Vehicle starting control method, vehicle, device, electronic equipment and medium

Abstract

The invention provides a vehicle starting control method, a vehicle, a device, electronic equipment and a medium. Starting information of the vehicle is obtained; under the condition that the starting information meets the preset condition, the minimum rotating speed limit value of the motor is determined according to the current available power boundary of the motor of the vehicle; the preset condition is used for judging whether the vehicle has a rising risk or not; determining the available torque boundary of the motor according to the maximum value of the minimum rotating speed limit value of the motor and the current actual rotating speed of the motor; and a target request torque in the starting process is determined according to the available torque boundary of the motor. According to the method disclosed by the invention, when the vehicle starting has a rising risk, whether the minimum rotation speed limit value of the motor is applied to the calculation of the available torque boundary is judged, so that the available torque boundary obtained based on the minimum rotation speed limit value of the motor is obviously reduced in the starting stage under the low-rotation-speed working condition, and the actual torque transition smoothness of the motor in the starting stage is realized; and the starting smoothness of the whole vehicle is enhanced.

Description

Technical Field

[0001] The present invention relates to the technical field of automobiles, and particularly to a vehicle starting control method, a vehicle, a device, an electronic device and a medium. Background Art

[0002] The discharge capacity of the battery of a new energy vehicle is easily affected by the ambient temperature. Especially in a low-temperature environment, the discharge power of the battery is low, while the maximum torque boundary of the motor does not decrease due to the low temperature. When the driver starts with a large throttle, as the motor speed rises rapidly, the vehicle will shake.

[0003] In the related art, the battery is preheated to avoid the problem of low discharge power of the low-temperature battery.

[0004] The above method takes a long time, resulting in the user having to wait for the battery to heat up when using the vehicle. Summary of the Invention

[0005] In view of the above problems, embodiments of the present invention are provided to provide a vehicle starting control method, a vehicle, a device, an electronic device and a medium that overcome the above problems or at least partially solve the above problems.

[0006] To achieve the above object, the technical solution adopted by the present invention is as follows:

[0007] In a first aspect, an embodiment of the present application discloses a vehicle starting control method, and the method includes:

[0008] Obtain the starting information of the vehicle;

[0009] When the starting information meets the preset conditions, determine the minimum motor speed limit value according to the current available power boundary of the motor of the vehicle; the preset conditions are used to determine whether the vehicle has a risk of jerking;

[0010] Determine the available torque boundary of the motor according to the maximum value of the minimum motor speed limit value and the current actual speed of the motor;

[0011] Determine the target requested torque during the starting process according to the available torque boundary of the motor.

[0012] Optionally, the starting information includes the battery discharge power boundary value and the drive motor speed; when the starting information meets the preset conditions, determining the minimum motor speed limit value according to the current available power boundary of the motor of the vehicle includes:

[0013] If the battery discharge power boundary value is less than the first threshold and the drive motor speed is less than the second threshold, it is determined that the starting information meets the preset conditions.

[0014] Optionally, determining the minimum motor speed limit value according to the current available power boundary of the motor of the vehicle includes:

[0015] Determining the minimum motor speed limit value according to the correspondence between the current available power boundary of the motor of the vehicle and the minimum motor speed limit value; wherein, the larger the available power boundary of the motor, the larger the minimum motor speed limit value.

[0016] Optionally, after obtaining the starting information of the vehicle, the method further includes:

[0017] If the starting information does not meet the preset conditions, or the driving mode of the vehicle is the target mode, determining the available torque boundary of the motor according to the current actual speed of the motor; the target mode is a mode in which the power demand of the vehicle is higher than the preset demand.

[0018] Optionally, determining the available torque boundary of the motor according to the maximum value of the minimum motor speed limit value and the current actual speed of the motor includes:

[0019] If the maximum value is the minimum motor speed limit value, taking the ratio between the product of the available power boundary of the motor and the torque coefficient and the minimum motor speed limit value as the available torque boundary of the motor;

[0020] If the maximum value is the current actual speed of the motor, taking the ratio between the product of the available power boundary of the motor and the torque coefficient and the current actual speed of the motor as the available torque boundary of the motor.

[0021] Optionally, determining the target requested torque during the starting process according to the available torque boundary of the motor includes:

[0022] Obtaining the current throttle opening;

[0023] Determining the initial requested torque according to the throttle opening and the available torque boundary of the motor;

[0024] Performing dynamic filtering processing on the initial requested torque and then outputting the target requested torque.

[0025] In a second aspect, an embodiment of the present application discloses a vehicle starting control device, and the device includes:

[0026] An obtaining module, configured to obtain the starting information of the vehicle;

[0027] A first determining module, configured to determine the minimum motor speed limit value according to the current available power boundary of the motor of the vehicle when the starting information meets the preset conditions; the preset conditions are used to determine whether the vehicle has a risk of jerking;

[0028] A second determination module, configured to determine the available torque boundary of the motor according to the maximum value of the minimum motor speed limit value and the current actual motor speed.

[0029] An output module, configured to determine the target requested torque during the starting process according to the available torque boundary of the motor.

[0030] In a third aspect, an embodiment of the present application discloses an electronic device, including a processor and a memory. The memory stores a program or instruction that can run on the processor. When the program or instruction is executed by the processor, the steps of the method described in the first aspect are implemented.

[0031] In a fourth aspect, an embodiment of the present application discloses a readable storage medium, on which a program or instruction is stored. When the program or instruction is executed by a processor, the steps of the method described in the first aspect are implemented.

[0032] In a fifth aspect, an embodiment of the present application discloses a vehicle, which includes the control device described in the second aspect or the electronic device described in the third aspect.

