Vehicle control method and vehicle

Abstract

The invention provides a vehicle control method and a vehicle, and relates to the technical field of vehicle control, and the method comprises the following steps: under the condition that a target vehicle is in a first operation mode, obtaining a target driving working condition and target driving power of the target vehicle; according to the target driving working condition, a target characteristic curve corresponding to the target driving working condition is determined from preset N candidate characteristic curves, the target characteristic curve comprises preset X candidate data combinations, and each candidate data combination is a rotation speed and torque combination determined according to the vibration noise under the corresponding driving power, the N candidate characteristic curves are in one-to-one correspondence with the N candidate driving working conditions, and the target driving working condition belongs to the N candidate driving working conditions; according to the target driving power, determining a first data combination corresponding to the target driving power from X candidate data combinations on the target characteristic curve; and controlling a driving device of the target vehicle to operate according to the first data combination.

Description

Technical Field

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

[0002] With increasing global environmental awareness and the rapid development of the new energy vehicle industry, vehicle powertrain control strategies focus on improving energy efficiency. For example, optimizing fuel economy for traditional gasoline or hybrid vehicles, and optimizing electric power economy for pure electric vehicles. However, as users increasingly demand higher quality travel experiences, ride comfort has become a crucial indicator of overall vehicle performance. In scenarios where quietness and smoothness are paramount, such as VIPs conducting business in the vehicle, passengers working remotely, or children resting in the back seat, existing economy-oriented control strategies struggle to adequately meet the optimization requirements for noise, vibration, and harshness (NVH). This can lead to unpleasant vibrations or specific frequency motor whine during hard braking and light acceleration, directly impacting cabin quietness and ride comfort. Summary of the Invention

[0003] This invention provides a vehicle control method and a vehicle to solve the technical problem of excessive vibration and noise in the vehicle power system, resulting in poor NVH performance.

[0004] In a first aspect, embodiments of the present invention provide a vehicle control method, characterized in that the method includes: When the target vehicle is in the first operating mode, the target driving condition and target driving power of the target vehicle are obtained, wherein the target driving power represents the current driving power requirement of the target vehicle. Based on the target driving condition, a target characteristic curve corresponding to the target driving condition is determined from N preset candidate characteristic curves. The target characteristic curve includes X preset candidate data combinations. Each candidate data combination is a combination of speed and torque determined based on vibration and noise under the corresponding driving power. The N candidate characteristic curves correspond one-to-one with the N candidate driving conditions. The target driving condition belongs to the N candidate driving conditions. Based on the target driving power, a first data combination corresponding to the target driving power is determined from the X candidate data combinations on the target characteristic curve; The drive unit of the target vehicle is controlled to operate according to the first data combination, and the drive unit provides driving power to the target vehicle.

[0005] Optionally, the target vehicle is a pure electric vehicle, and the drive device includes a motor, with the operating power of the motor being used as the target driving power; Each of the N candidate characteristic curves is generated in advance through the following steps: Obtain the first initial characteristic curve of the first test vehicle under the candidate driving conditions. The X-axis of the first initial characteristic curve represents the motor speed, and the Y-axis represents the motor torque. The first test vehicle is the same model as the target vehicle. X first initial speeds corresponding to X first candidate driving power are determined from the first initial characteristic curve. The motor energy consumption corresponding to each first initial speed is not greater than a first energy consumption threshold, and the first energy consumption threshold is determined based on the first candidate driving power. Taking each of the first initial speeds as the center, a first candidate speed is found within a first speed range on the first initial characteristic curve. The driving power corresponding to the first candidate speed is the same as the first candidate driving power, and the vibration noise value corresponding to the first candidate speed is not greater than the vibration noise value corresponding to the first initial speed. The first speed range is determined according to the candidate driving conditions. Based on the first candidate points corresponding to the first candidate speeds on the first initial characteristic curve, the candidate characteristic curve under the candidate driving condition is generated.

[0006] Optionally, the N candidate driving conditions include at least a vehicle constant speed condition, a vehicle acceleration condition, and a vehicle deceleration condition, wherein the first speed range of the vehicle acceleration condition is not less than the first speed range of the vehicle constant speed condition, and the first speed range of the vehicle constant speed condition is not less than the first speed range of the vehicle deceleration condition.

[0007] Optionally, the first data combination includes a first target torque and a first target speed; The drive unit that controls the target vehicle to operate according to the first data combination includes: The motor is controlled to operate according to the first target torque and the first target speed.

[0008] Optionally, after the drive unit controlling the target vehicle operates according to the first data combination, the method further includes: Obtain the first vibration value and / or the first noise value generated by the target vehicle during driving; If the first vibration value is greater than the first preset value, and / or the first noise value is greater than the second preset value, then with the first target speed as the center, a second target speed is found within the second speed range on the target characteristic curve. The driving power corresponding to the second target speed is the same as the target driving power, and the vibration noise value corresponding to the second target speed is not greater than the first vibration noise value. The first vibration noise value is determined based on the first vibration value and / or the first noise value, and the second speed range is not greater than the first speed range. The motor is controlled to operate at the second target speed and the second target torque, where the second target torque is the torque corresponding to the second target speed on the target characteristic curve.

[0009] Optionally, the target vehicle is a hybrid vehicle, and the drive unit includes a motor and an engine, with the engine's operating power being used as the target driving power; Each of the N candidate characteristic curves is generated in advance through the following steps: Obtain the second initial characteristic curve of the second test vehicle under the candidate driving conditions. The X-axis of the second initial characteristic curve represents the engine speed, and the Y-axis represents the engine torque. The second test vehicle is the same model as the target vehicle. X second initial speeds corresponding to X second candidate driving power are determined from the second initial characteristic curve. The engine energy consumption corresponding to each second initial speed is not greater than the second energy consumption threshold, and the second energy consumption threshold is determined based on the second candidate driving power. Taking each second initial speed as the center, find the second candidate speed within the third speed range and / or the first power range on the second initial characteristic curve. The vibration noise value corresponding to the second candidate speed is not greater than the vibration noise value corresponding to the second initial speed. The third speed range and / or the first power range are determined by the candidate driving conditions. Based on the X second candidate points corresponding to the second candidate speeds on the initial characteristic curve, the candidate characteristic curve under the candidate driving condition is generated.

