Vehicle control method and device, vehicle and storage medium

Abstract

The application provides a vehicle control method and device, a vehicle and a storage medium, and relates to the technical field of vehicle control. The method can comprise: acquiring an activation state of a rear axle assistance function when a vehicle is in a target working condition; wherein the target working condition is one of the following: a direct drive mode switching series mode, a series mode switching direct drive mode, and gear shifting in the direct drive mode; and when the activation state of the rear axle assistance function is activation, if a change in the direction of a rear axle assistance torque is detected, the rear axle assistance function is closed. The technical scheme provided by the application can solve the problem that when a rear drive motor provides assistance torque for a vehicle, a change in driving intention easily causes the vehicle to vibrate.

Description

Technical Field

[0001] This application relates to the field of vehicle control technology, and more specifically, to a vehicle control method, device, vehicle, and storage medium. Background Technology

[0002] With the rapid development of hybrid vehicle technology, vehicle power systems typically integrate multiple power sources such as engines, front-drive motors, and rear-drive motors to achieve efficient energy distribution under different operating conditions.

[0003] Under certain operating conditions, such as shifting gears in direct drive mode or switching from direct drive mode to series mode, the engine and front drive motor will briefly stop torque output. That is, the torque output of the engine and front drive motor will be 0 for a short period of time. At this time, the rear drive motor needs to provide assist torque to maintain the torque required by the front axle.

[0004] However, during mode switching or gear shifting, if the driving intention suddenly changes, such as the driver releasing the accelerator and then quickly pressing it again, the assist torque of the rear-drive motor will adjust its direction to follow the driving intention in order to achieve propulsion or energy recovery. This change in torque direction can lead to a torque zero-crossing condition, which can easily cause vehicle vibration and affect driving smoothness. Summary of the Invention

[0005] Based on the defects and shortcomings of the aforementioned related technologies, this application proposes a vehicle control method, device, vehicle, and storage medium that can solve the problem that changes in driving intention can easily cause vehicle vibration when the rear drive motor provides assist torque to the vehicle.

[0006] According to a first aspect of this application, a vehicle control method is provided, the method comprising:

[0007] When the vehicle is in the target operating condition, the activation status of the rear axle power assist function is obtained; wherein, the target operating condition is one of the following: switching from direct drive mode to series mode, switching from series mode to direct drive mode, or shifting gears in direct drive mode;

[0008] If the direction of the rear axle assist torque changes when the rear axle assist function is detected to be activated, the rear axle assist function will be deactivated.

[0009] In this application, when the vehicle is in a target operating condition, namely, in one of the following conditions: switching from direct drive mode to series mode, switching from series mode to direct drive mode, or shifting gears in direct drive mode, if the rear axle assist function is activated, when a change in the direction of the rear axle assist torque is detected, indicating a change in driving intention (e.g., from pressing the accelerator to quickly releasing the accelerator or pressing the brake pedal), the mode switching or gear shifting operation is terminated, and the rear axle assist function is turned off. This avoids the rear axle assist torque from crossing zero, solves the vehicle vibration problem, and improves the smoothness of the vehicle under this operating condition.

[0010] In some alternative embodiments, the change in the direction of the rear axle assist torque refers to a change in the assist torque from positive to negative, or a change in the assist torque from negative to positive.

[0011] In this application, the change in the direction of the rear axle assist torque can be a change from positive to negative, corresponding to applications such as pressing the accelerator (TipIn) to releasing the accelerator (TipOut). The change in the direction of the rear axle assist torque can also be a change from negative to positive, corresponding to applications such as releasing the accelerator (TipOut) to pressing the accelerator (TipIn). This allows the vehicle control method provided in this application to handle multiple scenarios and solve the problem of vehicle vibration caused by the rear axle assist torque potentially crossing zero in different scenarios.

[0012] In some alternative embodiments, the step of disabling the rear axle assist function if a change in the direction of the rear axle assist torque is detected includes:

[0013] If the direction of the rear axle assist torque currently calculated by the vehicle controller changes compared to the previously calculated rear axle assist torque, the rear axle assist function is turned off.

[0014] The vehicle controller calculates torque at a high frequency. By comparing the currently calculated rear axle assist torque with the previously calculated rear axle assist torque, changes in torque direction can be detected in a timely manner, thus enabling timely response to disable the rear axle assist function.

[0015] In some alternative embodiments, the step of disabling the rear axle assist function if a change in the direction of the rear axle assist torque is detected includes:

[0016] If a change in the direction of the rear axle assist torque is detected, the rear axle assist function is turned off if the rear axle assist torque changes to the target torque but does not change to zero torque.

[0017] This application provides more time for the front axle torque to recover by delaying the shutdown of the rear axle assist function, reducing the occurrence of insufficient front axle torque due to the lack of rear axle assist, and minimizing the impact of such situations on the overall vehicle power.

[0018] In some alternative embodiments, the rear axle assist torque is the torque directly output to the wheel ends without filtering.

[0019] In order to quickly assist the torque that the front axle cannot output, this application can directly output the unfiltered and slowed-down rear axle assist torque to the wheel ends. Therefore, when the direction of the rear axle assist torque changes, the torque will cross zero faster, which will aggravate the vehicle vibration problem. Therefore, it is even more necessary to use the vehicle control method provided in this application to avoid the rear axle assist torque crossing zero, solve the vehicle vibration problem, and improve the smoothness of the vehicle under this condition.

[0020] In some alternative embodiments, after disabling the rear axle assist function, the method further includes:

[0021] If the vehicle is detected to be in the target operating condition again, the rear axle assist function is reactivated.

