A vehicle control method and apparatus

Abstract

The application provides a vehicle control method and device. In the application, in a scenario where the rotating speed of an engine of a vehicle continuously rises, the actual rotating speed of the engine is obtained, the target rotating speed of the engine is obtained, and the actual rotating speed is less than the target rotating speed. N intermediate set rotating speeds between the actual rotating speed and the target rotating speed are obtained. N is a positive integer greater than or equal to 1. According to the actual rotating speed, the N intermediate set rotating speeds and the target rotating speed, a plurality of transition control processes for the rotating speed of the engine are determined. The engine is controlled in sequence through the plurality of transition control processes, so that the rotating speed of the engine is raised to the target rotating speed. Through the application, the rotating speed of the engine can be prevented from continuously fluctuating around the target rotating speed, the vibration of the vehicle can be prevented from being intensified, the comfort of riding can be prevented from being affected, the wear of parts of the engine can be prevented from being intensified, and the service life of the engine can be prevented from being reduced.

Description

Technical Field

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

[0002] Due to reasons such as traffic congestion, waiting at traffic lights, parking, or waiting for others, or because drivers need to turn on the air conditioning while taking a nap in the car during the summer, the vehicle's engine may sometimes be left idling.

[0003] Idle speed refers to the lowest speed at which a vehicle's engine maintains stable operation when there is no load (such as when the vehicle is stationary, in neutral, or when the clutch is depressed). (For example, 600 to 900 rpm).

[0004] However, sometimes, due to unstable fuel pressure, abnormal fuel injector operation, or poor fuel quality, the vehicle's engine may change from idle speed to high idle speed.

[0005] High idle speed refers to the engine speed being significantly higher than the normal idle speed range when the engine is under no load, for example, the engine speed is around 1500 rpm. Summary of the Invention

[0006] This application proposes a vehicle control method and device.

[0007] In a first aspect, this application discloses a vehicle control method, the method further comprising:

[0008] In a scenario where the engine speed of a vehicle is continuously increasing, the actual engine speed is obtained, and the target engine speed is obtained, wherein the actual engine speed is less than the target engine speed.

[0009] Obtain N intermediate set speeds located between the actual speed and the target speed; N is a positive integer greater than or equal to 1;

[0010] Based on the actual rotational speed, the N intermediate set rotational speeds, and the target rotational speed, multiple transitional control processes for the engine rotational speed are determined;

[0011] The engine is controlled sequentially through the multiple transition control processes to increase the engine speed to the target speed.

[0012] In one optional implementation, the N intermediate set speeds each correspond to N scheduling cycles;

[0013] The step of obtaining N intermediate set speeds located between the actual speed and the target speed includes:

[0014] For the nth scheduling period among the N scheduling periods, obtain the duration of the nth scheduling period;

[0015] Obtain the theoretical maximum speed corresponding to the nth scheduling cycle;

[0016] Obtain the distance control parameter corresponding to the nth scheduling cycle. The distance control parameter is used to control the distance between the intermediate set speed and the theoretical maximum speed corresponding to the nth scheduling cycle of the engine; n is greater than or equal to 1 and less than or equal to N.

[0017] Based on the duration, the theoretical maximum speed, and the distance control parameters, the intermediate set speed corresponding to the nth scheduling cycle of the engine is obtained.

[0018] In an optional implementation, obtaining the intermediate set speed corresponding to the nth scheduling cycle of the engine based on the duration, the theoretical maximum speed, and the distance control parameters includes:

[0019] The duration, the theoretical maximum speed, and the distance control parameters are filtered using a first-order low-pass filter PT1 to obtain the intermediate set speed corresponding to the nth scheduling cycle of the engine.

[0020] In one optional implementation, obtaining the distance control parameters corresponding to the nth scheduling period includes:

[0021] Obtain the first difference between the actual speed of the engine corresponding to the nth scheduling cycle and the intermediate set speed of the engine corresponding to the (n-1)th scheduling cycle.