[0010] Optionally, the N candidate driving conditions include at least a vehicle constant speed condition, a vehicle acceleration condition, and a vehicle deceleration condition. The third speed range of the vehicle acceleration condition is not less than the third speed range of the vehicle constant speed condition, the third speed range of the vehicle constant speed condition is not less than the third speed range of the vehicle deceleration condition, the first power range of the vehicle acceleration condition is not less than the first power range of the vehicle constant speed condition, and the first power speed range of the vehicle constant speed condition is not less than the first power speed range of the vehicle deceleration condition. Optionally, the first data combination includes a first target torque and a first target speed; The drive unit that controls the target vehicle to operate according to the first data combination includes: Control the engine to operate according to the first target torque and the first target speed; During the operation of the engine at the first target torque and the first target speed, the power difference between the actual power generated by the engine and the target driving power is obtained; If the power difference is positive, the engine is controlled to deliver the power corresponding to the power difference to the motor to charge the motor; If the power difference is negative, the motor is controlled to operate according to the power difference.

[0011] Optionally, after the drive unit controlling the target vehicle operates according to the first data combination, the method further includes: Obtain the second vibration value and / or second noise value generated by the target vehicle during driving; If the second vibration value is greater than the third preset value, and / or the second noise value is greater than the fourth preset value, then with the first target rotational speed as the center, a second target rotational speed is found in the fourth rotational speed range and / or the second power range on the target characteristic curve. The vibration noise value corresponding to the second target rotational speed is not greater than the second vibration noise value. The second vibration noise value is determined based on the second vibration value and / or the second noise value. The fourth rotational speed range is not greater than the third rotational speed range, and the second power range is not greater than the first power range. The engine is controlled to operate at the second target speed and the second target torque, where the second target torque is the torque corresponding to the second target speed on the target characteristic curve.

[0012] Secondly, embodiments of the present invention provide a vehicle, the vehicle comprising: Vehicle body; The power system located on the vehicle body is used to perform the method described in the first aspect.

[0013] According to an embodiment of the present invention, a vehicle control method is provided. When the target vehicle is in a first operating mode, the method acquires the target driving condition and target driving power of the target vehicle, where the target driving power represents the current driving power demand of the target vehicle. Based on the target driving condition, a target characteristic curve corresponding to the target driving condition is determined from N preset candidate characteristic curves. The target characteristic curve includes X preset candidate data combinations, each candidate data combination being a combination of speed and torque determined based on vibration noise at the corresponding driving power. The N candidate characteristic curves correspond one-to-one with the N candidate driving conditions, and the target driving condition belongs to the N candidate driving conditions. Based on the target driving power, a first data combination corresponding to the target driving power is determined from the X candidate data combinations on the target characteristic curve. The method controls the drive device of the target vehicle to operate according to the first data combination, and the drive device provides driving power to the target vehicle. By publicly determining the target characteristic curve through the target vehicle's target driving conditions, the target characteristic curve is made more consistent with the target vehicle's operating conditions. This makes the combination of speed and torque on the target characteristic curve more accurate. Furthermore, compared with other speed and torque combinations at the corresponding driving power, the speed and torque combination determined based on vibration and noise (i.e., candidate data combination) will have better NVH performance. The first data combination determined from the candidate data combination will also reduce the impact of vibration and noise on the target vehicle during driving, thus resulting in better NVH performance. This solves to some extent the technical problem in related technologies where excessive vibration and noise in the vehicle power system leads to poor NVH performance. Attached Figure Description

[0014] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0015] Figure 1 The flowchart of a vehicle control method provided by an embodiment of the present invention is shown; Figure 2 The diagram illustrates the structure of a vehicle provided by an embodiment of the present invention. Detailed Implementation

[0016] As described in the background section, with the increasing global awareness of environmental protection and the rapid development of the new energy vehicle industry, the control strategies for vehicle power systems have focused on improving energy efficiency. For example, optimizing fuel economy for traditional fuel vehicles or hybrid vehicles, and optimizing electric energy economy for pure electric vehicles. However, as users' demands for travel quality increase, driving comfort has become an important indicator for measuring the overall performance of a vehicle. In many scenarios where quietness and smoothness are paramount, such as VIPs conducting important business in the vehicle, passengers working remotely, or children resting in the back seat, existing economy-oriented control strategies are insufficient to fully meet the optimization requirements for noise, vibration, and harshness (NVH). This can lead to unpleasant vibrations or motor whistling at specific frequencies during conditions such as sudden braking and slight acceleration, directly affecting the quietness of the cabin and ride comfort.

[0017] According to an embodiment of the present invention, a vehicle control method is provided. When the target vehicle is in a first operating mode, the method acquires the target driving condition and target driving power of the target vehicle, where the target driving power represents the current driving power demand of the target vehicle. Based on the target driving condition, a target characteristic curve corresponding to the target driving condition is determined from N preset candidate characteristic curves. The target characteristic curve includes X preset candidate data combinations, each candidate data combination being a combination of speed and torque determined based on vibration noise at the corresponding driving power. The N candidate characteristic curves correspond one-to-one with the N candidate driving conditions, and the target driving condition belongs to the N candidate driving conditions. Based on the target driving power, a first data combination corresponding to the target driving power is determined from the X candidate data combinations on the target characteristic curve. The method controls the drive device of the target vehicle to operate according to the first data combination, and the drive device provides driving power to the target vehicle. By publicly determining the target characteristic curve through the target vehicle's target driving conditions, the target characteristic curve is made more consistent with the target vehicle's operating conditions. This makes the combination of speed and torque on the target characteristic curve more accurate. Furthermore, compared with other speed and torque combinations at the corresponding driving power, the speed and torque combination determined based on vibration and noise (i.e., candidate data combination) will have better NVH performance. The first data combination determined from the candidate data combination will also reduce the impact of vibration and noise on the target vehicle during driving, thus resulting in better NVH performance. This solves to some extent the technical problem in related technologies where excessive vibration and noise in the vehicle power system leads to poor NVH performance.

[0018] The technical solution of the present invention and how the technical solution of the present invention solves the above-mentioned technical problems will be described in detail below with specific embodiments. These specific embodiments can be combined with each other, and the same or similar concepts or processes may not be described again in some embodiments. The embodiments of the present invention will now be described with reference to the accompanying drawings.

[0019] It should be understood that the vehicle control method provided in this embodiment of the invention can be executed by a target device. The target device can be the vehicle's infotainment system, the engine or motor control unit (ECU / MCU) in the powertrain control system, or a cloud server connected to the vehicle's infotainment system that can perform cloud computing.

[0020] Figure 1 The flowchart of a vehicle control method provided by an embodiment of the present invention is shown. Figure 1 As shown, the vehicle control method provided in this embodiment of the invention includes steps 110 to 130.