[0022] In this application, if the rear axle assist function is turned off due to a change in the direction of the rear axle assist torque, and the vehicle is detected to have re-entered the target operating condition, the transmission controller torque intervention function and the rear axle assist function can be reactivated to avoid affecting the normal operation of the vehicle and the normal use of the rear axle assist function.

[0023] In some optional embodiments, when the target operating condition is a switch from direct drive mode to series mode, the method further includes:

[0024] If the rear axle assist function is activated, then when the vehicle is off the accelerator, the rear axle assist function will be controlled to prevent the assist of positive torque.

[0025] During the switch from direct drive mode to series mode, the direct drive mode corresponds to an output torque value, and the vehicle controller also calculates an output torque value for the series mode. Since it is a switch from direct drive mode to series mode, the output torque value corresponding to the direct drive mode will be lower, while the output torque value corresponding to the series mode will be higher than that of the direct drive mode. This requires increasing the torque value output by the motor. If the rear axle assist function is active at this time, it will provide the positive torque difference between the two. However, the mode switching process is in the state of releasing the accelerator. The rear axle assist function originally provides negative torque. For the latter, which requires positive torque assistance, it is difficult to know whether adding this positive torque on the basis of the original negative torque will cause the rear axle motor to generate a zero-crossing condition. Therefore, in this embodiment, when the rear axle assist function is active, before detecting a change in the direction of the rear axle assist torque, the rear axle assist function can be controlled to prohibit the assistance of positive torque, thereby avoiding the rear axle motor generating a torque zero-crossing condition, thus avoiding vehicle vibration and improving the stability of vehicle driving.

[0026] According to a second aspect of this application, a vehicle control device is provided, the device comprising:

[0027] The acquisition module is used to acquire the activation status of the rear axle power assist function when the vehicle is in a target operating condition; wherein the target operating condition is one of the following: switching from direct drive mode to series mode, switching from series mode to direct drive mode, and shifting gears in direct drive mode.

[0028] If the control module detects a change in the direction of the rear axle assist torque when the rear axle assist function is activated, it will deactivate the rear axle assist function.

[0029] According to a third aspect of this application, an electronic device is provided, comprising: a memory and a processor;

[0030] The memory is connected to the processor and is used to store programs;

[0031] The processor is used to implement the vehicle control method as described in the first aspect by running a program in the memory.

[0032] According to a fourth aspect of this application, a vehicle is provided, including electronic equipment as described in the third aspect, wherein the vehicle implements the vehicle control method as described in the first aspect via the electronic equipment.

[0033] According to a fifth aspect of this application, a storage medium is provided that stores a computer program, which, when executed by a processor, implements the vehicle control method as described in the first aspect.

[0034] According to a sixth aspect of this application, a computer program product or computer program is provided, the computer program product including the computer program, wherein a processor executing the computer program implements the steps in the vehicle control method as described in the first aspect. Attached Figure Description

[0035] By reading the detailed description of the embodiments below, the advantages and benefits of various embodiments will become clear to those skilled in the art. To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are merely embodiments of this application, and those skilled in the art can obtain other drawings based on the provided drawings without creative effort.

[0036] Figure 1 This is a schematic diagram of the structure of a vehicle powertrain system provided in an embodiment of this application;

[0037] Figure 2 This application provides a schematic flowchart of a vehicle control method.

[0038] Figure 3 This is a schematic diagram of vehicle control logic provided in an embodiment of this application;

[0039] Figure 4 A block diagram of a vehicle control device provided in an embodiment of this application;

[0040] Figure 5 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application;

[0041] Figure 6 This is a structural schematic diagram of a vehicle provided in an embodiment of this application. Detailed Implementation

[0042] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0043] Application Overview

[0044] With the continuous development of the automotive industry and people's increasing emphasis on environmental protection and energy conservation, hybrid vehicles, as a mode of transportation that combines the advantages of traditional internal combustion engines and electric drive systems, have been widely used and promoted. Hybrid vehicles aim to improve fuel economy, reduce emissions, and enhance overall vehicle performance by rationally coordinating the operation of the engine and electric motor.

[0045] Hybrid vehicles may include multiple driving modes, including but not limited to the following: direct drive mode, series mode, and pure electric mode.

[0046] The direct-drive mode can include direct-drive front-wheel drive mode and direct-drive four-wheel drive mode. Specifically, in direct-drive front-wheel drive mode, the clutch is engaged, and the engine and front-drive motor jointly output torque to drive the vehicle. In direct-drive four-wheel drive mode, the clutch is engaged, and the engine, front-drive motor, and rear-drive motor jointly output torque to drive the vehicle. The torque output by the engine and front-drive motor can be called the front axle output torque, and the torque output by the rear-drive motor can be called the rear axle output torque.

[0047] In series mode, the engine does not drive the vehicle but instead powers the front-drive motor to generate electricity. The electrical energy generated by the front-drive motor charges the vehicle's battery pack. The battery pack then powers the rear-drive motor, which outputs torque to rotate the rear wheels (left and right rear wheels) and drive the vehicle. In this mode, the front wheels (left and right front wheels) are driven.

[0048] When a hybrid vehicle shifts gears in direct drive mode (e.g., from 2nd to 1st gear, or from 1st to 2nd gear), the rear-drive motor is always in gear (e.g., 1st or 2nd), so the shifting is accomplished by the engine and the front-drive motor. To ensure smooth shifting, protect the drivetrain, and optimize power delivery, the output torque of both the engine and the front-drive motor needs to be reduced to 0 Nm, meaning the front axle torque is controlled to 0 Nm, before disengaging the clutch for gear shifting. Similarly, when the vehicle performs mode changes related to direct drive mode, such as switching from direct drive to series mode or vice versa, the front axle torque also needs to be controlled to 0 Nm. In these cases, the rear-drive motor provides assist torque to maintain the required torque for the front axle.