[0033] In an embodiment of the present application, starting information of the vehicle is obtained; when the starting information meets a preset condition, a minimum motor speed limit value is determined according to the available power boundary of the current motor of the vehicle; the preset condition is used to determine whether the vehicle has a risk of jerking; the available torque boundary of the motor is determined according to the maximum value of the minimum motor speed limit value and the current actual motor speed; the target requested torque during the starting process is determined according to the available torque boundary of the motor. In the method of the present application, when the vehicle has a risk of jerking during starting, it is determined whether to apply the minimum motor speed limit value to the calculation of the available torque boundary, so that in the starting stage, under low-speed conditions, the available torque boundary obtained based on the minimum motor speed limit value is significantly reduced, thereby realizing the smooth transition of the actual torque of the motor in the starting stage and enhancing the starting smoothness of the whole vehicle. Description of the Drawings

[0034] Figure 1 is a schematic diagram of the motor torque under the starting condition with low battery capacity before optimization provided by an embodiment of the present invention;

[0035] Figure 2 is a flowchart of the steps of a vehicle starting control method provided by an embodiment of the present invention;

[0036] Figure 3 is a flowchart of the steps of another vehicle starting control method provided by an embodiment of the present invention;

[0037] Figure 4 is a schematic diagram of the motor torque under the starting condition with low battery capacity after optimization provided by an embodiment of the present invention

[0038] Figure 5 is a block diagram of a vehicle starting control device provided by an embodiment of the present invention;

[0039] Figure 6 is an electronic device provided by an embodiment of the present application;

[0040] Figure 7 is another electronic device provided by an embodiment of the present application. Specific embodiments

[0041] Next, the technical solutions in the embodiments of the present application will be clearly and completely described in conjunction with the accompanying drawings in the embodiments of the present application. Obviously, the described embodiments are part of the embodiments of the present application, rather than all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without making creative efforts belong to the scope of protection of the present application.

[0042] The terms "first", "second", etc. in the specification and claims of the present application are used to distinguish similar objects, rather than 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 application can be implemented in an order other than those illustrated or described herein, and the objects distinguished by "first", "second", etc. generally belong to the same category, and the number of objects is not limited. For example, the first object can be one or more. In addition, the term "and / or" in the specification and claims is used to describe the association relationship of associated objects, indicating that three relationships can exist. For example, A and / or B can represent: A exists alone, A and B exist simultaneously, and B exists alone. The character " / " generally represents an "or" relationship between the associated objects before and after. The term "multiple" in the embodiments of the present application refers to two or more, and other quantifiers are similar.

[0043] Next, an explanation of the content involved in the technical solutions of the present application will be given.

[0044] The available torque boundary of the motor refers to the maximum torque range that the motor can safely, continuously or briefly provide under different operating conditions. The available torque boundary (especially the peak torque) determines the instantaneous power output ability of the motor during startup, climbing or rapid acceleration. The greater the torque, the faster the acceleration.

[0045] In scenarios with low temperature (such as -10°C) and low battery power (such as remaining battery power < 20%), the battery discharge power boundary will drop sharply to 10% or even lower than that at normal temperature and full charge, while the physical maximum torque boundary of the motor does not decrease due to low temperature. At this time, the actual available torque of the motor will show a phenomenon of "rapid rise and then sudden drop" due to power limitation. The specific reasons are as follows:

[0046] Available torque boundary of the motor = Available power boundary of the motor * 9550 / Actual speed of the motor

[0047] Available power boundary of the motor = Battery discharge power boundary - Non - driving power - Reserved power

[0048] Among them, the non - driving power is such as air - conditioner, low - voltage electrical appliances; the system reserved power is used to prevent over - discharge of the battery.

[0049] Reference Figure 1 , the dynamic process in the starting stage is as follows:

[0050] For example, the battery discharge power at low temperature and low battery level is 10kW (assuming 100kW at normal temperature and full charge). The total non - driving power and reserved power is 2kW. At this time, the available power boundary of the motor is 8kW. If the physical peak torque of the motor is 500Nm (not reduced at low temperature). When the vehicle goes from a stationary state to an initial acceleration state (0 - 150rpm), the speed is relatively low. At this time, the theoretical available torque is limited by the peak torque of the motor, that is, the maximum torque. The motor starts with the maximum torque of 500Nm. As the speed rises rapidly (150 - 500rpm), the available torque boundary decreases as the speed rises. As Figure 1 , the motor torque of 500Nm (peak) drops rapidly to 200Nm. This causes the vehicle to rush forward suddenly and then "lose power" suddenly, forming a jerk. That is, when the battery is at low temperature and low battery level, if starting with a large throttle and the requested torque is a high torque (such as 500Nm), while the battery power supply at this time can only support a low torque (such as 100Nm), it causes the control system to quickly reduce the torque after the torque peak, resulting in discontinuous power output and causing jerks. To solve the above problems, a vehicle starting control method of the present application is disclosed, which is as follows:

[0051] Reference Figure 2 , Figure 2 is a vehicle starting control method provided by an embodiment of the present application, including:

[0052] Step 101, obtain the starting information of the vehicle.

[0053] In the embodiments of the present invention, the starting information may be information such as the motor state and battery power when the vehicle is starting, which affects the starting stability. For example, the starting information may include information such as the battery discharge power boundary and the driving motor speed. The state information of the vehicle can be obtained by the vehicle's own sensors. The battery discharge power boundary directly determines the maximum power and torque output available to the motor during the starting phase. Especially in scenarios such as low temperature, low battery power, and heavy load, a low battery discharge power boundary may cause problems such as insufficient power, jerks, and even system-protective speed limits. The driving motor speed is one of the core variables of power output during vehicle starting, directly affecting torque response and acceleration smoothness. If the driving motor speed is low, it will cause the vehicle to respond sluggishly and the body to shake. Therefore, based on the obtained starting information of the vehicle, it is possible to determine whether the current vehicle has a risk of shaking, so as to optimize the shaking phenomenon.