[0021] Step 110: When the target vehicle is in the first operating mode, obtain the target driving condition and target driving power of the target vehicle, wherein the target driving power represents the current driving power requirement of the target vehicle.

[0022] In this embodiment of the invention, the target vehicle can be any type of vehicle, such as a gasoline vehicle, an electric vehicle, or a hybrid vehicle. The target vehicle can include multiple operating modes, each for different purposes and used in different driving scenarios. For example, the first operating mode can prioritize NVH (Noise, Vibration, and Harshness), sacrificing energy consumption, and is suitable for driving scenarios requiring quiet operation where vibration and noise levels are a concern. The second operating mode can prioritize energy consumption, sacrificing NVH, and is suitable for scenarios requiring higher economic efficiency due to energy savings during driving.

[0023] In this embodiment of the invention, the target vehicle can be put into a first operating mode in various ways. For example, a user can operate a mechanical button or key on the target vehicle to switch operating modes, thereby adjusting the vehicle's operating mode. The user can also input voice commands to the vehicle's voice assistant, and the target vehicle will respond upon receiving the voice command to enter the first operating mode. For example, the target vehicle will enter the first operating mode after receiving the user's voice command "Enter AI Intelligent Comfort Mode." Furthermore, the target vehicle can also automatically enter the first operating mode when certain specific conditions are detected, such as a noise sensor inside the vehicle detecting low interior noise and predicting the driving scenario where the user needs to proceed.

[0024] In this embodiment of the invention, when the target vehicle is in the first operating mode, the target driving condition of the vehicle can be obtained through the power control system of the target vehicle. The target driving condition represents the current driving condition of the vehicle, which can be determined based on characteristic parameters such as vehicle speed, acceleration, altitude, pressure and slope.

[0025] In this embodiment of the invention, when the target vehicle is in the first operating mode, the current target driving power of the target vehicle can also be obtained through the target vehicle's power control system. The target driving power can represent the current driving power requirement of the target vehicle. If the target vehicle is a gasoline vehicle, the target driving power can be the current operating power of the engine; if the target vehicle is an electric vehicle, the target driving power can be the current operating power of the motor; if the target vehicle is a hybrid vehicle, the target driving power can be the current operating power of the engine, with the power provided by the motor as a supplement.

[0026] In this embodiment of the invention, after obtaining the target driving conditions and target driving power of the target vehicle, the current driving state of the target vehicle can be determined, thereby better controlling the target vehicle to meet the NVH requirements of the first operating mode.

[0027] Step 120: Based on the target driving condition, determine the target characteristic curve corresponding to the target driving condition from the preset N candidate characteristic curves. The target characteristic curve includes preset X candidate data combinations. Each candidate data combination is a combination of speed and torque determined based on vibration and noise at the corresponding driving power. The N candidate characteristic curves correspond one-to-one with the N candidate driving conditions. The target driving condition belongs to the N candidate driving conditions.

[0028] In this embodiment of the invention, the preset N candidate characteristic curves can be a vehicle motor / engine efficiency map (MAP). Each candidate driving condition has a corresponding candidate characteristic curve, where N is a positive integer greater than 1. The candidate characteristic curves can characterize the vehicle's motor / engine efficiency characteristics under the corresponding candidate driving condition, and are used to describe the relationship between motor / engine efficiency and load (torque) and speed. The horizontal axis of the candidate characteristic curve usually represents the speed (in rpm), and the vertical axis usually represents the output torque (in Nm).

[0029] In this embodiment of the invention, the target driving condition can be used as the matching key value to determine the target characteristic curve corresponding to the target driving condition from N candidate characteristic curves. The target characteristic curve can include X preset candidate data combinations, where X is a positive integer greater than 1. X and N can be the same or different, and this embodiment of the invention does not impose any restrictions on this. As described above, the horizontal axis of the candidate characteristic curve usually represents the rotational speed, and the vertical axis usually represents the output torque. Correspondingly, on the target characteristic curve, each candidate data combination represents a combination of rotational speed and torque.

[0030] In this embodiment of the invention, the target characteristic curve can include not only speed and torque, but also the driving power corresponding to different combinations of speed and torque. Since the first operating mode prioritizes NVH (Noise, Vibration, and Harshness), for any given driving power, a set of speed and torque combinations can be determined based on vibration and noise (NVH) as candidate data combinations for that driving power. The vibration and noise of the target vehicle can be determined using vibration sensors and noise sensors installed on the target vehicle.

[0031] In this embodiment of the invention, during the process of determining candidate data based on vibration and noise, a threshold can be preset for any driving power. Combinations of speeds and torques with vibration and noise levels below the threshold are then used as candidate data combinations for further screening. Alternatively, the combination of speeds and torques with the lowest vibration and noise at that driving power can be used as candidate data combinations, making the NVH performance more closely match the requirements of the first operating mode and thus increasing the accuracy of the candidate data combinations.

[0032] Step 130: Based on the target driving power, determine the first data combination corresponding to the target driving power from the X candidate data combinations on the target characteristic curve.

[0033] In this embodiment of the invention, according to the description of step 120, the X candidate data combinations correspond to X driving powers. Further, the target driving power can be used as a key value to determine the first data combination among the X candidate data combinations, so that the target driving power remains unchanged during the driving process of the target vehicle, ensuring that the target vehicle drives smoothly.

[0034] Step 140: Control the drive unit of the target vehicle to operate according to the first data combination, and the drive unit provides driving power to the target vehicle.

[0035] In this embodiment of the invention, after determining the first data combination, the drive unit of the target vehicle can be controlled to operate according to the first data combination, that is, according to the torque and speed in the first data combination. The drive unit of the target vehicle can provide driving power to the target vehicle. If the target vehicle is an electric vehicle, the drive unit can be an electric motor; if the target vehicle is a gasoline vehicle, the drive unit can be an engine; if the target vehicle is a hybrid vehicle, the drive unit can operate primarily with the engine and secondarily with the electric motor.

[0036] By publicly determining the target characteristic curve through the target vehicle's target driving conditions, the target characteristic curve is made more consistent with the target vehicle's operating conditions, thereby making the speed and torque combination on the target characteristic curve more accurate. Furthermore, compared with other speed and torque combinations at the corresponding driving power, the speed and torque combination determined based on vibration and noise (i.e., candidate data combination) will have better NVH performance. The first data combination determined from the candidate data combination will also make the target vehicle have better NVH performance during driving and less impact from vibration and noise, thus solving to some extent the technical problem in related technologies where the vehicle power system cannot meet NVH performance requirements.