[0049] However, driving intentions are complex and changeable during driving. When driving intentions change during mode switching or gear shifting, such as when the driver releases the accelerator and then quickly presses it again, or vice versa, the direction of the assist torque provided by the rear-drive motor also needs to change accordingly. This change in torque direction can lead to torque crossing zero, which can easily cause vehicle vibration and affect the smoothness of driving.

[0050] Therefore, how to effectively solve the vehicle vibration problem caused by the change in the direction of the assist torque under the above-mentioned specific operating conditions has become a technical problem that urgently needs to be solved in this field.

[0051] Therefore, this application provides a vehicle control technology. When the vehicle is in a target operating condition, such as switching from direct drive mode to series mode, switching from series mode to direct drive mode, or shifting gears in direct drive mode, if the rear axle assist function is activated, and a change in the direction of the rear axle assist torque is detected, indicating a change in driving intention (e.g., from releasing the accelerator to rapidly pressing the accelerator during gear shifting, i.e., terminating the mode shifting or gear shifting operation), the rear axle assist function is turned off. This avoids the rear axle assist torque from crossing zero, solves the vehicle vibration problem, and improves the smoothness of the vehicle under this operating condition.

[0052] The vehicle control technology provided in the embodiments of this application is detailed below.

[0053] Exemplary methods

[0054] This application provides a vehicle control method applicable to hybrid vehicles.

[0055] like Figure 1 As shown, the powertrain 100 of the hybrid vehicle may include a front axle portion 110 and a rear axle portion 120.

[0056] The front axle assembly 110 may include a front drive motor, coupling, clutch, engine, front axle gearbox, and front differential. The front drive motor is connected to the clutch via the coupling, the engine is connected to the front axle gearbox via the clutch, the front axle gearbox is also connected to the front differential, and the front differential is connected to the left and right front wheels respectively. The connection relationships between the various structures are as follows: Figure 1 As shown.

[0057] The rear axle assembly 120 may include a rear drive motor, a rear axle gearbox, a rear differential, and other structures. The rear drive motor is connected to the rear axle gearbox, which is also connected to the rear axle differential. The rear axle differential is connected to the left and right rear wheels respectively. The connection relationships between the various structures are as follows: Figure 1 As shown.

[0058] The front and rear axle transmissions each contain a Transmission Control Unit (TCU). The TCU is the central control unit of the transmission, which collects data through sensors, calculates shift timing and methods, and controls the transmission to perform corresponding operations.

[0059] The method is described in detail below through some embodiments. The following embodiments can be combined with each other, and the same or similar concepts or processes may not be described again in some embodiments.

[0060] like Figure 2 As shown, the method may include steps 201 to 202, as described below:

[0061] Step 201: Under the condition that the vehicle is in the target operating condition, obtain the activation status of the rear axle assist function.

[0062] The rear axle power assist function mentioned here refers to the function of providing assist torque by the rear drive motor. When the output torque of the front axle cannot meet the power demand, the rear drive motor can provide assist torque. The activation state of the rear axle power assist function can be: activated or deactivated. When the rear axle power assist function is in the activated state, it is allowed to provide assist torque; conversely, when the rear axle power assist function is in the deactivated state, it is prohibited from providing assist torque.

[0063] In some vehicle control strategies, if the vehicle detects that the transmission controller (i.e., the transmission control unit) sends an intervention torque command to the engine, it can activate the rear axle power assist function. Because the intervention torque command sent by the transmission controller is generally a torque reduction command, after the engine reduces torque, it is difficult to meet the front axle torque requirement calculated by the vehicle control unit (VCU). Therefore, the rear axle needs to provide assist torque to help supply the torque that the front axle cannot output.

[0064] Especially when switching modes or gears, and the output torque of both the engine and the front-drive motor needs to be reduced to 0 Nm, the rear axle needs to provide assist torque. In such conditions, changes in driving intention are more likely to cause changes in torque direction, resulting in torque crossing zero. Therefore, in this embodiment, the activation state of the rear axle assist function can be obtained when the vehicle is detected to be in one of the following conditions: switching from direct drive mode to series mode, switching from series mode to direct drive mode, or shifting gears in direct drive mode. Therefore, the target condition mentioned in step 101 can be one of the following: switching from direct drive mode to series mode, switching from series mode to direct drive mode, or shifting gears in direct drive mode.

[0065] Under the target operating conditions, the rear axle assist function is typically activated when the actual operating mode is direct drive and the transmission controller's torque intervention function is active. For example, during gear shifting in direct drive mode, the transmission controller's torque intervention function is activated during the shift, thus activating the rear axle assist function. Similarly, when switching from direct drive to series mode, the transmission controller's torque intervention function is activated when the actual operating mode is direct drive, activating the rear axle assist function. Conversely, when switching from series mode to direct drive mode, the transmission controller's torque intervention function is activated immediately upon entering direct drive mode, activating the rear axle assist function.

[0066] like Figure 3 As shown in the figure, both "Actual Operation Mode" and "Direct Drive Mode" point to "==", indicating that the actual operation mode is direct drive mode.

[0067] The structure shown in the diagram, including the symbols "S", "R", "Q", and "!Q", is an RS flip-flop. Here, S represents the set input, R represents the reset input, Q represents the normal output of the flip-flop, indicating its current state, and !Q is the inverted output of Q, whose value is always opposite to Q. When a valid signal is input to the S input, S = 1, R = 0, and the flip-flop output Q is set to 1, while !Q is set to 0, putting the flip-flop in the set state. When a valid signal is input to the R input, R = 1, S = 0, and the flip-flop output Q is set to 0, while !Q is set to 1, returning the flip-flop to its initial reset state. Q represents the current state of the flip-flop.

