A vehicle control method and device, vehicle

Abstract

The application discloses a vehicle control method and device and a vehicle. The method comprises the following steps: in a current stroke determination period, when it is determined that an accelerator is released and a brake pedal is stepped on, determining a current stroke of the brake pedal; if a difference between the current stroke and a previous stroke in a previous stroke determination period is less than or equal to a preset difference threshold, determining a current deceleration according to the current stroke, and controlling a motor to decelerate according to the current deceleration and a proportional integral control strategy; if the difference between the current stroke and the previous stroke is greater than the preset difference threshold, or a duration that the current stroke is a maximum stroke reaches a first preset duration, controlling an electromagnetic brake to brake; in the process of controlling the motor to decelerate, if a duration that an actual rotating direction of the motor is opposite to an initial rotating direction reaches a second preset duration, updating the proportional integral control strategy, and controlling the motor to operate according to the updated proportional integral control strategy. The technical scheme of the application can better control the vehicle.

Description

Technical Field

[0001] This invention relates to the field of vehicle control technology, and in particular to a vehicle control method, device, and vehicle. Background Technology

[0002] Industrial vehicles, including forklifts and aerial work platforms, sometimes lack mechanical brakes (i.e., brake pads) and instead use a brake pedal for deceleration, employing electromagnetic brakes. When deceleration is needed, the accelerator pedal is no longer pressed; instead, the brake pedal is depressed, and the vehicle decelerates according to the depth (stroke) of the brake pedal. When the vehicle's speed reaches zero, the electromagnetic brake engages to lock the axle.

[0003] However, braking when the vehicle speed has decreased to zero may be dangerous, so existing vehicle control strategies have the problem of not being able to control the vehicle well. Summary of the Invention

[0004] This invention provides a vehicle control method, device, and vehicle to solve the problem that existing vehicle control strategies cannot effectively control vehicles.

[0005] According to one aspect of the present invention, a vehicle control method is provided, the vehicle control method comprising:

[0006] During the current travel determination period, when it is determined that the vehicle's accelerator is released and the vehicle's brake pedal is depressed, the current travel of the brake pedal is determined.

[0007] If the difference between the current travel and the previous travel of the previous travel cycle is less than or equal to a preset difference threshold, then the current deceleration is determined based on the current travel, and the vehicle's motor deceleration is controlled based on the current deceleration and the proportional-integral control strategy.

[0008] If the difference between the current travel and the previous travel of the previous travel period is greater than a preset difference threshold, or if the duration of the current travel being the maximum travel of the brake pedal reaches a first preset duration, then the electromagnetic brake of the vehicle is controlled to brake.

[0009] During the process of controlling the deceleration of the motor, if the duration for which the actual rotation direction of the motor is opposite to the initial rotation direction reaches a second preset duration, the initial parameters of the proportional-integral control strategy are updated to the target parameters, and the motor is controlled to run according to the updated proportional-integral control strategy; wherein, the initial rotation direction is the rotation direction of the motor when the deceleration of the motor is started.

[0010] Optionally, the initial parameters include an initial proportional coefficient and an initial integral coefficient;

[0011] The step of controlling the vehicle's motor deceleration based on the current deceleration and proportional-integral control strategy includes:

[0012] In each speed control cycle, the current target speed of the current speed control cycle is determined based on the current deceleration and the previous target speed of the previous speed control cycle.

[0013] The product of the difference between the current target speed and the current actual speed of the motor and the initial proportional coefficient is used as the current proportional term of the proportional-integral control strategy in the current speed control cycle.

[0014] The product of the current proportional term and the initial integral coefficient, and the sum of the previous integral term of the previous speed control cycle, are taken as the current integral term of the proportional-integral control strategy in the current speed control cycle.

[0015] The voltage of the motor is controlled based on the sum of the current proportional term and the current integral term, so as to control the deceleration of the motor.

[0016] Optionally, the target parameters include a target integral coefficient and a target proportional coefficient;

[0017] The initial parameters of the updated proportional-integral control strategy are target parameters, including:

[0018] The initial scaling factor is updated to the target scaling factor, and the initial integral factor is updated to the target integral factor; wherein the target integral factor is greater than the initial integral factor, and the target scaling factor is greater than the initial scaling factor.

[0019] Optionally, after controlling the motor to operate according to the updated proportional-integral control strategy, the method further includes:

[0020] When the absolute value of the actual speed of the motor is less than the preset speed threshold, the target parameter is set as the initial parameter, and the motor is controlled to run according to the proportional-integral control strategy corresponding to the current deceleration and the initial parameter.

[0021] Optionally, after controlling the vehicle's motor deceleration according to the current deceleration and proportional-integral control strategy, the method further includes:

[0022] If the actual speed of the motor is still greater than the deceleration threshold when the time for controlling the motor to decelerate reaches the third preset time, then the electromagnetic brake is controlled to brake.

[0023] Optionally, determining the current travel of the brake pedal includes:

[0024] Obtain the current analog quantity from the first connection port where the vehicle's controller is connected to the brake pedal;

[0025] The current travel is determined based on the current analog quantity, the maximum analog quantity corresponding to the brake pedal, and the minimum analog quantity corresponding to the brake pedal; wherein, the maximum analog quantity is the analog quantity transmitted by the first connection port corresponding to the maximum travel of the brake pedal, and the minimum analog quantity is the analog quantity transmitted by the first connection port corresponding to the minimum travel of the brake pedal;

[0026] Determining the current deceleration based on the current travel distance includes:

[0027] The current deceleration is determined based on the current travel distance, the maximum deceleration of the motor, and the minimum deceleration of the motor.