[0037] In this embodiment of the invention, the target vehicle can be a pure electric vehicle, and the drive device can include a motor. The operating power of the motor is used as the target driving power. In step 130, the operating power of the motor is used as a key value to match a first data combination that is the same as the operating power of the motor.

[0038] In this embodiment of the invention, the N candidate characteristic curves in step 120 can be pre-generated. They can be generated directly from the target vehicle's powertrain control system, or they can be obtained by testing a first test vehicle of the same model and configuration as the target vehicle on a test bench, and then distributed to the target vehicle's powertrain control system.

[0039] Specifically, each of the N candidate characteristic curves is generated in advance through the following steps: Obtain the first initial characteristic curve of the first test vehicle under the candidate driving conditions. The X-axis of the first initial characteristic curve represents the motor speed, and the Y-axis represents the motor torque. The first test vehicle is the same model as the target vehicle. X first initial speeds corresponding to X first candidate driving power are determined from the first initial characteristic curve. The motor energy consumption corresponding to each first initial speed is not greater than a first energy consumption threshold, and the first energy consumption threshold is determined based on the first candidate driving power. Taking each of the first initial speeds as the center, a first candidate speed is found within a first speed range on the first initial characteristic curve. The driving power corresponding to the first candidate speed is the same as the first candidate driving power, and the vibration noise value corresponding to the first candidate speed is not greater than the vibration noise value corresponding to the first initial speed. The first speed range is determined according to the candidate driving conditions. Based on the first candidate points corresponding to the first candidate speeds on the first initial characteristic curve, the candidate characteristic curve under the candidate driving condition is generated.

[0040] In this embodiment of the invention, the first test vehicle can be a real vehicle of the same model and configuration as the target vehicle, or it can be a simulated virtual vehicle. The first initial characteristic curve of the first test vehicle under the candidate driving conditions can be a universal characteristic diagram of the motor under the candidate driving conditions, with the X-axis representing the motor speed and the Y-axis representing the motor torque.

[0041] In this embodiment of the invention, X first initial speeds corresponding to X first candidate driving power can be determined from the first initial characteristic curve. Under any first candidate driving power, the motor energy consumption corresponding to any combination of speed and torque on the first initial characteristic curve is not greater than a first energy consumption threshold. The speed of this combination of speed and torque can be taken as the first initial speed. Since the first candidate driving power is different, the first energy consumption threshold can also be different; alternatively, the speed of the combination of speed and torque with the optimal energy consumption can be taken as the first initial speed.

[0042] In this embodiment of the invention, after obtaining X first initial speeds, a first candidate speed can be found within a first speed range on the first initial characteristic curve, centered on each first initial speed. The driving power corresponding to the first candidate speed is the same as the first candidate driving power, and the vibration noise value corresponding to the first candidate speed is not greater than the vibration noise value corresponding to the first initial speed. The first speed range can be any speed range. For example, the first speed range can include a circular range with a radius of 200 rpm centered on the first initial speed. That is, the first candidate speed can be found within the range from the first initial speed minus 200 rpm on the left to the first initial speed plus 200 rpm on the right on the first initial characteristic curve. The starting point of the X-axis of the first initial characteristic curve is 0. If the result after subtracting 200 rpm from the first initial speed is negative, the default starting point on the left is 0. To ensure smooth vehicle operation, the driving power corresponding to the first candidate speed must be the same as the first candidate driving power. To ensure minimal vibration and noise impact and better NVH performance, the first candidate speed can be the speed with the lowest vibration and noise value at the first candidate driving power. In addition, the vibration noise value corresponding to the first initial speed can be used as a threshold, and other speeds with vibration noise values ​​less than the threshold (vibration noise value corresponding to the first initial speed) can be selected as the first candidate speeds from the first candidate driving power.

[0043] In this embodiment of the invention, after obtaining X first candidate speeds, the candidate characteristic curve under the candidate driving condition can be generated based on the first candidate points corresponding to the X first candidate speeds on the first initial characteristic curve. For example, the candidate characteristic curve under the candidate driving condition can be generated by directly connecting the X first candidate points. Alternatively, when X is small, data processing can be performed to simulate and generate the candidate characteristic curve.

[0044] In this embodiment of the invention, the N candidate driving conditions include at least a vehicle constant speed condition, a vehicle acceleration condition, and a vehicle deceleration condition. The first speed range of the vehicle acceleration condition is not less than the first speed range of the vehicle constant speed condition, and the first speed range of the vehicle constant speed condition is not less than the first speed range of the vehicle deceleration condition.

[0045] In this embodiment of the invention, the vehicle constant speed condition can characterize the target vehicle's altitude, pressure, and gradient being within normal threshold periods, with the vehicle speed changing slowly per unit time. The vehicle acceleration condition can characterize the target vehicle's altitude, pressure, and gradient being within normal threshold periods, with the vehicle speed changing rapidly and positively per unit time. Correspondingly, the vehicle deceleration condition can characterize the target vehicle's altitude, pressure, and gradient being within normal threshold periods, with the vehicle speed changing rapidly and negatively per unit time. The first speed range for the vehicle acceleration condition can be a circular range with a radius of 500 rpm centered on a first initial speed; the first speed range for the vehicle constant speed condition can be a circular range with a radius of 200 rpm centered on the first initial speed; and the first speed range for the vehicle deceleration condition can be a circular range with a radius of 100 rpm centered on the first initial speed.

[0046] In this embodiment of the invention, when the candidate driving condition is a constant speed driving condition, the powertrain controller controls the motor to first determine the first initial speed with optimal energy consumption under any first candidate driving power in the motor MAP, which serves as the initial characteristic curve, thus obtaining X first initial speeds. For each of the X first initial speeds, a first candidate speed is searched on the first initial characteristic curve within a range from the first initial speed minus 200 rpm on the left to the first initial speed plus 200 rpm on the right, based on the first candidate driving power. During the search for the first candidate speed, the speed in the torque-speed combination with the same first candidate driving power but the lowest vibration and noise can be selected as the first candidate speed based on the feedback signals from the vehicle vibration sensor and noise sensor, thereby generating the candidate characteristic curve corresponding to the constant speed driving condition. The first speed range is the range on the first initial characteristic curve from the first initial speed minus 200 rpm on the left to the first initial speed plus 200 rpm on the right.

