention includes the technical features of the vehicle control method provided in any embodiment of the present invention, and can achieve the beneficial effects of the vehicle control method provided in any embodiment of the present invention. The same parts can refer to the description of the vehicle control method provided in the embodiment of the present invention above, and will not be repeated here. Among them, the controller is preferably a transmission controller TCU.

[0115] Figure 4 is a schematic structural diagram of a vehicle provided in an embodiment of the present invention, as Figure 4As shown, vehicle 10 includes a vehicle control unit (VCU), a transmission control unit (TCU), a motor control unit (MCU), an engine 11, an integrated starter / generator (ISG) motor 12, a power battery 13, a motor 14, a shift actuator 15, and a transmission 16. The VCU is electrically connected and / or communicatively connected to the TCU and the MCU respectively. The TCU is electrically connected to the shift actuator 15 to drive the transmission 16 through the shift actuator 15. The MCU is electrically connected to the motor 14 to control the operation of the motor 14. The motor 14 is mechanically connected to the transmission 16, and the transmission 16 is mechanically connected to the vehicle rear axle 17. The engine 11 is electrically connected to the ISG motor 12, and the ISG motor 12 is electrically connected to the power battery 13 to charge the power battery 13. The power battery 13 is electrically connected to the motor 14 to supply power to the motor 14. Among them, the TCU may be provided with a three-axis acceleration sensor for collecting the longitudinal acceleration of the vehicle.

[0116] It should be understood that various forms of the processes shown above can be used, with steps reordered, added, or deleted. For example, the steps described in the present invention can be executed in parallel, sequentially, or in a different order, as long as the desired results of the technical solution of the present invention can be achieved, and no limitations are imposed herein.

[0117] The above specific embodiments do not constitute a limitation on the protection scope of the present invention. Those skilled in the art should understand that various modifications, combinations, sub-combinations, and substitutions can be made according to design requirements and other factors. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention shall be included within the protection scope of the present invention.

Claims

1. A vehicle control method, characterized in that: include: After the vehicle is powered on, continuously acquiring a standard fluctuation value of the longitudinal acceleration of the vehicle, a longitudinal acceleration threshold, an enabling signal of a power output device, and a vehicle speed; acquiring a first load state of the vehicle according to the current standard fluctuation value of the longitudinal acceleration and the longitudinal acceleration threshold; controlling the vehicle according to the first load state; When the vehicle speed is greater than zero and the enabling signal is not obtained, obtaining current operating condition information of the vehicle; When the current operating condition information meets a preset condition, obtaining current dynamic information of the vehicle; Acquire the current estimated load of the vehicle according to the dynamic information; After the estimated load is acquired, the vehicle is controlled according to the estimated load.

2. The vehicle control method according to claim 1, characterized in that: After obtaining the current estimated load of the vehicle according to the dynamic information, the method further includes: Determining a second load state according to the estimated load and the preset load; When the first load state is inconsistent with the second load state, the longitudinal acceleration threshold is corrected.

3. The vehicle control method according to claim 1, characterized in that: After the vehicle is powered on, the standard fluctuation value of the longitudinal acceleration of the vehicle is continuously obtained, including: After the vehicle is powered on, obtaining the maximum longitudinal acceleration and the minimum longitudinal acceleration of each longitudinal acceleration in a current sampling time period; A current standard fluctuation value of the longitudinal acceleration is determined at least as a function of the maximum longitudinal acceleration and the minimum longitudinal acceleration.

4. The vehicle control method according to claim 3, characterized in that: Determining the current standard fluctuation value of the longitudinal acceleration at least according to the maximum longitudinal acceleration and the minimum longitudinal acceleration includes: determining a current fluctuation value of the longitudinal acceleration according to the maximum longitudinal acceleration and the minimum longitudinal acceleration; Obtaining a standard fluctuation value of the longitudinal acceleration within the previous sampling time period; Based on a first-order low-pass filter formula, the current standard fluctuation value of the longitudinal acceleration is determined according to the current fluctuation value of the longitudinal acceleration and the standard fluctuation value of the longitudinal acceleration in the previous sampling time period.

5. The vehicle control method according to claim 1, characterized in that: Acquiring a first load state of the vehicle according to the current standard fluctuation value of the longitudinal acceleration and the longitudinal acceleration threshold, including: determining whether the standard fluctuation value of the longitudinal acceleration is greater than the longitudinal acceleration threshold; If yes, determining that the first load state is an unloaded state; If not, it is determined that the first load state is a fully loaded state.

6. The vehicle control method according to claim 2, characterized in that: When the first load state is inconsistent with the second load state, correcting the longitudinal acceleration threshold comprises: When the second load state is an unloaded state and the first load state is a fully loaded state, the longitudinal acceleration threshold is reduced with a preset step size.

7. The vehicle control method according to claim 2, characterized in that: When the first load state is inconsistent with the second load state, correcting the longitudinal acceleration threshold comprises: When the second load state is a fully loaded state and the first load state is an unloaded state, the longitudinal acceleration threshold is increased with a preset step size.

8. The vehicle control method according to claim 1, characterized in that: The operating condition information includes: current vehicle speed, longitudinal acceleration, net driving force change rate, jerk and slope change rate; The preset conditions include: the vehicle speed is within a preset vehicle speed range, the longitudinal acceleration is greater than the preset longitudinal acceleration, the net driving force change rate is less than or equal to the preset net driving force change rate, the jerk is less than or equal to the preset jerk, and the slope change rate is less than or equal to the preset slope change rate.

9. A vehicle control device, characterized in that: include: An information acquisition module, used for continuously acquiring a standard fluctuation value of the longitudinal acceleration of the vehicle, a longitudinal acceleration threshold, an enabling signal of a power output device and a vehicle speed after the vehicle is powered on; A first load state acquisition module, used for acquiring a first load state of the vehicle according to the current standard fluctuation value of the longitudinal acceleration and the longitudinal acceleration threshold; a first control module, configured to control the vehicle according to the first load state; An operating condition information acquisition module, used for acquiring the current operating condition information of the vehicle when the vehicle speed is greater than zero and the enabling signal is not acquired; A dynamic information acquisition module, used to acquire the current dynamic information of the vehicle when the current working condition information meets a preset condition; An estimated load acquisition module, used for acquiring a current estimated load of the vehicle according to the dynamic information; The second control module is used to control the vehicle according to the estimated load after obtaining the estimated load.

10. A vehicle, characterized in that: include: Controller; The controller is used to execute the vehicle control method according to any one of claims 1 to 8.

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