[0054] Step 102, when the starting information meets the preset conditions, determine the minimum motor speed limit according to the current available motor power boundary of the vehicle; the preset conditions are used to determine whether the vehicle has a risk of shaking;

[0055] In the embodiments of the present invention, large-throttle shaking (such as jerks, impacts, or power interruptions during rapid acceleration) is usually caused by poor matching of the power system, torque control delay, or mechanical transmission problems. The preset conditions in this application are used to determine whether the vehicle has a risk of shaking. For example, the preset conditions may be that the battery discharge power boundary is lower than a certain value and the driving motor speed is lower than a certain value. That is, after obtaining the starting information, the starting information can be compared with the preset conditions. If the battery discharge power boundary is lower than the value restricted by the preset conditions and the driving motor speed is lower than the speed restricted by the preset conditions, it is determined that the vehicle has a risk of shaking at this time and starting optimization is required.

[0056] Further, after determining that the vehicle has a risk of shaking based on the starting information, the minimum motor speed limit can be determined according to the current available motor power boundary of the vehicle, and the minimum motor speed limit is applied to torque optimization.

[0057] The minimum motor speed limit refers to the minimum speed threshold at which the motor can maintain effective torque output or control accuracy requirements in a stable operating state. If the minimum motor speed limit is too high, it may cause insufficient torque at the initial stage of starting; in practical applications, the minimum motor speed limit can be determined through vehicle calibration.

[0058] Specifically, there is a corresponding relationship between the available power boundary of the motor and the minimum rotational speed limit of the motor. Moreover, the larger the available power boundary of the motor, the larger the minimum rotational speed limit of the motor. The corresponding relationship between the available power boundary of the motor and the minimum rotational speed limit of the motor can be determined through vehicle calibration. The determined corresponding relationship can be stored in the vehicle memory. In this application, the stored corresponding relationship can be directly read, and the minimum rotational speed limit of the motor can be directly determined based on the minimum rotational speed limit of the motor.

[0059] Step 103: Determine the available torque boundary of the motor according to the maximum value between the minimum rotational speed limit of the motor and the current actual rotational speed of the motor.

[0060] In the embodiment of the present invention, for a conventional motor, the available torque boundary = available power boundary of the motor * 9550 / actual rotational speed of the motor. In order to optimize the torque output at low rotational speeds in this application, the maximum value between the minimum rotational speed limit of the motor and the current actual rotational speed of the motor is determined, and the conventional calculation method is optimized to:

[0061] Available torque boundary of the motor = available power boundary of the motor * 9550 / max(actual rotational speed of the motor, minimum rotational speed limit of the motor)

[0062] So that, in the case of a low rotational speed condition, if the minimum rotational speed limit of the motor is greater than the actual rotational speed of the motor, the minimum rotational speed limit of the motor is used to calculate the available torque boundary of the motor, making the available torque boundary of the motor significantly decrease and be a constant value in the low rotational speed region, thereby making the actual torque of the motor transition smoothly and enhancing the smoothness of the whole vehicle. In addition, selecting the maximum value between the minimum rotational speed limit of the motor and the current actual rotational speed of the motor to determine the available torque boundary of the motor can also be used to prevent the calibrated minimum rotational speed limit of the motor from being too low, resulting in an overly large available torque boundary of the motor calculated finally, leading to the problem that the actual power of the motor exceeds the available power of the battery under the condition of a large throttle, and ultimately resulting in a decline or damage to the battery performance.

[0063] Step 104: Determine the target requested torque during the starting process according to the available torque boundary of the motor.

[0064] In the embodiment of the present invention, after the available torque boundary of the motor is determined according to the above steps, the obtained available torque boundary can be used for the calculation of the target requested torque of the subsequent power control unit. Combined with subsequent optimization strategies such as output torque, drivability filtering, and motor torsional vibration control, the finally executed motor torque is relatively smooth.

[0065] Specifically, the available torque boundary of the motor defines the torque range that the motor can output under different operating conditions. The power control unit (PCU) calculates the target requested torque by referring to the available torque boundary based on the vehicle's operating state, the driver's demand, and other relevant factors. For example, when the driver presses the accelerator pedal, the PCU determines a reasonable target requested torque by combining the available torque boundary with information such as the pedal position, the current vehicle speed, and the battery state of charge, to meet the driver's power demand while ensuring that the motor does not operate beyond its capacity and avoiding overload or other faults.

[0066] Furthermore, after calculating the target requested torque, it is necessary to compare and adjust it with the actual output torque of the motor. The output torque of the motor may be affected by various factors such as the motor temperature, magnetic field strength, and winding resistance, and there may be a certain deviation between the actual output torque and the target requested torque. By monitoring and feeding back the actual output torque of the motor, the control system can fine-tune the target requested torque to ensure that the motor output torque is as close as possible to the target value, improving the accuracy and stability of power output.

[0067] Driveability filtering is used to smooth the target requested torque or the motor output torque signal. By driveability filtering, high-frequency noise and fluctuations in the signal can be removed, making the torque change smoother. During vehicle driving, the driver is very sensitive to the acceleration and deceleration of the vehicle. If there are obvious fluctuations or sudden changes in torque output, it will affect driving comfort and safety. Driveability filtering makes the torque change transmitted to the drive wheels smoother through filtering the torque signal, allowing the driver to feel a more smooth acceleration and deceleration process and enhancing the driving experience.

[0068] Due to factors such as the electromagnetic force, mechanical structure, and load non-uniformity inside the motor, the motor may generate torsional vibration during operation. Torsional vibration will cause an increase in the motor's vibration and noise, affecting the motor's lifespan and reliability, and also having an adverse impact on the vehicle's driveability. The motor torsional vibration control strategy is to suppress the motor's torsional vibration by adjusting the motor's control parameters or adopting special control algorithms. For example, by real-time monitoring the motor's torque and speed signals, the control system can predict the occurrence of torsional vibration and take measures in advance, such as adjusting the phase or amplitude of the current, to counteract the influence of torsional vibration and make the motor torque output smoother and more stable.