[0068] When the actual operating mode is direct drive mode and the torque intervention function of the transmission controller (TCU) is activated, S=1, R=0, and the rear axle assist function is activated.

[0069] Optionally, the activation state of the rear bridge assist function can be determined by the values ​​of the input and output terminals of the RS flip-flop. For example, Q=0 indicates that the rear bridge assist function is not activated, while Q=1 indicates that it is activated. Similarly, S=1 and R=0 indicate that the rear bridge assist function is activated, while S=0 and R=1 indicate that it is not activated. Of course, the activation state of the rear bridge assist function can also be determined based on the value of the output terminal Q, which can be set according to actual needs.

[0070] Optionally, before the rear axle power assist function is activated, the vehicle controller either does not calculate the rear axle assist torque or the calculated rear axle assist torque is 0 Nm; after the rear axle power assist function is activated, the vehicle controller calculates a non-zero value for the rear axle assist torque. Therefore, the activation status of the rear axle power assist function can also be determined by judging whether the vehicle controller has calculated the rear axle assist torque, or based on the value of the rear axle assist torque calculated by the vehicle controller. For the former, if the vehicle controller has not calculated the rear axle assist torque, it can be determined that the rear axle power assist function is not activated; conversely, if the vehicle controller has calculated the rear axle assist torque, it can be determined that the rear axle power assist function is activated. For the latter, if the rear axle assist torque calculated by the vehicle controller is 0 Nm, it can be determined that the rear axle power assist function is not activated; conversely, if the rear axle assist torque calculated by the vehicle controller is a non-zero value, it can be determined that the rear axle power assist function is activated.

[0071] Understandably, the activation status of the rear axle assist function can also be obtained through other feasible methods, which can be set according to actual needs.

[0072] Step 202: If the direction of the rear axle assist torque changes when the rear axle assist function is detected to be activated, then the rear axle assist function is turned off.

[0073] When the rear axle power assist function is activated due to mode switching or gear shifting, if the direction of the rear axle assist torque changes, it indicates a change in driving intention. For example, from releasing the accelerator to quickly pressing the accelerator during gear shifting, thus terminating the shifting operation, the rear axle no longer needs to provide assist torque. However, under normal circumstances, the rear axle power assist function will only be deactivated when the absolute value of the rear axle assist torque calculated by the vehicle controller is less than or equal to a torque threshold (which can be set according to actual needs, generally a smaller torque value). Figure 3 As shown, when the absolute value of the rear axle assist torque calculated by the vehicle controller (VCU) is less than or equal to 20 Nm and the actual operating mode is not direct drive mode and / or the transmission controller torque intervention function is not activated, S=0, R=1, and the rear axle assist function is turned off.

[0074] As the mode or gear shift is completed, the front axle torque gradually recovers, and correspondingly, the absolute value of the required rear axle assist torque gradually decreases. However, to ensure the vehicle's overall power and minimize the impact on vehicle performance even without rear axle assist torque, the rear axle assist function is turned off. If this condition is not met, the rear axle assist function needs to remain active. Clearly, if the driving intention changes, the rear axle assist torque calculated by the vehicle controller only changes direction; the absolute value of the torque remains large and does not meet the aforementioned condition. In other words, in related technologies, even if the direction of the rear axle assist torque changes, rear axle assist does not stop.

[0075] However, continuing to provide rear axle assist torque after the direction of the rear axle assist torque changes not only provides unnecessary assistance but also easily causes vehicle vibration. Therefore, in this embodiment of the application, if the rear axle assist function is activated due to mode switching or gear switching, and a change in the direction of the rear axle assist torque is detected, the rear axle assist function can be turned off before the rear axle assist torque crosses zero, thereby preventing the rear axle assist torque from experiencing a zero operating condition and solving the vehicle vibration problem.

[0076] The change in the direction of the rear axle assist torque mentioned here can refer to a change in the direction of the assist torque from positive to negative, corresponding to applications such as shifting from pressing the accelerator (Tip In) to releasing the accelerator (Tip Out). Alternatively, the change in the direction of the rear axle assist torque can also refer to a change in the direction of the assist torque from negative to positive, corresponding to applications such as shifting from releasing the accelerator (Tip Out) to pressing the accelerator (Tip In). This approach can address various scenarios and resolve the issue of the rear axle assist torque potentially crossing zero and causing vehicle vibration in different situations.

[0077] Optionally, in order to quickly assist the torque that the front axle cannot output, the rear axle assist torque, which has not undergone filtering and slowing down (such as six-stage filtering), can be directly output to the wheel ends. Therefore, the rear axle assist torque described in this embodiment can be the torque directly output to the wheel ends without filtering. As a result, the torque will cross zero faster, which will aggravate the vehicle vibration problem. Therefore, it is more necessary to use the vehicle control method provided in this application to avoid the rear axle assist torque crossing zero, solve the vehicle vibration problem, and improve the smoothness of the vehicle under this condition.

[0078] In some optional embodiments, the vehicle controller can record historically calculated rear axle assist torque information, which may include specific torque values ​​and torque directions. Therefore, the currently calculated rear axle assist torque can be compared with the historically calculated rear axle assist torque to determine whether the rear axle assist torque direction has changed. Thus, step 102, "if a change in the rear axle assist torque direction is detected, then disable the rear axle assist function," may include:

[0079] If the direction of the rear axle assist torque currently calculated by the vehicle controller changes compared to the previously calculated rear axle assist torque, the rear axle assist function will be turned off.