[0047] In this embodiment of the invention, when the candidate driving condition is the vehicle acceleration condition, the powertrain controller controls the motor to first determine the optimal initial speed for energy consumption under any first candidate driving power in the motor MAP, which serves as the initial characteristic curve, thus obtaining X first initial speeds. For each of the X first initial speeds, a first candidate speed is searched on the first initial characteristic curve within a range from the first initial speed minus 500 rpm on the left to the first initial speed plus 500 rpm on the right, based on the first candidate driving power. During the search for the first candidate speed, the speed in the torque-speed combination with the same first candidate driving power but the lowest vibration and noise can be selected as the first candidate speed based on the feedback signals from the vehicle vibration sensor and noise sensor, thereby generating the candidate characteristic curve corresponding to the vehicle acceleration condition. The first speed range is the range on the first initial characteristic curve from the first initial speed minus 500 rpm on the left to the first initial speed plus 500 rpm on the right.

[0048] In this embodiment of the invention, when the candidate driving condition is a vehicle deceleration condition, the powertrain controller controls the motor to obtain X first initial speeds from the motor MAP, which serves as the initial characteristic curve. For each of the X first initial speeds, a first candidate speed is searched on the first initial characteristic curve within a range from the first initial speed minus 100 rpm on the left to the first initial speed plus 100 rpm on the right, based on the first candidate driving power. During the search for the first candidate speed, the speed in the torque-speed combination with the same first candidate driving power but the lowest vibration and noise can be selected as the first candidate speed based on the feedback signals from the vehicle vibration sensor and noise sensor, thereby generating the candidate characteristic curve corresponding to the vehicle deceleration condition. The first speed range is defined on the first initial characteristic curve within a range from the first initial speed minus 100 rpm on the left to the first initial speed plus 100 rpm on the right.

[0049] In this embodiment of the invention, after the vehicle completes various operating conditions, N candidate characteristic curves can be obtained, which can be sent to the power control system of the target vehicle for use when the vehicle is in the first operating mode.

[0050] In this embodiment of the invention, the target vehicle can be a pure electric vehicle, and the drive device can include a motor. The operating power of the motor is used as the target driving power. In step 130, the operating power of the motor is used as a key value to match a first data combination that is the same as the operating power of the motor. The first data combination includes a first target torque and a first target speed. One implementation of step 140 can include controlling the motor to operate according to the first target torque and the first target speed.

[0051] In this embodiment of the invention, since the candidate driving conditions are mainly divided into the above-mentioned types when generating candidate characteristic curves, the changes in vehicle speed per unit time are taken into account, and changes in altitude and slope are not considered. In actual use, considering the vibration and noise values ​​caused by changes in altitude, slope and pressure, after controlling the drive device of the target vehicle to operate according to the first data combination in step 140, the method further includes: obtaining the first vibration value and / or the first noise value generated by the target vehicle during driving; if the first vibration value is greater than a first preset value, and / or the first noise value is greater than a second preset value, then with the first target speed as the center, a second target speed is found in the second speed range on the target characteristic curve, the driving power corresponding to the second target speed is the same as the target driving power, and the vibration and noise value corresponding to the second target speed is not greater than the first vibration and noise value, the first vibration and noise value is determined according to the first vibration value and / or the first noise value, and the second speed range is not greater than the first speed range; controlling the motor to operate according to the second target speed and the second target torque, the second target torque being the torque corresponding to the second target speed on the target characteristic curve.

[0052] In this embodiment of the invention, the first preset value and / or the second preset value can be pre-set thresholds, representing the permissible vibration and noise impact under the current driving conditions. During the target vehicle's operation at the first target torque and the first target speed, a first vibration value is obtained through a vibration sensor installed on the target vehicle, and a first noise value can also be obtained through a noise sensor installed on the target vehicle. Subsequently, referring to the description above regarding the generation of candidate characteristic curves, the first target speed can be slightly modified. A second target speed is found within the second speed range on the target characteristic curve, centered on the first target speed. To ensure smooth vehicle operation, the driving power corresponding to the second target speed is the same as the target driving power, and the vibration and noise value corresponding to the second target speed is not greater than the first vibration and noise value, thereby reducing vehicle vibration and noise while ensuring smooth vehicle operation. The first vibration and noise value can be calculated by weighted summation of the first vibration value and / or the first noise value.

[0053] In this embodiment of the invention, the target vehicle can also be a gasoline-powered vehicle. If the target vehicle is a gasoline-powered vehicle, the drive unit can be an engine. Since both electric vehicles and gasoline-powered vehicles have a single drive unit, the description of electric vehicle-type target vehicles above can be referred to for gasoline-powered target vehicles.

[0054] In this embodiment of the invention, the target vehicle can also be a hybrid vehicle, and the drive unit includes a motor and an engine, instead of the single device described above. When the target vehicle is a hybrid vehicle, the engine's operating power can be used as the target driving power. In actual driving, the engine can be the primary driver, with the motor as a secondary driver. For example, in step 130, the engine's operating power is used as the key value, and a query is performed based on the engine's operating efficiency to determine the first data combination.

[0055] In this embodiment of the invention, when the target vehicle is a hybrid vehicle, each of the N candidate characteristic curves can be generated in advance through the following steps: Obtain the second initial characteristic curve of the second test vehicle under the candidate driving conditions. The X-axis of the second initial characteristic curve represents the engine speed, and the Y-axis represents the engine torque. The second test vehicle is the same model as the target vehicle. X second initial speeds corresponding to X second candidate driving power are determined from the second initial characteristic curve. The engine energy consumption corresponding to each second initial speed is not greater than the second energy consumption threshold, and the second energy consumption threshold is determined based on the second candidate driving power. Taking each second initial speed as the center, find the second candidate speed within the third speed range and / or the first power range on the second initial characteristic curve. The vibration noise value corresponding to the second candidate speed is not greater than the vibration noise value corresponding to the second initial speed. The third speed range and / or the first power range are determined by the candidate driving conditions. Based on the X second candidate points corresponding to the second candidate speeds on the initial characteristic curve, the candidate characteristic curve under the candidate driving condition is generated.

[0056] In this embodiment of the invention, the second test vehicle can be a real vehicle of the same model and configuration as the target vehicle, or it can be a simulated virtual vehicle. The first initial characteristic curve of the second test vehicle under candidate driving conditions can be a universal characteristic diagram of the engine under candidate driving conditions, with the X-axis representing the engine speed and the Y-axis representing the engine torque.