[0028] Optionally, the method further includes:

[0029] During the vehicle's power-on self-test, if the digital value obtained from the second connection port connecting the vehicle's controller and the brake pedal determines that the brake pedal is depressed, a first prompt message is issued until the brake pedal is released.

[0030] The method further includes:

[0031] In each travel determination cycle, if the brake pedal state determined by the analog quantity obtained from the first connection port of the vehicle controller connected to the brake pedal is inconsistent with the brake pedal state determined by the digital quantity obtained from the second connection port of the vehicle controller connected to the brake pedal, a second prompt message is issued and the electromagnetic brake is controlled to apply the brakes.

[0032] Optionally, if the brake pedal state determined based on an analog signal obtained from a first connection port connecting the vehicle's controller and the brake pedal is inconsistent with the brake pedal state determined based on a digital signal obtained from a second connection port connecting the vehicle's controller and the brake pedal, a second warning message is issued, and the electromagnetic brake is controlled to apply the brakes, including:

[0033] If the analog quantity obtained from the first connection port is greater than zero, and the brake pedal is determined to be released based on the digital quantity obtained from the second connection port, a second prompt message is issued, and the electromagnetic brake is controlled to apply the brakes.

[0034] Alternatively, if the analog signal obtained from the first connection port is zero, and it is determined from the digital signal obtained from the second connection port that the brake pedal has been depressed, then a second prompt message is issued, and the electromagnetic brake is controlled to apply the brakes.

[0035] The step of determining the current travel of the brake pedal during the current travel determination period, when it is determined that the vehicle's accelerator is released and the vehicle's brake pedal is depressed, includes:

[0036] During the current travel determination cycle, when it is determined that the accelerator is released, and the brake pedal is depressed based on the digital quantity obtained from the second connection port, and the analog quantity obtained from the first connection port is not zero, the current travel is determined based on the current analog quantity of the first connection port.

[0037] According to another aspect of the present invention, a vehicle control device is provided, the vehicle control device comprising:

[0038] A brake pedal travel determination module is used to determine the current travel of the brake pedal during the current travel determination cycle, when it is determined that the accelerator of the vehicle is released and the brake pedal of the vehicle is depressed.

[0039] The first motor control module is used to determine the current deceleration according to the current travel and the preset correspondence if the difference between the current travel and the previous travel of the previous travel period is less than or equal to a preset difference threshold, and to control the motor deceleration of the vehicle according to the current deceleration and the proportional-integral control strategy.

[0040] The braking control module is used to control the electromagnetic brake of the vehicle to brake if the difference between the current travel and the previous travel of a certain period is greater than a preset difference threshold, or if the duration of the current travel being the maximum travel of the brake pedal reaches a first preset duration.

[0041] The second motor control module is used to update the initial parameters of the proportional-integral control strategy to the target parameters if the actual rotation direction of the motor is opposite to the initial rotation direction for a continuous period of time during the process of controlling the deceleration of the motor, and control the motor to run according to the updated proportional-integral control strategy; wherein, the initial rotation direction is the rotation direction of the motor when the deceleration of the motor begins.

[0042] According to another aspect of the present invention, a vehicle is provided that includes the vehicle control device described in any embodiment of the present invention.

[0043] The technical solution of this invention, in the current travel determination cycle, when the accelerator of the vehicle is released and the brake pedal is depressed, determines the current travel of the brake pedal. If the difference between the current travel and the previous travel in the previous travel determination cycle is less than or equal to a preset difference threshold, then the current deceleration is determined based on the current travel, and the vehicle's motor is controlled to decelerate based on the current deceleration and the proportional-integral (PI) control strategy. During the motor deceleration process, if the actual rotation direction of the motor is opposite to the initial rotation direction, it indicates that the vehicle may have rolled back, and the initial parameters of the PI control strategy are updated to target parameters. For example, if the target parameter is greater than the initial parameter, the PI control strategy can quickly control the motor speed to approach or equal to zero, allowing the vehicle to stop in time and avoiding a large rollback distance, thereby better controlling the vehicle's operation. If the difference between the current travel and the previous travel in the previous travel determination cycle is greater than a preset difference threshold, or if the duration of the current travel being the maximum travel of the brake pedal reaches a first preset duration, it indicates that the driver needs to brake the vehicle urgently, and the vehicle's electromagnetic brake is controlled to brake, thus stopping the vehicle. In this way, the vehicle can be braked in time, avoiding the problem of determining the deceleration based on the current distance and controlling the motor to decelerate too slowly, which could lead to significant safety hazards. This allows for better control of the vehicle's operation.

[0044] It should be understood that the description in this section is not intended to identify key or essential features of the embodiments of the present invention, nor is it intended to limit the scope of the invention. Other features of the invention will become readily apparent from the following description. Attached Figure Description

[0045] To more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

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

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

[0048] Figure 3 This is a flowchart of another vehicle control method provided in an embodiment of the present invention;

[0049] Figure 4 This is a schematic diagram of the structure of a vehicle control device provided in an embodiment of the present invention. Detailed Implementation

[0050] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0051] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of the invention described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0052] This invention provides a vehicle control method. The vehicle includes industrial vehicles, such as forklifts and aerial work platforms. The vehicle includes an accelerator; pressing the accelerator accelerates the vehicle. The vehicle also includes a brake pedal; pressing the brake pedal decelerates the vehicle. The vehicle further includes an electromagnetic brake, controlled by the vehicle's controller. When braking is required, the controller controls the electromagnetic brake to engage, causing the vehicle to brake. The vehicle control method is executed by a vehicle control device, which may be a vehicle control device itself.