[0080] The vehicle controller calculates torque at a high frequency. By comparing the currently calculated rear axle assist torque with the previously calculated rear axle assist torque, changes in torque direction can be detected in a timely manner, thus enabling timely response to disable the rear axle assist function.

[0081] Optionally, embodiments of this application may also plot a rectangular square wave graph based on the rear axle assist torque calculated by the vehicle controller. For example, when the rear axle assist torque calculated by the vehicle controller is greater than a first threshold (a positive torque value, such as...), the graph can be plotted in a rectangular square wave graph. Figure 3 When the torque is 50 Nm (the specific value can be set according to actual needs), output 1; when the rear axle assist torque calculated by the vehicle controller is less than the second threshold (a negative torque value, such as...), output 1. Figure 3 When the torque is -50Nm (the specific value can be set according to actual needs), the output is 0. If a rising or falling edge is detected in the rectangular square wave graph, it can be determined that the direction of the rear axle assist torque has changed. Here, "or" in the graph indicates an OR relationship.

[0082] In some alternative embodiments, to avoid insufficient front axle torque due to the lack of rear axle assistance after the rear axle assist function is turned off, the rear axle assist function can be turned off with a delay, as described below.

[0083] Step 102: If a change in the direction of the rear axle assist torque is detected, the rear axle assist function is turned off, which may include:

[0084] If a change in the direction of the rear axle assist torque is detected, the rear axle assist function will be turned off if the rear axle assist torque changes to the target torque but does not change to zero torque.

[0085] The target torque mentioned here is a torque value close to 0 Nm, whose absolute value is less than the absolute value of the rear axle assist torque when a change in the direction of the rear axle assist torque is detected. The distance between the target torque and 0 Nm should ensure the response time for the rear axle assist function to be turned off; the specific value can be set according to actual needs.

[0086] By delaying the shutdown of the rear axle assist function, more recovery time can be provided for the front axle torque, reducing the occurrence of insufficient front axle torque due to the lack of rear axle assist and minimizing the impact of such situations on the overall vehicle power.

[0087] In some alternative embodiments, to avoid insufficient front axle power due to the lack of rear axle assistance after the rear axle assist function is turned off, the rear axle assist function can be turned off when the front axle output torque recovers to a certain level, as described below.

[0088] Step 102, "disabling rear axle assist function", may include:

[0089] The rear axle assist function is turned off before the rear axle assist torque crosses zero, and if the absolute value of the difference between the front axle output torque and the front axle required torque calculated by the vehicle controller is less than or equal to the difference threshold.

[0090] The difference threshold mentioned here can be obtained based on experiments, and the corresponding difference threshold may be different under different operating conditions.

[0091] Understandably, if the rear axle assist torque is about to reach zero, and the absolute value of the difference between the front axle output torque and the front axle torque demand calculated by the vehicle controller is still not less than or equal to the difference threshold, the rear axle assist function can remain on to ensure vehicle power. Of course, in such cases, the rear axle assist function can also be turned off to avoid vehicle vibration. The specific settings can be configured according to actual needs.

[0092] Specifically, if a change in the direction of the rear axle assist torque is detected, and the transmission controller torque intervention is active, the transmission controller torque intervention function can be turned off so that the front axle torque can be quickly restored.

[0093] In some alternative embodiments, if the rear axle assist function is turned off due to a change in the direction of the rear axle assist torque, and the vehicle is detected to have re-entered the target operating condition, the transmission controller torque intervention function and the rear axle assist function can be reactivated to avoid affecting the normal operation of the vehicle and the normal use of the rear axle assist function.

[0094] In some optional embodiments, when the target operating condition is switching from direct drive mode to series mode, the vehicle method may further include:

[0095] If the rear axle power assist function is activated, then when the vehicle is off the accelerator, the rear axle power assist function will be controlled to prevent positive torque from being assisted.

[0096] During the switch from direct drive mode to series mode, the direct drive mode corresponds to an output torque value, and the vehicle controller also calculates an output torque value for the series mode. Since it is a switch from direct drive mode to series mode, the output torque value corresponding to the direct drive mode will be lower, while the output torque value corresponding to the series mode will be higher than that of the direct drive mode. This requires increasing the torque value output by the motor. If the rear axle assist function is active at this time, it will provide the positive torque difference between the two. However, the mold change process is in a state of throttle release. The rear axle assist function originally provides negative torque. For the latter, which requires positive torque assistance, it is difficult to know whether adding this positive torque on the basis of the original negative torque will cause the rear axle motor to generate a zero-crossing condition. Therefore, in this embodiment, when the rear axle assist function is active and the vehicle is in a state of throttle release, the rear axle assist function can be controlled to prevent the positive torque assistance, thereby avoiding the rear axle motor generating a zero-crossing torque condition, thus avoiding vehicle vibration and improving the stability of vehicle driving.

[0097] Finally, it should be noted that in some cases, when the rear axle assist function is activated (corresponding to...) Figure 3In the "yes" branch (referring to the configuration of the rear-drive motor), the rear-drive motor needs to output not only the rear axle assist torque calculated by the vehicle controller, but also the rear-drive motor torque requested by the vehicle controller (i.e., the torque required by the rear-drive motor to drive the rear wheels). Therefore, the final torque output by the rear-drive motor is the sum of these two. When the rear axle assist function is not activated (corresponding to...), Figure 3 (In the "no" branch), the rear drive motor outputs the torque requested by the vehicle controller.

[0098] In summary, in the embodiments of this application, when the rear axle assist function is activated due to mode switching or gear switching, if a change in the direction of the rear axle assist torque is detected, the rear axle assist function is turned off before the rear axle assist torque crosses zero, thereby avoiding the rear axle assist torque from crossing zero, solving the vehicle vibration problem, and improving the smoothness of the vehicle under this condition.