[0057] In this embodiment of the invention, X initial speeds corresponding to X candidate driving powers can be determined from the second initial characteristic curve. Under any candidate driving power, the engine energy consumption corresponding to any speed and torque combination on the second initial characteristic curve is not greater than a second energy consumption threshold. Therefore, the speed in this speed and torque combination can be used as the second initial speed. Since the candidate driving powers are different, the second energy consumption threshold can also be different. Alternatively, the speed of the speed and torque combination with the optimal energy consumption can be used as the second initial speed. The second candidate driving power can be different from or the same as the first candidate driving power.

[0058] In this embodiment of the invention, since hybrid vehicles have multiple drive devices compared to electric vehicles, the motor can act as an auxiliary device to the engine, providing a certain amount of power to the engine or absorbing excess power generated by the engine. In the process of finding the optimal speed and torque combination for NVH, the search range can be appropriately expanded to search within a certain power range. Specifically, a second candidate speed can be searched within a third speed range and / or a first power range on the second initial characteristic curve, centered on each second initial speed. The vibration noise value corresponding to the second candidate speed is not greater than the vibration noise value corresponding to the second initial speed. The third speed range and / or the first power range is determined by the candidate driving conditions. The third speed range can be any speed range. The first power range can also be any power range; for example, the first power range can include a circular range with a radius of 5kW centered on the second candidate driving power corresponding to the second initial speed. That is, a second candidate speed can be searched within the range from the second candidate driving power minus 5kW on the left to the second candidate driving power plus 5kW on the right on the second initial characteristic curve. The second candidate speed can be the speed with the lowest vibration and noise under the second candidate driving power, or it can be multiple speeds with vibration and noise no greater than the second initial speed, so that the NVH performance corresponding to the second candidate speed is better than the NVH performance corresponding to the second initial speed.

[0059] In this embodiment of the invention, after obtaining X second candidate speeds, the candidate characteristic curve under the candidate driving condition can be generated based on the second candidate points corresponding to the X second candidate speeds on the second initial characteristic curve. For example, the candidate characteristic curve under the candidate driving condition can be generated by directly connecting the X second candidate points. Alternatively, when X is small, data processing can be performed to simulate and generate the candidate characteristic curve.

[0060] In this embodiment of the invention, the N candidate driving conditions include at least a vehicle constant speed condition, a vehicle acceleration condition, and a vehicle deceleration condition. The third speed range of the vehicle acceleration condition is not less than the third speed range of the vehicle constant speed condition, and the third speed range of the vehicle constant speed condition is not less than the third speed range of the vehicle deceleration condition. Since the power requirements corresponding to each condition are different, the first power range of the vehicle acceleration condition is not less than the first power range of the vehicle constant speed condition, and the first power speed range of the vehicle constant speed condition is not less than the first power speed range of the vehicle deceleration condition. The first power range of the vehicle acceleration condition can be a circular range with a radius of 10kW centered on the second candidate driving power; the first speed range of the vehicle constant speed condition can be a circular range with a radius of 5kW centered on the second candidate driving power; and the first speed range of the vehicle deceleration condition can be a circular range with a radius of 2kW centered on the second candidate driving power.

[0061] For example, in this embodiment of the invention, if the target vehicle is a hybrid vehicle and the candidate driving condition is a constant speed driving condition, the powertrain controller can control the motor to first determine the second initial speed with optimal fuel consumption under any second candidate driving power in the engine MAP, which serves as the initial characteristic curve, thus obtaining X second initial speeds. For each of the X second initial speeds, a second candidate speed is searched on the second initial characteristic curve within the range from the first initial speed minus 500 rpm to the first initial speed plus 500 rpm from the left, and / or within the range from the second candidate driving power minus 5 kW to the second candidate driving power plus 5 kW from the left. During the search for the second candidate speed, the speed in the combination of speed and torque with the lowest vibration and noise is selected as the second candidate speed based on the feedback signals from the vehicle vibration sensor and noise sensor, thereby generating the candidate characteristic curve corresponding to the constant speed driving condition. The third speed range is the range on the second initial characteristic curve from the first initial speed minus 500 rpm to the first initial speed plus 500 rpm from the left. The first power range is the range on the second initial characteristic curve, from left to right, from the second candidate driving power minus 5kW to the second candidate driving power plus 5kW.

[0062] If the target vehicle is a hybrid vehicle, and the candidate driving condition is the vehicle acceleration condition, the powertrain controller can first determine the second initial speed with optimal fuel consumption under any second candidate driving power in the engine MAP, which serves as the initial characteristic curve, thus obtaining X second initial speeds. For each of the X second initial speeds, a second candidate speed is searched on the second initial characteristic curve within the range from the first initial speed minus 1000 rpm to the first initial speed plus 1000 rpm on the left, and / or within the range from the second candidate driving power minus 10kW on the left to the second candidate driving power plus 10kW on the right. During the search for the second candidate speed, the speed in the combination of speed and torque with the lowest vibration and noise is selected as the second candidate speed based on the feedback signals from the vehicle vibration sensor and noise sensor, thereby generating the candidate characteristic curve corresponding to the vehicle acceleration condition. The third speed range is the range on the second initial characteristic curve from the first initial speed minus 500 rpm on the left to the first initial speed plus 500 rpm on the right. The first power range is the range on the second initial characteristic curve, from left to right, from the second candidate driving power minus 5kW to the second candidate driving power plus 5kW.

[0063] If the target vehicle is a hybrid vehicle, and the candidate driving condition is vehicle deceleration, the powertrain controller can first determine the second initial speed with optimal fuel consumption under any second candidate driving power in the engine MAP, which serves as the initial characteristic curve, thus obtaining X second initial speeds. For each of the X second initial speeds, a second candidate speed is searched within the range of the second initial characteristic curve, from left to right of the first initial speed minus 300 rpm and from right to right of the first initial speed plus 300 rpm, and / or from left to right of the second candidate driving power minus 2 kW and from right to right of the second candidate driving power plus 2 kW. During the search for the second candidate speed, the speed in the combination of speed and torque with the lowest vibration and noise is selected as the second candidate speed based on the feedback signals from the vehicle vibration sensor and noise sensor, thereby generating the candidate characteristic curve corresponding to the vehicle deceleration condition. The third speed range is the range on the second initial characteristic curve from left to right of the first initial speed minus 300 rpm and from right to right of the first initial speed plus 300 rpm. The first power range is the range on the second initial characteristic curve from left to right of the second candidate driving power minus 2 kW and from right to right of the second candidate driving power plus 2 kW.