[0069] In this application, by applying the motor available torque boundary to the calculation of the target requested torque of the power control unit, and combining various optimization strategies such as feedback adjustment of the output torque, drivability filtering, and motor torsional vibration control, a complete control system is formed. When starting with a large throttle at low temperature, the motor torque can be accurately controlled and adjusted. From the generation of the target torque to the output of the actual torque, and then to the suppression of various disturbances and unstable factors, each link works together, and finally the executed motor torque is relatively smooth, meeting the requirements for power output under different driving conditions of the vehicle, while improving driving comfort and vehicle reliability.

[0070] Optionally, the starting information includes the battery discharge power boundary value and the driving motor speed, and step 102 includes:

[0071] Sub-step 1021, if the battery discharge power boundary value is less than the first threshold and the driving motor speed is less than the second threshold, it is determined that the starting information meets the preset conditions.

[0072] In the embodiment of the present invention, the first threshold is the lower limit value of the preset battery discharge power boundary, and the second threshold is the lower limit value of the preset driving motor speed. The specific magnitudes of the first threshold and the second threshold can be set according to actual situations, and are not limited in the embodiments of this application.

[0073] That is, if the battery discharge power boundary value is less than the first threshold and the driving motor speed is less than the second threshold, it is determined that the starting information meets the preset conditions, indicating that the vehicle has a risk of jerking at this time. Specifically, the battery discharge power boundary value being less than the first threshold means that the energy that the battery can provide to the driving motor is limited. When the vehicle starts, a certain amount of energy is required to overcome the inertia of the stationary state and the resistance of the vehicle itself, etc. If the battery cannot provide sufficient power, the driving motor is difficult to output sufficient torque, which may cause insufficient starting power of the vehicle and a jerking phenomenon. The driving motor speed being less than the second threshold indicates that the rotational speed of the motor is relatively slow. During the vehicle starting stage, the motor needs to quickly increase its speed to smoothly accelerate the vehicle. If the motor speed is too low, it cannot provide the power required for vehicle starting in time, making the vehicle prone to jerks or jerks during the starting process. When these two conditions are met simultaneously, that is, the battery power supply ability is insufficient and the motor speed increases slowly, the vehicle is very likely to not obtain sufficient and smooth power when starting, thus having a risk of jerking.

[0074] Optionally, step 102 includes:

[0075] Sub-step 1022, determine the motor minimum speed limit value according to the corresponding relationship between the current motor available power boundary of the vehicle and the motor minimum speed limit value; wherein, the larger the motor available power boundary, the larger the motor minimum speed limit value.

[0076] In an embodiment of the present invention, the larger the available power boundary of the motor, the higher the minimum speed limit value of the motor. The corresponding relationship between the available power boundary of the motor and the minimum speed limit value of the motor can be determined through vehicle calibration. After the corresponding relationship is determined, it can be stored in the vehicle memory. In this application, the stored corresponding relationship can be directly read, and the minimum speed limit value of the motor can be directly determined through the minimum speed limit value of the motor.

[0077] Specifically, the available power boundary of the motor refers to the power range that the motor can output under various operating conditions. This range is restricted by various factors such as the design parameters of the motor, material properties, heat dissipation capacity, and power supply system. The larger the available power boundary of the motor, the higher the upper limit of the power that the motor can output, indicating a stronger power output ability. The minimum speed limit value of the motor refers to the lowest speed at which the motor can stably operate. Below this speed, various problems may occur to the motor, such as inability to output torque normally, reduced efficiency, difficult heat dissipation, and decreased control accuracy. Therefore, when the available power boundary of the motor increases, in order to fully utilize the power output ability of the motor and ensure the safe and stable operation of the motor, its minimum speed limit value will also increase accordingly. Because at a lower speed, it is difficult for the motor to output a large amount of power, and problems such as poor heat dissipation and torque ripple may be faced. Therefore, if the available power boundary of the motor is high, it is necessary to increase the minimum speed limit value of the motor to ensure that the motor operates under appropriate working conditions.

[0078] Furthermore, since the theoretical relationship may be affected by various complex factors in the actual vehicle system, such as the characteristics of the vehicle's electrical system, mechanical transmission losses, heat dissipation conditions, and interactions with other vehicle components. Only through vehicle calibration can the corresponding relationship between the available power boundary of the motor and the minimum speed limit value that conforms to the actual operation of the vehicle be obtained. Therefore, in the actual production environment, the minimum speed limit value of the motor can be determined through vehicle calibration. For example: by measuring and adjusting the available power boundary and the minimum speed limit value of the motor under different driving conditions, such as different road conditions, loads, and environmental temperatures, to determine the accurate corresponding relationship between them.

[0079] After determining the corresponding relationship between the available power boundary of the motor and the minimum speed limit value of the motor, the corresponding relationship can be stored in the vehicle memory for the vehicle's electronic control unit (ECU) to read and use in real time during vehicle operation. The ECU can precisely control the motor based on the current operating state of the motor and various operating condition information of the vehicle, referring to the stored corresponding relationship.

[0080] Optionally, after step 101, the method further includes:

[0081] Step 105: If the starting information does not meet the preset conditions, or the driving mode of the vehicle is the target mode, determine the available torque boundary of the motor according to the current actual speed of the motor; the target mode is a mode in which the power demand of the vehicle is higher than the preset demand.

[0082] In the embodiment of the present invention, if the starting information does not meet the preset conditions, the vehicle normally determines the available torque boundary of the motor based on the current actual speed of the motor. That is, when the vehicle starts, if it is not in a low-temperature environment and the driver does not suddenly press the accelerator hard, the vehicle's power system can determine the available torque boundary of the motor in a conventional manner. Under normal temperature and driving operation conditions, the performance of the motor is relatively stable and does not require special torque limitation or adjustment. Determining the available torque boundary based on the current actual speed of the motor can reasonably distribute the output torque of the motor according to the real-time operating state of the vehicle, meeting the power demand of the vehicle while ensuring that the motor operates within a safe and efficient working range.