[0099] Exemplary device

[0100] Accordingly, this application also provides a vehicle control device for use in hybrid vehicles.

[0101] like Figure 1 As shown, the powertrain 100 of the hybrid vehicle may include a front axle portion 110 and a rear axle portion 120.

[0102] The front axle assembly 110 may include a front drive motor, coupling, clutch, engine, front axle gearbox, and front differential. The front drive motor is connected to the clutch via the coupling, the engine is connected to the front axle gearbox via the clutch, the front axle gearbox is also connected to the front differential, and the front differential is connected to the left and right front wheels respectively. The connection relationships between the various structures are as follows: Figure 1 As shown.

[0103] The rear axle assembly 120 may include a rear drive motor, a rear axle gearbox, a rear differential, and other structures. The rear drive motor is connected to the rear axle gearbox, which is also connected to the rear axle differential. The rear axle differential is connected to the left and right rear wheels respectively. The connection relationships between the various structures are as follows: Figure 1 As shown.

[0104] The front and rear axle transmissions each contain a transmission control unit (TCU). The TCU is the central control unit of the transmission, which collects data through sensors, calculates shift timing and methods, and controls the transmission to perform corresponding operations.

[0105] like Figure 4 As shown, the device may include:

[0106] The acquisition module 401 is used to acquire the activation status of the rear axle assist function when the vehicle is in the target working condition.

[0107] The target operating condition is one of the following: switching from direct drive mode to series mode, switching from series mode to direct drive mode, or shifting gears in direct drive mode.

[0108] If the direction of the rear axle assist torque changes when the rear axle assist function is detected as activated, the control module 402 will turn off the rear axle assist function.

[0109] In some alternative embodiments, the change in the direction of the rear axle assist torque refers to a change in the assist torque from positive to negative, or a change in the assist torque from negative to positive.

[0110] In some alternative embodiments, the control module 402 may specifically be used for:

[0111] If the direction of the rear axle assist torque currently calculated by the vehicle controller changes compared to the previously calculated rear axle assist torque, the rear axle assist function is turned off.

[0112] In some alternative embodiments, the control module 402 may specifically be used for:

[0113] If a change in the direction of the rear axle assist torque is detected, the rear axle assist function is turned off if the rear axle assist torque changes to the target torque but does not change to zero torque.

[0114] In some alternative embodiments, the rear axle assist torque is the torque directly output to the wheel ends without filtering.

[0115] In some alternative embodiments, the control module 402 may also be used to: after the rear axle assist function is turned off, if it is detected that the vehicle is in the target working condition again, then reactivate the rear axle assist function.

[0116] In some optional embodiments, when the target operating condition is a switch from direct drive mode to series mode, the control module 402 can also be used to:

[0117] If the rear axle assist function is activated, then when the vehicle is off the accelerator, the rear axle assist function will be controlled to prevent the assist of positive torque.

[0118] The vehicle control device provided in this embodiment belongs to the same concept as the vehicle control method provided in the above embodiments of this application. It can execute the vehicle control method provided in any of the above embodiments of this application and has the corresponding functional modules and beneficial effects of the method. Technical details not described in detail in this embodiment can be found in the specific processing content of the vehicle control method provided in the above embodiments of this application, and will not be repeated here.

[0119] It should be understood that the modules in the above vehicle control device can be implemented by a processor calling software. For example, the device includes a processor connected to a memory containing instructions. The processor calls the instructions stored in the memory to implement any of the above methods or to implement the functions of each unit of the device. The processor can be a general-purpose processor, such as a CPU or microprocessor, and the memory can be internal or external to the device. Alternatively, the units in the device can be implemented as hardware circuits. By designing the hardware circuits, some or all of the unit functions can be implemented. The hardware circuit can be understood as one or more processors. For example, in one implementation, the hardware circuit is an ASIC, and the functions of some or all of the above units are implemented by designing the logical relationships of the components within the circuit. In another implementation, the hardware circuit can be implemented by a PLD, such as an FPGA, which can include a large number of logic gates. The connection relationships between the logic gates are configured through a configuration file to implement the functions of some or all of the above units. All units of the above device can be implemented entirely by a processor calling software, entirely by hardware circuits, or partially by a processor calling software with the remaining parts implemented by hardware circuits.

[0120] In this application embodiment, a processor is a circuit with signal processing capabilities. In one implementation, the processor can be a circuit with instruction reading and execution capabilities, such as a CPU, microprocessor, GPU, or DSP. In another implementation, the processor can implement certain functions through the logical relationships of hardware circuits. These logical relationships are fixed or reconfigurable. For example, the processor may be a hardware circuit implemented as an ASIC or PLD, such as an FPGA. In a reconfigurable hardware circuit, the process of the processor loading a configuration document and configuring the hardware circuit can be understood as the processor loading instructions to implement the functions of some or all of the above units. Furthermore, it can also be a hardware circuit designed for artificial intelligence, which can be understood as an ASIC, such as an NPU, TPU, or DPU.

[0121] As can be seen, each unit in the above device can be one or more processors (or processing circuits) configured to implement the above methods, such as: CPU, GPU, NPU, TPU, DPU, microprocessor, DSP, ASIC, FPGA, or a combination of at least two of these processor forms.

[0122] Furthermore, the units in the above devices can be integrated in whole or in part, or they can be implemented independently. In one implementation, these units are integrated together and implemented in the form of a System-on-Chip (SoC). The SoC may include at least one processor for implementing any of the above methods or implementing the functions of the units in the device. The at least one processor may be of different types, such as CPU and FPGA, CPU and artificial intelligence processor, CPU and GPU, etc.