[0053] Figure 1 This is a flowchart of a vehicle control method provided in an embodiment of the present invention, see reference. Figure 1 Vehicle control methods include:

[0054] S101. During the current travel determination period, when it is determined that the accelerator of the vehicle is released and the brake pedal of the vehicle is depressed, the current travel of the brake pedal is determined.

[0055] After the vehicle is running normally, a stroke determination cycle begins to be executed cyclically to periodically determine the brake pedal stroke. Each stroke determination cycle is short, allowing for real-time determination of the brake pedal stroke, which in turn enables real-time control of the motor operation based on the brake pedal stroke. The brake pedal stroke is the depth to which the brake pedal is depressed; the deeper the brake pedal is depressed, the greater the brake pedal stroke.

[0056] Specifically, the vehicle's controller is connected to the accelerator and brake pedal respectively. When the controller determines from the port connected to the accelerator that the accelerator has been released (i.e., the accelerator has not been pressed) and determines that the brake pedal has been pressed, it determines the current travel of the brake pedal in the current travel determination cycle.

[0057] Optionally, once the brake pedal is determined to be depressed, the motor operation is no longer controlled based on the accelerator's travel. This avoids the situation where the motor control becomes disordered when the brake pedal and accelerator are depressed simultaneously, thus preventing the vehicle from accelerating when the accelerator is mistakenly depressed.

[0058] S102. If the difference between the current travel and the previous travel of the previous travel cycle is less than or equal to the preset difference threshold, then the current deceleration is determined according to the current travel, and the motor of the vehicle is decelerated according to the current deceleration and the proportional-integral control strategy.

[0059] Specifically, if the difference between the current travel and the previous travel within a defined cycle is less than or equal to a preset difference threshold, it indicates that the slope of the brake pedal travel change is small, and the current deceleration can be determined based on the current travel. Here, deceleration refers to the case where acceleration is negative. There is a one-to-one correspondence between brake pedal travel and deceleration; the current deceleration can be determined based on this correspondence and the current travel.

[0060] In this system, the proportional-integral (PI) control strategy controls the motor's operation based on the target speed and the actual motor speed in each speed control cycle, ensuring that the motor speed approaches or equals the target speed. The target speed for each speed control cycle can be the same or different. For example, when controlling vehicle acceleration (i.e., motor acceleration), the target speed for the current speed control cycle is higher than the target speed of the previous cycle. When controlling the vehicle to maintain a constant speed, the target speeds are the same across different speed control cycles. When controlling vehicle deceleration (i.e., motor deceleration), the target speed for the current speed control cycle is lower than the target speed of the previous cycle. Each stroke determination cycle can include multiple speed control cycles, allowing the PPI control strategy to gradually control the motor speed to reach the required speed corresponding to the current stroke. In other words, after determining the current travel of the brake pedal, the PPI control strategy gradually controls the motor speed to achieve the required speed corresponding to the current stroke.

[0061] After determining the current deceleration, the target speed of the proportional-integral (PI) control strategy is gradually reduced for each speed control cycle based on the current deceleration. Specifically, the target speed of the previous speed control cycle is subtracted from the deceleration to obtain the target speed of the current speed control cycle. In this way, after executing at least two speed control cycles, the target speed of the PI control strategy reaches the required speed of the motor corresponding to the current stroke, thereby ensuring that the motor speed reaches the required speed for the current stroke.

[0062] S103. If the difference between the current travel and the previous travel within the previous travel period is greater than a preset difference threshold, or if the duration of the current travel being the maximum travel of the brake pedal reaches a first preset duration, then control the electromagnetic brake of the vehicle to apply the brakes.

[0063] The maximum travel of the brake pedal is the travel of the brake pedal when it is fully depressed, which is 100%.

[0064] Specifically, if the difference between the current travel and the previous travel within a defined cycle exceeds a preset difference threshold, it indicates a large slope in the brake pedal travel, meaning the driver needs to brake urgently. In this case, the vehicle's electromagnetic brake is activated to bring the vehicle to a stop. Alternatively, if the current travel is the duration of the brake pedal's maximum travel for a first preset duration, it indicates the driver needs to brake urgently, and the electromagnetic brake is activated to bring the vehicle to a stop. This allows for timely braking and avoids the problem of determining deceleration based on the current travel, resulting in slow motor deceleration and significant safety hazards. In other words, it provides better control over vehicle operation.

[0065] By setting a first preset duration, the driver can avoid braking when the pedal is accidentally pressed to the floor, and can also avoid braking when there is an error in the determination of a certain travel distance, thus improving the accuracy of vehicle control and enabling better control of vehicle operation.

[0066] S104. During the process of controlling the motor deceleration, if the duration for which the actual rotation direction of the motor is opposite to the initial rotation direction reaches a second preset duration, the initial parameters of the proportional-integral control strategy are updated to the target parameters, and the motor is controlled to run according to the updated proportional-integral control strategy; wherein, the initial rotation direction is the rotation direction of the motor when the motor deceleration is started.

[0067] Specifically, during the process of controlling the motor deceleration—that is, during the process of controlling the vehicle's motor deceleration based on the current deceleration and the proportional-integral (PI) control strategy—if the actual rotation direction of the motor is opposite to the initial rotation direction, it indicates that the vehicle may have rolled back. In this case, the initial parameters of the PI control strategy are updated to the target parameters. For example, if the target parameters are greater than the initial parameters, the PI control strategy can quickly control the motor speed to approach or equal to zero, allowing the vehicle to stop in time and avoiding a large rollback distance, thus enabling better control of the vehicle's operation.