[0064] In this embodiment of the invention, the first data combination includes a first target torque and a first target speed. When the target vehicle is a hybrid vehicle, step 140 controls the drive device of the target vehicle to operate according to the first data combination, including: controlling the engine to operate according to the first target torque and the first target speed; during the process of the engine operating according to the first target torque and the first target speed, obtaining the power difference between the actual power generated by the engine and the target driving power; if the power difference is positive, controlling the engine to deliver the power corresponding to the power difference to the motor to charge the motor; if the power difference is negative, controlling the motor to operate according to the power difference.

[0065] In this embodiment of the invention, if the target vehicle is a hybrid vehicle, and a first power range is considered in generating the candidate characteristic curves, the power corresponding to the first data combination may deviate from the engine's previous operating power (target driving power). After controlling the engine according to the first target torque and the first target speed, the power difference between the actual power generated by the engine and the target driving power can be obtained. If the power difference is positive, it indicates that although the NVH performance is good and the vehicle is driving smoothly, the engine's output power is excessive and can be supplied to the motor to charge it. When the power difference is negative, it indicates that the engine's actual power is insufficient, and the motor can operate to supplement the power difference, so that the NVH performance inside the target vehicle is better.

[0066] In this embodiment of the invention, if the target vehicle is a hybrid vehicle, referring to the process for generating candidate characteristic curves described above, not only can the second initial characteristic curve corresponding to the engine be generated, but also the third initial characteristic curve corresponding to the motor can be generated, resulting in a candidate characteristic curve for the motor. When the power difference is negative, after confirming the target characteristic curve corresponding to the motor based on the target driving conditions, the optimal combination of motor torque and motor speed with NVH performance can be determined from the target characteristic curve based on the power difference, thereby reducing the NVH impact generated during vehicle operation and providing a better experience.

[0067] In this embodiment of the invention, after controlling the drive device of the target vehicle to operate according to the first data combination in step 140, the method further includes: acquiring a second vibration value and / or a second noise value generated by the target vehicle during driving; if the second vibration value is greater than a third preset value, and / or the second noise value is greater than a fourth preset value, then finding a second target speed within a fourth speed range and / or a second power range on the target characteristic curve, with the first target speed as the center, wherein the vibration noise value corresponding to the second target speed is not greater than the second vibration noise value, the second vibration noise value is determined based on the second vibration value and / or the second noise value, the fourth speed range is not greater than the third speed range, and the second power range is not greater than the first power range; controlling the engine to operate according to the second target speed and the second target torque, wherein the second target torque is the torque corresponding to the second target speed on the target characteristic curve.

[0068] In this embodiment of the invention, a second vibration value can be obtained using a vibration sensor installed on the target vehicle, and a second noise value can also be obtained using a noise sensor installed on the target vehicle. Then, referring to the description above regarding the generation of candidate characteristic curves, the second target speed can be slightly modified. Centered on the second target speed, the second target speed is searched within a fourth speed range and / or a second power range on the target characteristic curve. The vibration and noise value corresponding to the second target speed is not greater than the first vibration and noise value, thereby reducing vehicle vibration and noise while ensuring smooth vehicle operation. The first vibration and noise value can be calculated by weighted summation of the first vibration value and / or the first noise value. Finally, the engine is controlled to operate at the second target speed and the second target torque, where the second target torque is the torque corresponding to the second target speed on the target characteristic curve. If a power difference is generated during engine operation at the second target speed and the second target torque, the motor can be controlled to participate in power transmission, as described above.

[0069] In this embodiment of the invention, the control objective of the powertrain system is shifted from economic indicators to NVH performance indicators centered on user scenarios. This enables the vehicle to proactively adapt to scenarios with stringent requirements for quietness, such as high-end business and family travel. Furthermore, during vehicle operation, this embodiment actively optimizes the system from the source of vibration and noise (the drive unit). Through pre-generated candidate characteristic curves, a global, pre-verified optimal NVH point can be selected for the engine and / or motor under any operating condition, maximizing the suppression of vibration and noise generation. This embodiment also balances comfort and system efficiency, achieving an intelligent equilibrium. Centered on the optimal energy consumption point, it can find the combination of speeds and torques with minimal vibration and noise impact within a certain range to achieve better NVH performance. Specifically, if the target vehicle is a pure electric vehicle, the optimal energy consumption point can be a first initial speed; if the target vehicle is a hybrid vehicle, the optimal energy consumption point can be a second initial speed.

[0070] In this embodiment of the invention, during driving, the vibration and / or noise values ​​generated by the vehicle can be continuously monitored so as to make timely adjustments and achieve self-learning.

[0071] Figure 2 A structural block diagram of a vehicle provided for the implementation of this application. For example... Figure 2 As shown, the vehicle 200 provided in this application embodiment includes a vehicle body 210 and a power system 220 disposed on the vehicle body 210, wherein the power system 220 can implement the above method.

[0072] In an exemplary embodiment, the vehicle's powertrain system may be implemented by one or more application-specific integrated circuits (ASICs), digital signal processors (DSPs), digital signal processing devices (DSPDs), programmable logic devices (PLDs), field-programmable gate arrays (FPGAs), controllers, microcontrollers, microprocessors, or other electronic components to perform the methods described above.

[0073] In an exemplary embodiment, a non-transitory computer-readable storage medium including instructions is also provided, such as a memory including instructions that can be executed by a processor of a device to perform the described method. For example, the non-transitory computer-readable storage medium may be a ROM, random access memory (RAM), CD-ROM, magnetic tape, floppy disk, and optical data storage device, etc. This non-transitory computer-readable storage medium, when the instructions in the storage medium are executed by a processor of an electronic device, enables the electronic device to perform... Figure 1 The method shown.

[0074] This application also provides a computer program product, including a computer program, which, when executed by a processor, performs... Figure 1 The method shown.

[0075] The above description does not provide detailed technical specifications regarding the structure of each layer. However, those skilled in the art should understand that layers and regions of desired shapes can be formed using various technical means. Furthermore, to form the same structure, those skilled in the art can also design methods that are not entirely identical to those described above. Additionally, although various embodiments have been described above, this does not mean that the measures in the various embodiments cannot be advantageously combined.

[0076] Although preferred embodiments of the invention have been described, those skilled in the art, upon learning the basic inventive concept, can make other changes and modifications to these embodiments. Therefore, the appended claims are intended to be interpreted as including both the preferred embodiments and all changes and modifications falling within the scope of the invention.

[0077] Obviously, those skilled in the art can make various modifications and variations to this invention without departing from its spirit and scope. Therefore, if these modifications and variations fall within the scope of the claims of this invention and their equivalents, this invention also intends to include these modifications and variations.