[0083] Alternatively, if the driving mode of the vehicle is the target mode, the vehicle normally determines the available torque boundary of the motor based on the current actual speed of the motor. The target mode can be a mode with a large power demand such as a sports mode or an off-road mode. If the vehicle is in a mode with a large power demand, considering that the user has a lower requirement for starting smoothness at this time, the starting process can be not optimized and the available torque boundary of the vehicle can be normally determined based on the actual speed of the vehicle. Specifically, when the driving mode of the vehicle is set to the sports mode or the off-road mode, the driver usually has higher requirements for the power performance of the vehicle. In this case, the vehicle will also determine the available torque boundary of the motor based on the current actual speed of the motor. In the sports mode, the vehicle hopes to provide stronger acceleration performance and more sensitive power response to meet the driver's pursuit of driving passion; in the off-road mode, the vehicle needs to cope with complex road conditions such as climbing slopes and crossing muddy roads, and the motor also needs to output appropriate torque according to the actual speed to ensure that the vehicle has sufficient power to pass through various obstacles. Therefore, in these two modes, determining the available torque boundary based on the current actual speed of the motor can allow the motor to output corresponding larger torque according to different speed conditions to meet the special needs of sports or off-road driving. The target mode can also be other modes with a large power demand, and the embodiments of the present application do not limit this here.

[0084] Further, if the starting information of the vehicle meets the preset conditions and the driving mode of the vehicle is a mode with low power demand, such as the energy-saving mode, it is considered that the vehicle can currently accept a decrease in power smoothness. At this time, the above steps 103 and 104 can be used to optimize the calculation of the motor available torque boundary, so as to improve the smoothness of starting when starting with a large throttle at low temperature. Specifically, when the vehicle is in a mode with relatively low power demand such as the energy-saving mode, the driver's expectation for the vehicle's power performance is also not high. At this time, in order to meet the driver's demand for starting with a large throttle, minimize the damage to the battery and the motor, and take into account the requirement of smooth starting, the vehicle control system can optimize the motor available torque boundary. For example, according to the actual performance of the battery and the motor at low temperature, the maximum available torque of the motor can be reasonably limited to avoid overloading. After the maximum torque value that the motor can output decreases, although the power output will not be as strong and smooth as in the normal situation, it can alleviate the power unevenness problem caused by low temperature and large throttle operation to a certain extent.

[0085] Optionally, step 103 includes:

[0086] Sub-step 1031, if the maximum value is the minimum motor speed limit, then the ratio between the product of the motor available power boundary and the torque coefficient and the minimum motor speed limit is used as the motor available torque boundary;

[0087] Sub-step 1032, if the maximum value is the current actual motor speed, then the ratio between the product of the motor available power boundary and the torque coefficient and the current actual motor speed is used as the motor available torque boundary.

[0088] In the embodiment of the present invention, for sub-step 1041 and sub-step 1042, when the method of the present application is used to optimize and calculate the motor available torque boundary, if the maximum value between the minimum motor speed limit and the current actual motor speed is the minimum motor speed limit, then the ratio between the product of the motor available power boundary and the torque coefficient and the minimum motor speed limit is used as the motor available torque boundary, where the torque coefficient can be a constant 9550. In the conversion of motor power and torque, 9550 is the standard proportionality coefficient in the International System of Units (kW-rpm-Nm). In the low-speed working condition, the motor available torque boundary is reduced to avoid the situation of jerking due to the rapid decrease of torque. Similarly, if the maximum value between the minimum motor speed limit and the current actual motor speed is the current actual motor speed, the ratio between the product of the motor available power boundary and the torque coefficient and the current actual motor speed is used as the motor available torque boundary, so as to prevent the calibrated minimum motor speed limit from being too low, and the finally calculated motor available torque boundary is too large, resulting in the actual power of the motor exceeding the available power of the battery under the large throttle condition, and ultimately leading to the degradation or damage of the battery performance.

[0089] Optionally, step 104 includes:

[0090] Sub-step 1041, obtaining the current throttle opening;

[0091] Sub-step 1042, determining an initial requested torque according to the throttle opening and the motor available torque boundary;

[0092] Sub-step 1043, performing dynamic filtering on the initial requested torque and then outputting the target requested torque.

[0093] In the embodiment of the present invention, for steps 1051 to 1053, during the vehicle starting process, the motor control system (such as the PCU) needs to dynamically calculate a safe and smooth target requested torque by combining the motor available torque boundary and the driver's demand. According to the throttle opening, the driver's demand torque can be determined. Based on the driver's demand torque and the motor available torque boundary, the initial requested torque can be determined. After the initial requested torque continues to be dynamically filtered, it is output as the target requested torque. The dynamic filtering is used to avoid jerks caused by torque mutations. The ways of dynamic filtering include: controlling the torque change rate and smoothing high-frequency fluctuations, etc. The output target requested torque can be sent to the motor controller to drive the motor to output, completing the optimization of the starting process.

[0094] Specifically, the vehicle obtains the current throttle opening information through a throttle pedal position sensor. This sensor converts the mechanical displacement of the throttle pedal into an electrical signal, and the electronic control unit (ECU) can read this electrical signal in real time and convert it into a corresponding throttle opening value. For example, when the throttle pedal is fully released, the opening is 0%; when it is fully depressed, the opening is 100%. During actual driving, the throttle opening will change between 0% and 100% according to the driver's operation. By continuously monitoring and obtaining this real-time data, it can be used subsequently to determine the motor torque. The larger the throttle opening, the stronger the power the driver expects the vehicle to obtain, that is, the larger the requested motor torque. When the battery power is low, in order to protect the battery, the motor available torque boundary will be correspondingly reduced. When determining the initial requested torque, it is necessary to comprehensively consider the expected torque corresponding to the throttle opening and the motor available torque boundary. The ECU will determine the initial requested torque according to the throttle opening within the range of the motor available torque boundary according to a pre-set algorithm.