[0123] Exemplary electronic devices

[0124] This application also provides an electronic device, such as... Figure 5 As shown, the electronic device includes a memory 500 and a processor 510.

[0125] The memory 500 is connected to the processor 510 and is used to store programs.

[0126] The processor 510 is used to implement the vehicle control method in the above embodiments by running the program stored in the memory 500.

[0127] Specifically, the aforementioned electronic device may also include: a communication interface 520, an input device 530, an output device 540, and a bus 550.

[0128] The processor 510, memory 500, communication interface 520, input device 530, and output device 540 are interconnected via a bus. Among them:

[0129] Bus 550 may include a pathway for transmitting information between various components of a computer system.

[0130] The processor 510 can be a general-purpose processor, such as a general-purpose central processing unit (CPU), a microprocessor, etc., or an application-specific integrated circuit (ASIC), or one or more integrated circuits used to control the execution of the program of the present invention. It can also be a digital signal processor (DSP), an application-specific integrated circuit (ASIC), an off-the-shelf programmable gate array (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, or discrete hardware components.

[0131] The processor 510 may include a main processor, as well as a baseband chip, modem, etc.

[0132] The memory 500 stores a program that executes the technical solution of this invention, and may also store an operating system and other key business functions. Specifically, the program may include program code, which includes computer operation instructions. More specifically, the memory 500 may include read-only memory (ROM), other types of static storage devices capable of storing static information and instructions, random access memory (RAM), other types of dynamic storage devices capable of storing information and instructions, disk storage, flash memory, etc.

[0133] Input device 530 may include a device for receiving data and information input by a user, such as a keyboard, mouse, camera, scanner, light pen, voice input device, touch screen, pedometer, or gravity sensor.

[0134] Output device 540 may include devices that allow information to be output to a user, such as a display screen, printer, speaker, etc.

[0135] The communication interface 520 may include a device that uses any transceiver to communicate with other devices or communication networks, such as Ethernet, Radio Access Network (RAN), Wireless Local Area Network (WLAN), etc.

[0136] The processor 510 executes the program stored in the memory 500 and calls other devices, which can be used to implement the various steps of the vehicle control method provided in the above embodiments of this application.

[0137] Exemplary vehicle

[0138] This application also provides a vehicle, exemplarily, such as... Figure 6 As shown, the vehicle 600 includes a memory 601 and a processor 602. The memory 601 stores executable program code 6011, and the processor 602 is used to call and execute the executable program code 6011 to perform the vehicle control method provided in the above embodiments of this application.

[0139] This application embodiment can divide the vehicle into functional modules according to the above method example. For example, each function can be assigned to a separate module, or two or more functions can be integrated into one processing module. The integrated module can be implemented in hardware. It should be noted that the module division in this application embodiment is illustrative and only represents one logical functional division. In actual implementation, there may be other division methods.

[0140] When each functional module is divided according to its corresponding function, the vehicle may include: an acquisition module 401, a control module 402, etc. It should be noted that all relevant content of each step involved in the above method embodiments can be referenced from the functional descriptions of the corresponding functional modules, and will not be repeated here.

[0141] The vehicle provided in this application embodiment is used to execute the above-described vehicle control method, and thus can achieve the same effect as the above-described implementation method.

[0142] When using integrated units, the vehicle may include a processing module and a storage module. The processing module is used to control and manage the vehicle's actions. The storage module is used to support the vehicle in executing program code and data.

[0143] The processing module may be a processor or a controller, which can implement or execute various exemplary logic blocks, modules, and circuits as disclosed in this application. The processor may also be a combination of computing functions, such as a combination of one or more microprocessors, a combination of digital signal processing (DSP) and microprocessors, etc., and the storage module may be a memory.

[0144] Exemplary computer program products and storage media

[0145] In addition to the methods and devices described above, embodiments of this application may also be computer program products, which include computer program instructions that, when executed by a processor, cause the processor to perform the steps in the vehicle control method described in the embodiments of this application.

[0146] The aforementioned computer program product can be implemented through hardware, software, or a combination thereof. In one optional embodiment, the computer program product is specifically embodied in a computer storage medium; in another optional embodiment, the computer program product is specifically embodied in a software product, such as a software development kit (SDK), etc.

[0147] The computer program product can be written in any combination of one or more programming languages ​​to perform the operations of the embodiments of this application. The programming languages ​​include object-oriented programming languages ​​such as Java and C++, as well as conventional procedural programming languages ​​such as C or similar languages. The program code can be executed entirely on the user's computing device, partially on the user's computing device, as a standalone software package, partially on the user's computing device and partially on a remote computing device, or entirely on a remote computing device or server.

[0148] Furthermore, embodiments of this application may also be storage media storing a computer program, which is executed by a processor of the steps in the vehicle control method described in the embodiments of this application.

[0149] In addition, embodiments of this application may also be chips, which include processors and data interfaces. The processor reads instructions stored in the memory through the data interface to execute the steps in the vehicle control method described in the embodiments of this application.

[0150] For the foregoing method embodiments, in order to simplify the description, they are all described as a series of actions. However, those skilled in the art should understand that this application is not limited to the described order of actions, because according to this application, some steps can be performed in other orders or simultaneously. Furthermore, those skilled in the art should also understand that the embodiments described in the specification are all preferred embodiments, and the actions and modules involved are not necessarily essential to this application.

[0151] It should be noted that the various embodiments in this specification are described in a progressive manner, with each embodiment focusing on the differences from other embodiments. Similar or identical parts between embodiments can be referred to interchangeably. For apparatus embodiments, since they are basically similar to method embodiments, the description is relatively simple; relevant parts can be referred to the descriptions in the method embodiments.