[0068] By setting a second preset duration, the target parameter can be avoided from being activated too early. If the vehicle rollback can be terminated within the second preset duration even if the initial parameter is used, there is no need to switch to the target parameter, which makes it easier to control and reduces control costs.

[0069] The technical solution of this invention, in the current travel determination cycle, when the accelerator of the vehicle is released and the brake pedal is depressed, determines the current travel of the brake pedal. If the difference between the current travel and the previous travel in the previous travel determination cycle is less than or equal to a preset difference threshold, then the current deceleration is determined based on the current travel, and the vehicle's motor is controlled to decelerate based on the current deceleration and the proportional-integral (PI) control strategy. During the motor deceleration process, if the actual rotation direction of the motor is opposite to the initial rotation direction, it indicates that the vehicle may have rolled back, and the initial parameters of the PI control strategy are updated to target parameters. For example, if the target parameter is greater than the initial parameter, the PI control strategy can quickly control the motor speed to approach or equal to zero, allowing the vehicle to stop in time and avoiding a large rollback distance, thereby better controlling the vehicle's operation. If the difference between the current travel and the previous travel in the previous travel determination cycle is greater than a preset difference threshold, or if the duration of the current travel being the maximum travel of the brake pedal reaches a first preset duration, it indicates that the driver needs to brake the vehicle urgently, and the vehicle's electromagnetic brake is controlled to brake, thus stopping the vehicle. In this way, the vehicle can be braked in time, avoiding the problem of determining the deceleration based on the current distance and controlling the motor to decelerate too slowly, which could lead to significant safety hazards. This allows for better control of the vehicle's operation.

[0070] Based on the above technical solution, optionally, the initial parameters include an initial proportional coefficient and an initial integral coefficient;

[0071] The vehicle's motor deceleration is controlled based on the current deceleration and proportional-integral control strategy, including:

[0072] Step a1: In each speed control cycle, determine the current target speed of the current speed control cycle based on the current deceleration and the target speed of the previous speed control cycle.

[0073] Specifically, the current target speed for the current speed control cycle is obtained by subtracting the current deceleration from the previous target speed of the previous speed control cycle. For example, if the current deceleration determined based on the current stroke is DEC_cur, and the previous target speed of the previous speed control cycle is Vref... (j-1) Then the current target speed for the current speed control cycle is Vref. (j) j is an integer greater than 1.

[0074] Step a2: The product of the difference between the current target speed and the current actual speed of the motor and the initial proportional coefficient is used as the current proportional term of the proportional-integral control strategy in the current speed control cycle.

[0075] Specifically, the difference between the current target speed and the current actual speed of the motor is the difference between the current target speed and the current actual speed. This gives us the deviation between the current actual speed and the current target speed. By controlling the operation of the motor based on the deviation, we can make the motor speed close to or equal to the current target speed.

[0076] For example, the current target rotational speed is Vref (j) The current actual rotational speed is Vfab (j) The initial proportionality coefficient is K. p1 Then the current proportional term U of the proportional-integral control strategy is determined. pj For U pj =K p1 ×(Vref (j) -Vfab (j) ).

[0077] Step a3: The sum of the product of the current proportional term and the initial integral coefficient and the previous integral term of the previous speed control cycle is taken as the current integral term of the proportional-integral control strategy in the current speed control cycle.

[0078] Specifically, by calculating the product of the current proportional term and the initial integral coefficient and the sum of the previous integral term in the previous speed control cycle, the cumulative deviation can be determined. By controlling the operation of the motor based on the cumulative deviation, the motor speed can be made close to or equal to the current target speed.

[0079] For example, the previous integral term is U i(j-1) The current integral term is U. i(j) The initial integration coefficient is K. i1 Then, the current integral term of the proportional-integral control strategy in the current speed control cycle is U. i(j) =U i(j-1) +U pj ×K i1 .

[0080] Step a4: Control the motor voltage based on the sum of the current proportional term and the current integral term to control the motor deceleration.

[0081] Specifically, the sum of the current proportional term and the current integral term is the output value of the proportional-integral term in the current speed control cycle. This output value can be used as the target current of the motor. The motor voltage is controlled according to the target current of the motor, and then the speed of the motor is controlled so that the speed of the motor is close to or equal to the current target speed. After at least two speed control cycles, the speed of the motor can be made to the required speed corresponding to the current stroke, thereby causing the motor to decelerate.

[0082] For example, when a vehicle is traveling on flat ground in the forward direction, the motor's rotational speed is also in the forward direction, and the motor's output torque is positive. When the brake pedal is depressed, for example, fully depressed, the required motor speed for the current travel is zero. Therefore, based on the current deceleration corresponding to the current travel and the proportional-integral (PI) control strategy, the motor is controlled to decelerate. At this time, the motor's rotational speed is in the forward direction, but the motor speed decreases. For each speed control cycle, the output value of the PI control strategy is the integral term U. i With proportion U p When the actual speed of the motor is zero, there is no deviation between the actual speed and the target speed, so the proportional term is zero, but the integral term is not zero. The output value of the proportional-integral control strategy is the integral term U. i Because the motor decelerates, in each speed control cycle, the target speed is less than the actual speed, causing the proportional term to be less than zero. The integral term gradually decreases, and the output value of the proportional-integral (PI) control strategy gradually decreases until it reaches zero. Once the PI control strategy output is zero, the actual motor speed is zero, the proportional term becomes zero, and the PI control strategy output only contains the integral term. Since the integral term continuously decreases during deceleration, it may become negative. When the PI control strategy output only contains the integral term, the motor outputs reverse torque, the motor speed reverses, and the vehicle rolls back.