[0095] Furthermore, the initial requested torque may fluctuate or have noise due to various factors, such as slight jitters of the accelerator pedal, measurement errors of sensors, and various interferences during vehicle operation. If these fluctuations or noises are directly transmitted to the motor control system, they may cause the motor output torque to be unstable, affecting the driving smoothness and comfort of the vehicle. Therefore, in this application, dynamic filtering processing is used to eliminate or reduce these unnecessary fluctuations and noises, making the output target requested torque smoother and more stable, meeting the actual driving requirements of the vehicle. Among them, the process of dynamic filtering processing can be: using algorithms such as digital filters to process the initial requested torque. The digital filter can perform operations such as weighting and summing on the input initial requested torque signal according to preset parameters and algorithms, filtering out high-frequency noise and unnecessary fluctuations. For example, a common low-pass filter can allow low-frequency signals (representing the slow change of torque, which conforms to the change of the actual power demand of the vehicle) to pass through, while attenuating high-frequency signals (such as the instantaneous torque change caused by the jitter of the accelerator pedal). After dynamic filtering processing, the obtained target requested torque is a more stable and smooth torque value, which can more accurately reflect the true demand of the driver. At the same time, it is also beneficial for the motor control system to more precisely control the motor output torque, improving the overall performance and driving experience of the vehicle.

[0096] Reference Figure 3 , Figure 3 shows another starting control method provided by this application. It includes:

[0097] S1. Determine whether there is a risk of large throttle surging for the current vehicle state; if yes, go to S2, if no, go to S6;

[0098] S2. Determine whether the current mode has an extremely strong demand for power; if no, go to S3, if yes, go to S6;

[0099] S3. Determine the minimum motor speed limit value by looking up a table;

[0100] S4. Take the maximum value between the minimum motor speed limit value and the actual motor speed;

[0101] S5. Calculate the available torque boundary of the motor;

[0102] S6. Calculate the available torque boundary of the motor according to the actual motor speed.

[0103] In the embodiment of the present invention, for steps S1 to S6, reference Figure 4 , Figure 4 shows the schematic diagram of the motor torque under the starting condition with optimized low battery capacity.

[0104] For example, the discharge power of the battery at low temperature and low power is 10 kW (assuming 100 kW at normal temperature and full charge). The total non-driving power and reserved power is 2 kW, and the available power boundary of the motor is 8 kW at this time. If the physical peak torque of the motor is 500 Nm (not reduced at low temperature). When the vehicle accelerates from a stationary state to an initial acceleration state (0 - 150 rpm), the rotational speed is relatively low. At this time, the available torque boundary of the motor is optimized and calculated to reduce the value of the available torque boundary of the motor. As the rotational speed rapidly increases (150 - 500 rpm), the available torque boundary remains unchanged. That is, when the battery is at low temperature and low power, if starting with a large throttle, by optimizing the available torque boundary of the motor, the available torque boundary of the motor is significantly reduced in the low rotational speed region and is a constant value, so that the actual torque of the motor transitions smoothly and the ride comfort of the whole vehicle is enhanced.

[0105] In summary, in the embodiment of the present application, the starting information of the vehicle is obtained; when the starting information meets the preset conditions, the minimum rotational speed limit value of the motor is determined according to the current available power boundary of the motor of the vehicle; the preset conditions are used to judge whether the vehicle has a risk of jerking; the available torque boundary of the motor is determined according to the maximum value of the minimum rotational speed limit value of the motor and the current actual rotational speed of the motor; the target request torque during the starting process is determined according to the available torque boundary of the motor. In the method of the present application, when the vehicle has a risk of jerking during starting, it is judged whether to apply the minimum rotational speed limit value of the motor to the calculation of the available torque boundary, so that in the starting stage and under low rotational speed conditions, the available torque boundary obtained based on the minimum rotational speed limit value of the motor is significantly reduced, thereby realizing a smooth transition of the actual torque of the motor in the starting stage and enhancing the starting ride comfort of the whole vehicle.

[0106] Reference Figure 5 , which shows a vehicle starting control device provided by an embodiment of the present application, including:

[0107] An acquisition module 201, configured to acquire the starting information of the vehicle;

[0108] A first determination module 202, configured to determine the minimum rotational speed limit value of the motor according to the current available power boundary of the motor of the vehicle when the starting information meets the preset conditions; the preset conditions are used to judge whether the vehicle has a risk of jerking;

[0109] A second determination module 203, configured to determine the available torque boundary of the motor according to the maximum value of the minimum rotational speed limit value of the motor and the current actual rotational speed of the motor;

[0110] An output module 204, configured to determine the target request torque during the starting process according to the available torque boundary of the motor.

[0111] Optionally, the starting information includes the battery discharge power boundary value and the driving motor rotational speed, and the first determination module includes:

[0112] The first determination sub-module is configured to determine that the start information meets the preset conditions if the battery discharge power boundary value is less than the first threshold and the driving motor speed is less than the second threshold.

[0113] Optionally, the first determination module includes:

[0114] The second determination sub-module is configured to determine the minimum motor speed limit value according to the correspondence between the current available power boundary of the motor of the vehicle and the minimum motor speed limit value; wherein, the larger the available power boundary of the motor, the larger the minimum motor speed limit value.

[0115] Optionally, the device further includes:

[0116] The third determination module is configured to determine the available torque boundary of the motor according to the current actual speed of the motor if the start information does not meet the preset conditions, or the driving mode of the vehicle is the target mode; the target mode is a mode in which the power demand of the vehicle is higher than the preset demand.