[0152] The steps in the methods of the various embodiments of this application can be adjusted, merged, or deleted in order according to actual needs, and the technical features described in each embodiment can be replaced or combined.

[0153] The modules and sub-modules in the devices and terminals in the various embodiments of this application can be merged, divided, and deleted according to actual needs.

[0154] It should be understood that the disclosed terminals, devices, and methods can be implemented in other ways, given the several embodiments provided in this application. For example, the terminal embodiments described above are merely illustrative. For instance, the division of modules or sub-modules is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple sub-modules or modules may be combined or integrated into another module, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be indirect coupling or communication connection through some interfaces, devices, or modules, and may be electrical, mechanical, or other forms.

[0155] The modules or submodules described as separate components may or may not be physically separate. The components that constitute a module or submodule may or may not be physical modules or submodules; that is, they may be located in one place or distributed across multiple network modules or submodules. Some or all of the modules or submodules can be selected to achieve the purpose of this embodiment's solution, depending on actual needs.

[0156] Furthermore, the functional modules or sub-modules in the various embodiments of this application can be integrated into one processing module, or each module or sub-module can exist physically separately, or two or more modules or sub-modules can be integrated into one module. The integrated modules or sub-modules described above can be implemented in hardware or in the form of software functional modules or sub-modules.

[0157] Those skilled in the art will further recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, computer software, or a combination of both. To clearly illustrate the interchangeability of hardware and software, the components and steps of the various examples have been generally described in terms of functionality in the foregoing description. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0158] The steps of the methods or algorithms described in conjunction with the embodiments disclosed herein can be implemented directly by hardware, a software unit executed by a processor, or a combination of both. The software unit can be located in random access memory (RAM), main memory, read-only memory (ROM), electrically programmable ROM, electrically erasable programmable ROM, registers, hard disk, removable disk, CD-ROM, or any other form of storage medium known in the art.

[0159] Finally, it should be noted that in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

Claims

1. A vehicle control method, characterized in that, Applied to a vehicle, the vehicle includes a front axle and a rear axle. The front axle includes a front-drive motor, a coupling, a clutch, an engine, and a front axle gearbox. The front-drive motor is connected to the clutch via the coupling, and the engine is connected to the front axle gearbox via the clutch. The front-drive motor provides front axle power assist. The rear axle includes a rear-drive motor that provides rear axle power assist. The method includes: When the vehicle is in a target operating condition, the activation status of the rear axle power assist function is obtained; wherein, the target operating condition is one of the following: switching from direct drive mode to series mode, switching from series mode to direct drive mode, or shifting gears in direct drive mode; the direct drive mode refers to a mode in which at least the engine and the front drive motor jointly output torque to drive the vehicle; the series mode refers to a mode in which the engine drives the front drive motor to generate electricity through operation; If the direction of the rear axle assist torque changes when the rear axle assist function is detected to be activated, the rear axle assist function will be deactivated. When the target operating condition is switching from direct drive mode to series mode, the method further includes: If the rear axle assist function is activated, then when the vehicle is off the accelerator, the rear axle assist function will be controlled to prevent the assist of positive torque.

2. The vehicle control method according to claim 1, characterized in that, The change in the direction of the rear axle assist torque refers to a change in the assist torque from positive to negative, or a change in the assist torque from negative to positive.

3. The vehicle control method according to claim 1 or 2, characterized in that, The step of disabling the rear axle assist function if a change in the direction of the rear axle assist torque is detected includes: If the direction of the rear axle assist torque currently calculated by the vehicle controller changes compared to the previously calculated rear axle assist torque, the rear axle assist function is turned off.

4. The vehicle control method according to claim 1 or 2, characterized in that, The step of disabling the rear axle assist function if a change in the direction of the rear axle assist torque is detected includes: If a change in the direction of the rear axle assist torque is detected, the rear axle assist function is turned off if the rear axle assist torque changes to the target torque but does not change to zero torque.

5. The vehicle control method according to claim 1 or 2, characterized in that, The rear axle assist torque is the torque that is directly output to the wheel end without filtering.

6. The vehicle control method according to claim 1 or 2, characterized in that, After disabling the rear axle assist function, the method further includes: If the vehicle is detected to be in the target operating condition again, the rear axle assist function is reactivated.

7. A vehicle control device, characterized in that, Applied to a vehicle, the vehicle includes a front axle and a rear axle. The front axle includes a front drive motor, a coupling, a clutch, an engine, and a front axle gearbox. The front drive motor is connected to the clutch via the coupling, and the engine is connected to the front axle gearbox via the clutch. The front drive motor provides front axle power assist. The rear axle includes a rear drive motor that provides rear axle power assist. The device includes: The acquisition module is used to acquire the activation status of the rear axle power assist function when the vehicle is under a target operating condition; wherein, the target operating condition is one of the following: switching from direct drive mode to series mode, switching from series mode to direct drive mode, and shifting gears in direct drive mode; the direct drive mode refers to a mode in which the vehicle is driven by the engine and the front drive motor together outputting torque; the series mode refers to a mode in which the engine drives the front drive motor to generate electricity through operation; If the control module detects a change in the direction of the rear axle assist torque when the rear axle assist function is activated, it will deactivate the rear axle assist function. When the target operating condition is switching from direct drive mode to series mode, the control module is further configured to: If the rear axle assist function is activated, then when the vehicle is off the accelerator, the rear axle assist function will be controlled to prevent the assist of positive torque.

8. A vehicle, characterized in that, include: A vehicle controller, wherein the vehicle controller is used to implement the vehicle control method as described in any one of claims 1 to 6.

9. A storage medium, characterized in that, The storage medium stores a computer program, which, when executed by a processor, implements the vehicle control method as described in any one of claims 1 to 6.

Images