[0083] After the vehicle rolls back, the target speed remains 0, but the actual speed becomes negative, causing the proportional term to be greater than zero and the integral term to begin increasing, gradually approaching 0. The technical solution in this embodiment, by changing the initial parameters of the proportional-integral control strategy to target parameters after the motor speed reverses (i.e., when the duration of the actual rotation direction being opposite to the initial rotation direction reaches a second preset duration), ensures that the target parameter is greater than the initial parameter. This allows the integral term to quickly become 0 after the vehicle rolls back, resulting in a shorter rollback time, avoiding a large rollback distance, and providing better vehicle control.

[0084] Based on the above technical solution, optionally, the target parameters include the target integral coefficient and the target proportional coefficient;

[0085] Update the initial parameters of the proportional-integral control strategy to the target parameters, including:

[0086] Update the initial scaling factor to the target scaling factor, and update the initial integral factor to the target integral factor; wherein the target integral factor is greater than the initial integral factor, and the target scaling factor is greater than the initial scaling factor.

[0087] Specifically, updating the initial proportional coefficient to the target proportional coefficient and the initial integral coefficient to the target integral coefficient results in a larger proportional term and a faster decrease in the integral term. This accelerates the elimination of the integral term, allowing the motor speed to reach zero quickly, avoiding a large rollback distance, and enabling better vehicle control.

[0088] It should be noted that after updating the initial proportional coefficient to the target proportional coefficient and the initial integral coefficient to the target integral coefficient, the proportional-integral control strategy still outputs the sum of the proportional term and the integral term; only the proportional coefficient in the proportional term and the integral coefficient in the integral term are changed.

[0089] Based on the above technical solutions, Figure 2 This is a flowchart of another vehicle control method provided in an embodiment of the present invention. Optionally, refer to... Figure 2 Vehicle control methods include:

[0090] S201. During the current travel determination cycle, when it is determined that the accelerator of the vehicle is released and the brake pedal of the vehicle is depressed, the current travel of the brake pedal is determined.

[0091] S202. If the difference between the current travel and the previous travel of the previous travel cycle is less than or equal to the preset difference threshold, then the current deceleration is determined according to the current travel, and the motor of the vehicle is decelerated according to the current deceleration and the proportional-integral control strategy.

[0092] S203. If the difference between the current travel and the previous travel within the previous travel period is greater than a preset difference threshold, or if the duration of the current travel being the maximum travel of the brake pedal reaches a first preset duration, then control the electromagnetic brake of the vehicle to apply the brakes.

[0093] S204. During the process of controlling the motor deceleration, if the duration for which the actual rotation direction of the motor is opposite to the initial rotation direction reaches a second preset duration, the initial parameters of the proportional-integral control strategy are updated to the target parameters, and the motor is controlled to run according to the updated proportional-integral control strategy; wherein, the initial rotation direction is the rotation direction of the motor when the motor deceleration is started.

[0094] S205. When the absolute value of the actual speed of the motor is less than the preset speed threshold, the target parameter is used as the initial parameter, and the motor is controlled to run according to the proportional-integral control strategy corresponding to the current deceleration and the initial parameter.

[0095] Specifically, by using the target parameter as the initial parameter when the absolute value of the motor's actual speed is less than the preset speed threshold, a proportional-integral (PI) control strategy corresponding to a smaller initial parameter can be used to control the motor's operation. This avoids the PI control strategy outputting a large value when the motor speed is low, which would lead to excessive adjustment and cause the motor speed to oscillate between forward and reverse directions, thus improving the stability of the control.

[0096] Based on the above technical solutions, optionally, after controlling the vehicle's motor deceleration according to the current deceleration and proportional-integral control strategy, the following additional steps are included:

[0097] If the actual speed of the motor is still greater than the deceleration threshold when the time for controlling the motor to decelerate reaches the third preset time, then the electromagnetic brake will be controlled to apply the brakes.

[0098] Specifically, after the motor deceleration is controlled, a timer is started. If the actual speed of the motor is still greater than the deceleration threshold when the timer reaches the third preset time, the deceleration control is determined to be abnormal. Then, the electromagnetic brake is controlled to brake, so as to avoid safety hazards caused by the vehicle speed not being able to decrease.

[0099] Based on the above technical solutions, Figure 3 This is a flowchart of another vehicle control method provided in an embodiment of the present invention. Optionally, refer to... Figure 3 Vehicle control methods include:

[0100] S301. During the current travel determination cycle, when it is determined that the vehicle's accelerator is released and the vehicle's brake pedal is depressed, obtain the current analog quantity from the first connection port of the vehicle's controller connected to the brake pedal.

[0101] Specifically, the vehicle controller's first connection port is connected to the brake pedal. The controller obtains feedback signals from the brake pedal through this first connection port; these signals can be analog signals, such as voltage or current signals. Different brake pedal travel corresponds to different analog signals, allowing the brake pedal travel to be determined based on the current analog signal.

[0102] S302. Determine the current travel based on the current analog quantity, the maximum analog quantity corresponding to the brake pedal, and the minimum analog quantity corresponding to the brake pedal; wherein, the maximum analog quantity is the analog quantity transmitted by the first connection port corresponding to the maximum travel of the brake pedal, and the minimum analog quantity is the analog quantity transmitted by the first connection port corresponding to the minimum travel of the brake pedal.

[0103] Specifically, before the vehicle starts moving, the brake pedal is lightly pressed to its minimum travel, which is the travel the controller can just detect when the pedal is pressed (e.g., zero travel). When the brake pedal is at its minimum travel, the analog signal transmitted from the first connection port is acquired; this is the minimum analog signal. When the brake pedal is fully depressed, reaching its maximum travel, the analog signal transmitted from the first connection port is acquired; this is the maximum analog signal. The current travel is the percentage corresponding to the difference between the maximum and minimum analog signals.