[0117] Optionally, the second determination module includes:

[0118] The first calculation module is configured to, if the maximum value is the minimum motor speed limit value, use the ratio between the product of the available power boundary of the motor and the torque coefficient and the minimum motor speed limit value as the available torque boundary of the motor;

[0119] The second calculation module is configured to, if the maximum value is the current actual speed of the motor, use the ratio between the product of the available power boundary of the motor and the torque coefficient and the current actual speed of the motor as the available torque boundary of the motor.

[0120] Optionally, the output module includes:

[0121] The throttle opening acquisition sub-module is configured to acquire the current throttle opening;

[0122] The second determination sub-module is configured to determine the initial requested torque according to the throttle opening and the available torque boundary of the motor;

[0123] The output sub-module is configured to perform dynamic filtering processing on the initial requested torque and then output the target requested torque.

[0124] In summary, in the embodiments of the present application, the starting information of the vehicle is obtained; when the starting information meets the preset conditions, the minimum motor speed limit value is determined according to the current available power boundary of the motor of the vehicle; the preset conditions are used to determine whether the vehicle has a risk of jerk; the available torque boundary of the motor is determined according to the maximum value of the minimum motor speed limit value and the current actual speed of the motor; and the target requested torque during the starting process is determined according to the available torque boundary of the motor. In the method of the present application, when the vehicle has a risk of jerk during starting, it is judged whether to apply the minimum motor speed limit value to the calculation of the available torque boundary, so that in the starting stage and under low-speed conditions, the available torque boundary obtained based on the minimum motor speed limit value is significantly reduced, thereby realizing smooth transition of the actual torque of the motor during the starting stage and enhancing the starting smoothness of the whole vehicle.

[0125] Referring Figure 6 , the electronic device 600 may include one or more of the following components: a processing component 602, a memory 604, a power supply component 606, a multimedia component 608, an audio component 610, an input / output (I / O) interface 612, a sensor component 614, and a communication component 616.

[0126] The processing component 602 generally controls the overall operation of the electronic device 600, such as operations associated with display, telephone calls, data communication, camera operations, and recording operations. The processing component 602 may include one or more processors 620 to execute instructions to complete all or part of the steps of the above methods. In addition, the processing component 602 may include one or more modules to facilitate the interaction between the processing component 602 and other components. For example, the processing component 602 may include a multimedia module to facilitate the interaction between the multimedia component 608 and the processing component 602.

[0127] The memory 604 is used to store various types of data to support the operation of the electronic device 600. Examples of these data include instructions for any application or method operating on the electronic device 600, contact data, phone book data, messages, pictures, multimedia, etc. The memory 604 may be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic memory, flash memory, a magnetic disk, or an optical disk.

[0128] The power supply component 606 provides power for various components of the electronic device 600. The power supply component 606 may include a power management system, one or more power supplies, and other components associated with generating, managing, and distributing power for the electronic device 600.

[0129] The multimedia component 608 includes a screen that provides an output interface between the electronic device 600 and the user. In some embodiments, the screen may include a liquid crystal display (LCD) and a touch panel (TP). If the screen includes a touch panel, the screen can be implemented as a touch screen to receive input signals from the user. The touch panel includes one or more touch sensors to sense touches, swipes, and gestures on the touch panel. The touch sensors can sense not only the boundaries of touch or swipe actions, but also detect the duration and pressure associated with the touch or swipe operations. In some embodiments, the multimedia component 608 includes a front camera and / or a rear camera. When the electronic device 600 is in an operating mode, such as a shooting mode or a multimedia mode, the front camera and / or the rear camera can receive external multimedia data. Each of the front camera and the rear camera can be a fixed optical lens system or have a focal length and optical zoom capabilities.

[0130] The audio component 610 is used to output and / or input audio signals. For example, the audio component 610 includes a microphone (MIC) that is used to receive external audio signals when the electronic device 600 is in an operating mode, such as a call mode, a recording mode, and a voice recognition mode. The received audio signals can be further stored in the memory 604 or transmitted via the communication component 616. In some embodiments, the audio component 610 further includes a speaker for outputting audio signals.

[0131] The I / O interface 612 provides an interface between the processing component 602 and a peripheral interface module, and the peripheral interface module can be a keyboard, a click wheel, buttons, etc. These buttons can include, but are not limited to: a home button, a volume button, a power button, and a lock button.

[0132] The sensor component 614 includes one or more sensors for providing a status assessment of various aspects of the electronic device 600. For example, the sensor component 614 can detect the on / off state of the electronic device 600, the relative positioning of components, such as the display and the keypad of the electronic device 600. The sensor component 614 can also detect a change in the position of the electronic device 600 or a component of the electronic device 600, the presence or absence of user contact with the electronic device 600, the orientation or acceleration / deceleration of the electronic device 600, and the temperature change of the electronic device 600. The sensor component 614 can include a proximity sensor configured to detect the presence of nearby objects without any physical contact. The sensor component 614 can also include a light sensor, such as a CMOS or a CCD image sensor, for use in imaging applications. In some embodiments, the sensor component 614 can further include an acceleration sensor, a gyroscope sensor, a magnetic sensor, a pressure sensor, or a temperature sensor.

[0133] The communication component 616 is used to facilitate communication between the electronic device 600 and other devices in a wired or wireless manner. The electronic device 600 can access a communication standard-based wireless network, such as WiFi, a carrier network (such as 2G, 3G, 4G, or 5G), or a combination thereof. In an exemplary embodiment, the communication component 616 receives a broadcast signal or broadcast-related information from an external broadcast management system via a broadcast channel. In an exemplary embodiment, the communication component 616 further includes a Near Field Communication (NFC) module to facilitate short-range communication. For example, the NFC module can be implemented based on Radio Frequency Identification (RFID) technology, Infrared Data Association (IrDA) technology, Ultra-Wideband (UWB) technology, Bluetooth (BT) technology, and other technologies.