Claims

1. A vehicle control method, characterized in that, The method includes: When the target vehicle is in the first operating mode, the target driving condition and target driving power of the target vehicle are obtained, wherein the target driving power represents the current driving power requirement of the target vehicle. Based on the target driving condition, a target characteristic curve corresponding to the target driving condition is determined from N preset candidate characteristic curves. The target characteristic curve includes X preset candidate data combinations. Each candidate data combination is a combination of speed and torque determined based on vibration and noise under the corresponding driving power. The N candidate characteristic curves correspond one-to-one with the N candidate driving conditions. The target driving condition belongs to the N candidate driving conditions. Based on the target driving power, a first data combination corresponding to the target driving power is determined from the X candidate data combinations on the target characteristic curve; The drive unit of the target vehicle is controlled to operate according to the first data combination, and the drive unit provides driving power to the target vehicle.

2. The method according to claim 1, characterized in that, The target vehicle is a pure electric vehicle, and the drive device includes a motor, with the operating power of the motor being used as the target driving power. Each of the N candidate characteristic curves is generated in advance through the following steps: Obtain the first initial characteristic curve of the first test vehicle under the candidate driving conditions. The X-axis of the first initial characteristic curve represents the motor speed, and the Y-axis represents the motor torque. The first test vehicle is the same model as the target vehicle. X first initial speeds corresponding to X first candidate driving power are determined from the first initial characteristic curve. The motor energy consumption corresponding to each first initial speed is not greater than a first energy consumption threshold, and the first energy consumption threshold is determined based on the first candidate driving power. Taking each of the first initial speeds as the center, a first candidate speed is found within a first speed range on the first initial characteristic curve. The driving power corresponding to the first candidate speed is the same as the first candidate driving power, and the vibration noise value corresponding to the first candidate speed is not greater than the vibration noise value corresponding to the first initial speed. The first speed range is determined according to the candidate driving conditions. Based on the first candidate points corresponding to the first candidate speeds on the first initial characteristic curve, the candidate characteristic curve under the candidate driving condition is generated.

3. The method according to claim 2, characterized in that, The N candidate driving conditions include at least a constant speed driving condition, a vehicle acceleration driving condition, and a vehicle deceleration driving condition. The first speed range of the vehicle acceleration driving condition is not less than the first speed range of the vehicle constant speed driving condition, and the first speed range of the vehicle constant speed driving condition is not less than the first speed range of the vehicle deceleration driving condition.

4. The method according to claim 2, characterized in that, The first data combination includes a first target torque and a first target speed; The drive unit that controls the target vehicle to operate according to the first data combination includes: The motor is controlled to operate according to the first target torque and the first target speed.

5. The method according to claim 4, characterized in that, After the drive unit controlling the target vehicle operates according to the first data combination, the method further includes: Obtain the first vibration value and / or the first noise value generated by the target vehicle during driving; If the first vibration value is greater than the first preset value, and / or the first noise value is greater than the second preset value, then with the first target speed as the center, a second target speed is found within the second speed range on the target characteristic curve. The driving power corresponding to the second target speed is the same as the target driving power, and the vibration noise value corresponding to the second target speed is not greater than the first vibration noise value. The first vibration noise value is determined based on the first vibration value and / or the first noise value, and the second speed range is not greater than the first speed range. The motor is controlled to operate at the second target speed and the second target torque, where the second target torque is the torque corresponding to the second target speed on the target characteristic curve.

6. The method according to claim 1, characterized in that, The target vehicle is a hybrid vehicle, and the drive unit includes an electric motor and an engine, with the engine's operating power being used as the target driving power; Each of the N candidate characteristic curves is generated in advance through the following steps: Obtain the second initial characteristic curve of the second test vehicle under the candidate driving conditions. The X-axis of the second initial characteristic curve represents the engine speed, and the Y-axis represents the engine torque. The second test vehicle is the same model as the target vehicle. X second initial speeds corresponding to X second candidate driving power are determined from the second initial characteristic curve. The engine energy consumption corresponding to each second initial speed is not greater than the second energy consumption threshold, and the second energy consumption threshold is determined based on the second candidate driving power. Taking each second initial speed as the center, find the second candidate speed within the third speed range and / or the first power range on the second initial characteristic curve. The vibration noise value corresponding to the second candidate speed is not greater than the vibration noise value corresponding to the second initial speed. The third speed range and / or the first power range are determined by the candidate driving conditions. Based on the X second candidate points corresponding to the second candidate speeds on the initial characteristic curve, the candidate characteristic curve under the candidate driving condition is generated.

7. The method according to claim 6, characterized in that, The N candidate driving conditions include at least a vehicle constant speed condition, a vehicle acceleration condition, and a vehicle deceleration condition. The third speed range of the vehicle acceleration condition is not less than the third speed range of the vehicle constant speed condition, the third speed range of the vehicle constant speed condition is not less than the third speed range of the vehicle deceleration condition, the first power range of the vehicle acceleration condition is not less than the first power range of the vehicle constant speed condition, and the first power speed range of the vehicle constant speed condition is not less than the first power speed range of the vehicle deceleration condition.

8. The method according to claim 6, characterized in that, The first data combination includes a first target torque and a first target speed; The drive unit that controls the target vehicle to operate according to the first data combination includes: Control the engine to operate according to the first target torque and the first target speed; During the operation of the engine at the first target torque and the first target speed, the power difference between the actual power generated by the engine and the target driving power is obtained; If the power difference is positive, the engine is controlled to deliver the power corresponding to the power difference to the motor to charge the motor; If the power difference is negative, the motor is controlled to operate according to the power difference.

9. The method according to claim 8, characterized in that, After the drive unit controlling the target vehicle operates according to the first data combination, the method further includes: Obtain the second vibration value and / or second noise value generated by the target vehicle during driving; If the second vibration value is greater than the third preset value, and / or the second noise value is greater than the fourth preset value, then with the first target rotational speed as the center, a second target rotational speed is found in the fourth rotational speed range and / or the second power range on the target characteristic curve. The vibration noise value corresponding to the second target rotational speed is not greater than the second vibration noise value. The second vibration noise value is determined based on the second vibration value and / or the second noise value. The fourth rotational speed range is not greater than the third rotational speed range, and the second power range is not greater than the first power range. The engine is controlled to operate at the second target speed and the second target torque, where the second target torque is the torque corresponding to the second target speed on the target characteristic curve.

10. A vehicle, characterized in that, The vehicles include: Vehicle body; The power system disposed on the vehicle body is used to perform the method as described in any one of claims 1-9.

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