[0104] For example, if the current travel distance is Pa_ratio, the current analog quantity is Pa_AI_cur, the maximum analog quantity is Pa_AI_max, and the minimum analog quantity is Pa_AI_min, then the current travel distance is...

[0105] S303. If the difference between the current travel and the previous travel in the previous travel cycle is less than or equal to the preset difference threshold, then the current deceleration is determined based on the current travel, the maximum deceleration of the motor and the minimum deceleration of the motor, and the motor of the vehicle is decelerated based on the current deceleration and the proportional-integral control strategy.

[0106] Specifically, the maximum and minimum deceleration of the motor can be preset values ​​or provided by the motor manufacturer. For example, the maximum deceleration is the deceleration corresponding to the maximum stroke, and the minimum deceleration is the deceleration corresponding to the minimum stroke. The current deceleration is obtained by dividing the difference between the maximum and minimum deceleration by 100%, multiplying it by the current stroke, and then adding the minimum deceleration.

[0107] S304. If the difference between the current travel and the previous travel within the previous travel period is greater than a preset difference threshold, or if the duration of the current travel being the maximum travel of the brake pedal reaches a first preset duration, then control the electromagnetic brake of the vehicle to apply the brakes.

[0108] S305. During the process of controlling the motor deceleration, if the actual rotation direction of the motor is opposite to the initial rotation direction for a duration of a second preset duration, the initial parameters of the proportional-integral control strategy are updated to the target parameters, and the motor is controlled to run according to the updated proportional-integral control strategy; wherein, the initial rotation direction is the rotation direction of the motor when the motor deceleration is started.

[0109] Based on the above technical solutions, optionally, during the vehicle's power-on self-test, the analog signals from the first connection port are acquired n times consecutively. These n analog signals are then sorted by size, and the median value of each n analog signal is determined. The data composed of these n median values ​​is used as the analog data, meaning the analog data includes n digits, where n is an integer greater than 1. During normal vehicle operation, at each travel determination cycle, the analog data is shifted, that is, the earliest acquired value is removed from the analog data, and the acquired analog signal is stored in the analog data. The average value of all values ​​in the analog data is used as the current analog signal. This reduces the error in determining the current analog signal.

[0110] Based on the above technical solutions, the vehicle control method may optionally include:

[0111] During the vehicle's power-on self-test, if the digital value obtained from the second connection port connecting the vehicle's controller and the brake pedal indicates that the brake pedal is depressed, a first prompt message is issued until the brake pedal is released.

[0112] In this embodiment, the controller's second connection port is connected to the brake pedal, for example, to a switch within the brake pedal. When the brake pedal is depressed, the switch closes; for example, when the switch is closed, the second connection port is at a high level. When the brake pedal is released (i.e., not depressed), the switch opens, and the second connection port is at a low level. The controller can then obtain the brake pedal's state from the second connection port to determine whether the brake pedal is depressed. In some other embodiments, the second connection port may be at a low level when the switch is closed and at a high level when the brake pedal is released; this embodiment is not limited to this. The digital value is, for example, 1 or 0, where 1 represents a high level and 0 represents a low level.

[0113] Specifically, during the vehicle's power-on self-test, if the digital value obtained from the second connection port connecting the vehicle's controller and the brake pedal determines that the brake pedal is depressed, a first prompt message is issued, and the first prompt message is stopped being issued after the brake pedal is released.

[0114] Optionally, the vehicle control method further includes:

[0115] In each travel determination cycle, if the brake pedal state determined by the analog quantity obtained from the first connection port connecting the vehicle controller and the brake pedal is inconsistent with the brake pedal state determined by the digital quantity obtained from the second connection port connecting the vehicle controller and the brake pedal, a second prompt message is issued and the electromagnetic brake is controlled to apply the brakes.

[0116] Specifically, the system determines that the brake pedal is depressed based on the analog signal obtained from the first connection port, and that the brake pedal is released based on the digital signal obtained from the second connection port; conversely, it may determine that the brake pedal is released based on the analog signal obtained from the first connection port, and that the brake pedal is depressed based on the digital signal obtained from the second connection port. In other words, if the brake pedal state determined by the analog signal obtained from the first connection port (connected to the vehicle controller and the brake pedal) is inconsistent with the brake pedal state determined by the digital signal obtained from the second connection port (connected to the vehicle controller and the brake pedal), a second warning message is issued, and the electromagnetic brake is activated. This prevents erroneous motor control caused by inaccurate brake pedal state determination, thus improving the reliability and safety of vehicle control.

[0117] Optionally, if the brake pedal state determined based on the analog quantity obtained from the first connection port connecting the vehicle's controller and the brake pedal is inconsistent with the brake pedal state determined based on the digital quantity obtained from the second connection port connecting the vehicle's controller and the brake pedal, a second warning message is issued, and the electromagnetic brake is controlled to apply the brakes, including:

[0118] If the analog quantity obtained from the first connection port is greater than zero, and the brake pedal is determined to be released based on the digital quantity obtained from the second connection port, then a second prompt message is issued, and the electromagnetic brake is controlled to apply the brakes.

[0119] Alternatively, if the analog signal obtained from the first connection port is zero, and the brake pedal is determined to be depressed based on the digital signal obtained from the second connection port, a second prompt message is issued, and the electromagnetic brake is controlled to apply the brakes.