[0134] In an exemplary embodiment, the electronic device 600 can be implemented by one or more Application Specific Integrated Circuits (ASICs), Digital Signal Processors (DSPs), Digital Signal Processing Devices (DSPDs), Programmable Logic Devices (PLDs), Field Programmable Gate Arrays (FPGAs), controllers, microcontrollers, microprocessors, or other electronic components to implement a vehicle start control method provided by an embodiment of the present application.

[0135] In an exemplary embodiment, a non-transitory computer-readable storage medium including instructions is also provided, such as a memory 604 including instructions, and the above instructions can be executed by a processor 620 of the electronic device 600 to complete the above method. For example, the non-transitory storage medium can be a ROM, Random Access Memory (RAM), CD-ROM, magnetic tape, floppy disk, and optical data storage device, etc.

[0136] Figure 7 is a block diagram of an electronic device 700 shown according to an exemplary embodiment. For example, the electronic device 700 can be provided as a server. Referring to Figure 7 , the electronic device 700 includes a processing component 722, which further includes one or more processors, and memory resources represented by a memory 732 for storing instructions executable by the processing component 722, such as application programs. The application programs stored in the memory 732 can include one or more modules each corresponding to a set of instructions. In addition, the processing component 722 is configured to execute instructions to perform a vehicle start control method provided by an embodiment of the present application.

[0137] The electronic device 700 may further include a power supply component 726 configured to perform power management of the electronic device 700, a wired or wireless network interface 750 configured to connect the electronic device 700 to a network, and an input / output (I / O) interface 758. The electronic device 700 may operate based on an operating system stored in the memory 732, such as Windows ServerTM, Mac OS XTM, UnixTM, LinuxTM, FreeBSD TM or the like.

[0138] An embodiment of the present application also provides a computer program product, including a computer program, where when the computer program is executed by a processor, the vehicle starting control method described above is implemented.

[0139] Those skilled in the art will readily conceive of other embodiments of the present application after considering the specification and practicing the application disclosed herein. The present application is intended to cover any variations, uses, or adaptations of the present application, which follow the general principles of the present application and include known common knowledge or conventional technical means in the technical field not disclosed in the present disclosure. The specification and embodiments are only regarded as exemplary, and the true scope and spirit of the present application are pointed out by the following claims.

[0140] It should be understood that the present application is not limited to the exact structures described above and shown in the drawings, and various modifications and changes can be made without departing from its scope. The scope of the present application is only limited by the appended claims.

Claims

1. A vehicle starting control method, characterized in that, The method includes: Obtaining the starting information of the vehicle; When the starting information meets the preset conditions, determining the minimum motor speed limit according to the current available power boundary of the motor of the vehicle; the preset conditions are used to determine whether the vehicle has a jerk risk; Determining the available torque boundary of the motor according to the maximum value of the minimum motor speed limit and the current actual speed of the motor; Determining the target requested torque during the starting process according to the available torque boundary of the motor.

2. The method according to claim 1, characterized in that The starting information includes the battery discharge power boundary value and the drive motor speed; when the starting information meets the preset conditions, determining the minimum motor speed limit according to the current available power boundary of the motor of the vehicle includes: If the battery discharge power boundary value is less than the first threshold and the drive motor speed is less than the second threshold, it is determined that the starting information meets the preset conditions.

3. The method according to claim 1, characterized in that, Determining the minimum motor speed limit according to the current available power boundary of the motor of the vehicle includes: Determining the minimum motor speed limit according to the corresponding relationship between the current available power boundary of the motor of the vehicle and the minimum motor speed limit; wherein, the larger the available power boundary of the motor, the larger the minimum motor speed limit.

4. The method according to claim 1, wherein After obtaining the starting information of the vehicle, the method further includes: If the starting information does not meet the preset conditions, or the driving mode of the vehicle is the target mode, determining the available torque boundary of the motor according to the current actual speed of the motor; the target mode is a mode in which the power demand of the vehicle is higher than the preset demand.

5. The method according to claim 1, wherein Determining the available torque boundary of the motor according to the maximum value of the minimum motor speed limit and the current actual speed of the motor includes: If the maximum value is the minimum motor speed limit, taking the ratio between the product of the available power boundary of the motor and the torque coefficient and the minimum motor speed limit as the available torque boundary of the motor; If the maximum value is the current actual speed of the motor, taking the ratio between the product of the available power boundary of the motor and the torque coefficient and the current actual speed of the motor as the available torque boundary of the motor.

6. The method according to claim 1, characterized in that, Determining the target requested torque during the starting process according to the available torque boundary of the motor includes: Obtaining the current throttle opening; Determining the initial requested torque according to the throttle opening and the available torque boundary of the motor; Performing dynamic filtering processing on the initial requested torque and then outputting the target requested torque.

7. A vehicle starting control device, characterized in that, The device includes: An obtaining module, configured to obtain the starting information of the vehicle; A first determining module, configured to determine the minimum motor speed limit according to the current available power boundary of the motor of the vehicle when the starting information meets the preset conditions; the preset conditions are used to determine whether the vehicle has a jerk risk; A second determining module, configured to determine the available torque boundary of the motor according to the maximum value of the minimum motor speed limit and the current actual speed of the motor; An output module, configured to determine the target requested torque during the starting process according to the available torque boundary of the motor.

8. An electronic device, characterized in that, Including: A processor; A memory for storing instructions executable by the processor; Wherein, the processor is configured to execute the instructions to implement the method according to any one of claims 1 to 6.

9. A computer-readable storage medium, characterized in that, When the instructions in the computer-readable storage medium are executed by a processor of an electronic device, the electronic device is enabled to execute the method according to any one of claims 1 to 6.

10. A vehicle, characterized in that, The vehicle includes the control device according to claim 7 or the electronic device according to claim 8.

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