[0120] Specifically, if the analog signal obtained from the first connection port is greater than zero (meaning the brake pedal is determined to be depressed based on the analog signal obtained from the first connection port, but the brake pedal is determined to be released based on the digital signal obtained from the second connection port), or if the analog signal obtained from the first connection port is zero (meaning the brake pedal is determined to be released based on the analog signal obtained from the first connection port, but the brake pedal is determined to be depressed based on the digital signal obtained from the second connection port), meaning the brake pedal state determined by the analog signal obtained from the first connection port is inconsistent with the brake pedal state determined by the second connection port, then a second prompt message is issued, and the electromagnetic brake is activated.

[0121] Optionally, during the current travel determination period, when it is determined that the vehicle's accelerator is released and the vehicle's brake pedal is depressed, the current travel of the brake pedal is determined, including:

[0122] During the current travel period, if the accelerator is released, the brake pedal is depressed based on the digital value obtained from the second connection port, and the analog value obtained from the first connection port is not zero, then the current travel period is determined based on the current analog value from the first connection port.

[0123] Specifically, when it is determined that the accelerator is released, and the brake pedal is depressed based on the digital quantity obtained from the second connection port, and the analog quantity obtained from the first connection port is not zero, it can be determined that the brake pedal is depressed. Then, the current travel can be determined based on the current analog quantity of the first connection port, which can improve the accuracy of vehicle control.

[0124] Optionally, in the event of a vehicle malfunction, the electromagnetic brake can be controlled to apply the brakes.

[0125] Specifically, in the event of a vehicle malfunction, such as when the power conversion part connected to the motor in the controller fails or the motor cannot be controlled, the electromagnetic brake can be used to stop the vehicle and prevent the malfunction from causing significant safety hazards.

[0126] Optionally, during the vehicle's power-on self-test, the digital values ​​of the second connection port are acquired n times consecutively. If the number of digital values ​​corresponding to the brake pedal being in a depressed state is greater than the number of digital values ​​corresponding to the brake pedal being in a released state, then the brake pedal is determined to be in a depressed state. If the number of digital values ​​corresponding to the brake pedal being in a released state is greater than the number of digital values ​​corresponding to the brake pedal being in a depressed state, then the brake pedal is determined to be in a released state, and the n digital values ​​are stored as digital data, i.e., the digital data includes n bits of value. Here, n is an integer greater than 1. During normal vehicle operation, in each travel determination cycle, the digital data is shifted, that is, the earliest acquired value in the digital data is removed, and the acquired digital values ​​are stored in the analog data. If the state corresponding to all values ​​in the digital data is depressed, then the brake pedal is determined to be depressed; if the state corresponding to all values ​​in the digital data is released, then the brake pedal is determined to be released. In this way, the error in determining the brake pedal state can be reduced.

[0127] This invention also provides a vehicle control device. Figure 4 This is a schematic diagram of the structure of a vehicle control device provided in an embodiment of the present invention, for reference. Figure 4 The vehicle control device includes:

[0128] Brake pedal travel determination module 110 is used to determine the current travel of the brake pedal during the current travel determination cycle when it is determined that the accelerator of the vehicle is released and the brake pedal of the vehicle is depressed.

[0129] The first motor control module 120 is used to determine the current deceleration based on the current travel and the preset correspondence if the difference between the current travel and the previous travel of the previous travel period is less than or equal to a preset difference threshold, and to control the deceleration of the vehicle's motor based on the current deceleration and the proportional-integral control strategy.

[0130] The braking control module 130 is used to control the electromagnetic brake of the vehicle to brake if the difference between the current travel and the previous travel of a certain period is greater than a preset difference threshold, or if the duration of the current travel being the maximum travel of the brake pedal reaches a first preset duration.

[0131] The second motor control module 140 is used to update the initial parameters of the proportional-integral control strategy to the target parameters if the actual rotation direction of the motor is opposite to the initial rotation direction for a continuous period of time during the process of controlling the motor deceleration, and control the motor operation according to the updated proportional-integral control strategy; wherein, the initial rotation direction is the rotation direction of the motor when the motor deceleration is started.

[0132] The vehicle control device provided in the embodiments of the present invention can execute the vehicle control method provided in any embodiment of the present invention, and has the corresponding functional modules and beneficial effects of executing the method.

[0133] This invention also provides a vehicle that includes a vehicle control device provided in any embodiment of this invention, and therefore has the same beneficial effects as the vehicle control device provided in any embodiment of this invention, which will not be described in detail here.

[0134] It should be understood that the various forms of processes shown above can be used, with steps reordered, added, or deleted. For example, the steps described in this invention can be executed in parallel, sequentially, or in different orders, as long as the desired result of the technical solution of this invention can be achieved, and this is not limited herein.

[0135] The specific embodiments described above do not constitute a limitation on the scope of protection of this 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 this invention should be included within the scope of protection of this invention.

Claims

1. A vehicle control method, characterized in that, include: During the current travel determination period, when it is determined that the vehicle's accelerator is released and the vehicle's brake pedal is depressed, the current travel of the brake pedal is determined. If the difference between the current travel and the previous travel of the previous travel cycle is less than or equal to a preset difference threshold, then the current deceleration is determined based on the current travel, and the vehicle's motor deceleration is controlled based on the current deceleration and the proportional-integral control strategy. If the difference between the current travel and the previous travel of the previous travel period is greater than a preset difference threshold, or if the duration of the current travel being the maximum travel of the brake pedal reaches a first preset duration, then the electromagnetic brake of the vehicle is controlled to brake. During the process of controlling the deceleration of the motor, if the duration for which the actual rotation direction of the motor is opposite to the initial rotation direction reaches a second preset duration, the initial parameters of the proportional-integral control strategy are updated to the target parameters, and the motor is controlled to run according to the updated proportional-integral control strategy; wherein, the initial rotation direction is the rotation direction of the motor when the deceleration of the motor is started. The initial parameters include the initial proportional coefficient and the initial integral coefficient; The method of controlling the vehicle motor deceleration according to the current deceleration and the proportional-integral (PI) control strategy includes: in each speed control cycle, determining the current target speed of the current speed control cycle based on the current deceleration and the previous target speed of the previous speed control cycle; multiplying the difference between the current target speed and the current actual speed of the motor and the initial proportional coefficient as the current proportional term of the PI control strategy in the current speed control cycle; summing the product of the current proportional term and the initial integral coefficient and the previous integral term of the previous speed control cycle as the current integral term of the PI control strategy in the current speed control cycle; and controlling the motor voltage according to the sum of the current proportional term and the current integral term to control the motor deceleration. The target parameters include the target integral coefficient and the target proportional coefficient; The initial parameters of the updated proportional-integral control strategy are target parameters, including: The initial scaling factor is updated to the target scaling factor, and the initial integral factor is updated to the target integral factor; wherein the target integral factor is greater than the initial integral factor, and the target scaling factor is greater than the initial scaling factor; After controlling the motor to operate according to the updated proportional-integral control strategy, the method further includes: When the absolute value of the actual speed of the motor is less than the preset speed threshold, the target parameter is set as the initial parameter, and the motor is controlled to run according to the proportional-integral control strategy corresponding to the current deceleration and the initial parameter.

2. The method according to claim 1, characterized in that, After controlling the vehicle's motor deceleration according to the current deceleration and proportional-integral control strategy, the method further includes: If the actual speed of the motor is still greater than the deceleration threshold when the time for controlling the motor to decelerate reaches the third preset time, then the electromagnetic brake is controlled to brake.

3. The method according to claim 1, characterized in that, Determining the current travel of the brake pedal includes: Obtain the current analog quantity from the first connection port where the vehicle's controller is connected to the brake pedal; The current travel is determined based on the current analog quantity, the maximum analog quantity corresponding to the brake pedal, and the minimum analog quantity corresponding to the brake pedal; wherein, the maximum analog quantity is the analog quantity transmitted by the first connection port corresponding to the maximum travel of the brake pedal, and the minimum analog quantity is the analog quantity transmitted by the first connection port corresponding to the minimum travel of the brake pedal; Determining the current deceleration based on the current travel distance includes: The current deceleration is determined based on the current travel distance, the maximum deceleration of the motor, and the minimum deceleration of the motor.

4. The method according to claim 1, characterized in that, The method further includes: During the vehicle's power-on self-test, if the digital value obtained from the second connection port connecting the vehicle's controller and the brake pedal determines that the brake pedal is depressed, a first prompt message is issued until the brake pedal is released. The method further includes: In each travel determination cycle, if the brake pedal state determined by the analog quantity obtained from the first connection port of the vehicle controller connected to the brake pedal is inconsistent with the brake pedal state determined by the digital quantity obtained from the second connection port of the vehicle controller connected to the brake pedal, a second prompt message is issued and the electromagnetic brake is controlled to apply the brakes.

5. The method according to claim 4, characterized in that, If the brake pedal state determined based on the analog signal obtained from the first connection port connecting the vehicle's controller and the brake pedal is inconsistent with the brake pedal state determined based on the digital signal obtained from the second connection port connecting the vehicle's controller and the brake pedal, a second warning message is issued, and the electromagnetic brake is controlled to apply the brakes, including: If the analog quantity obtained from the first connection port is greater than zero, and the brake pedal is determined to be released based on the digital quantity obtained from the second connection port, a second prompt message is issued, and the electromagnetic brake is controlled to apply the brakes. Alternatively, if the analog signal obtained from the first connection port is zero, and the brake pedal is determined to be depressed based on the digital signal obtained from the second connection port, a second prompt message is issued, and the electromagnetic brake is controlled to apply the brakes. The step of determining the current travel of the brake pedal during the current travel determination period, when it is determined that the vehicle's accelerator is released and the vehicle's brake pedal is depressed, includes: During the current travel determination cycle, when it is determined that the accelerator is released, and the brake pedal is depressed based on the digital quantity obtained from the second connection port, and the analog quantity obtained from the first connection port is not zero, the current travel is determined based on the current analog quantity of the first connection port.

6. A vehicle control device for executing the vehicle control method as described in any one of claims 1-5, characterized in that, include: The brake pedal travel determination module is used to determine the current travel of the brake pedal during the current travel determination cycle, when it is determined that the accelerator of the vehicle is released and the brake pedal of the vehicle is depressed. The first motor control module is used to determine the current deceleration according to the current travel and the preset correspondence if the difference between the current travel and the previous travel of the previous travel period is less than or equal to a preset difference threshold, and to control the motor deceleration of the vehicle according to the current deceleration and the proportional-integral control strategy. The braking control module is used to control the electromagnetic brake of the vehicle to brake if the difference between the current travel and the previous travel of a certain period is greater than a preset difference threshold, or if the duration of the current travel being the maximum travel of the brake pedal reaches a first preset duration. The second motor control module is used to update the initial parameters of the proportional-integral control strategy to the target parameters if the actual rotation direction of the motor is opposite to the initial rotation direction for a continuous period of time during the process of controlling the deceleration of the motor, and control the motor to run according to the updated proportional-integral control strategy; wherein, the initial rotation direction is the rotation direction of the motor when the deceleration of the motor begins.

7. A vehicle, characterized in that, include: The vehicle control device as claimed in claim 6.

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