[0022] The distance control parameters corresponding to the nth scheduling cycle are determined based on the first difference.

[0023] Specifically, the distance control parameter corresponding to the nth scheduling period is larger when the first difference value is larger, or the distance control parameter corresponding to the nth scheduling period is smaller when the first difference value is smaller.

[0024] In one optional implementation, obtaining the distance control parameters corresponding to the nth scheduling period includes:

[0025] Obtain the rate of change of the actual speed corresponding to the historical scheduling cycle of the engine; the historical scheduling cycle is the scheduling cycle that is located before the nth scheduling cycle among the N scheduling cycles.

[0026] Obtain the rate of change of the intermediate set speed corresponding to the historical scheduling cycle of the engine;

[0027] Obtain a second difference between the rate of change of the actual rotational speed and the rate of change of the set rotational speed;

[0028] The distance control parameters corresponding to the nth scheduling cycle are determined based on the second difference.

[0029] Specifically, the distance control parameter corresponding to the nth scheduling period is larger when the second difference value is larger, or the distance control parameter corresponding to the nth scheduling period is smaller when the second difference value is smaller.

[0030] In one optional implementation, obtaining the theoretical maximum speed corresponding to the nth scheduling cycle includes:

[0031] Obtain the desired angular acceleration corresponding to the nth scheduling cycle of the engine, and obtain the actual angular acceleration corresponding to the nth scheduling cycle of the engine;

[0032] The rotational speed deviation value is obtained based on the desired angular acceleration and the actual angular acceleration.

[0033] Obtain a third difference between the rated speed and the speed deviation value; the rated speed is less than the target speed.

[0034] The theoretical maximum speed corresponding to the nth scheduling cycle is determined based on the third difference.

[0035] In one optional implementation, the process of determining multiple transitional control steps for the engine speed based on the actual engine speed, the N intermediate set speeds, and the target engine speed includes:

[0036] For any two adjacent speeds from smallest to largest among the actual speed, the N intermediate set speeds, and the target speed, obtain the transition control process for the engine speed corresponding to the two adjacent speeds;

[0037] The transition control process for the engine speed corresponding to any two adjacent speeds is used to: increase the engine speed from a first speed among the two adjacent speeds to a second speed among the two adjacent speeds, wherein the first speed is less than the second speed.

[0038] In an optional implementation, the step of sequentially controlling the engine through the plurality of transition control processes to increase the engine speed to the target speed includes:

[0039] For any two adjacent speeds corresponding to the transition control process of the engine speed, obtain the fourth difference between the second speed and the first speed;

[0040] The required torque for increasing the engine speed from the first speed to the second speed is obtained based on the fourth difference.

[0041] The engine outputs the required torque.

[0042] In an optional implementation, obtaining the required torque for increasing the engine speed from the first speed to the second speed based on the fourth difference includes:

[0043] At least the fourth difference is subjected to proportional-integral-derivative PID calculation to obtain the required torque for increasing the engine speed from the first speed to the second speed.

[0044] Secondly, this application discloses a vehicle control device, the device comprising:

[0045] The first acquisition module is used to acquire the actual speed of the engine and the target speed of the engine in a scenario where the engine speed of the vehicle is continuously increasing, wherein the actual speed is less than the target speed.

[0046] The second acquisition module is used to acquire N intermediate set speeds located between the actual speed and the target speed; N is a positive integer greater than or equal to 1;

[0047] The determining module is used to determine multiple transition control processes for the engine speed based on the actual speed, the N intermediate set speeds, and the target speed;

[0048] The control module is used to control the engine sequentially through the multiple transition control processes to increase the engine speed to the target speed.

[0049] In one optional implementation, the N intermediate set speeds each correspond to N scheduling cycles;

[0050] The second acquisition module includes:

[0051] The first acquisition unit is used to acquire the duration of the nth scheduling period among the N scheduling periods;

[0052] The second acquisition unit is used to acquire the theoretical maximum speed corresponding to the nth scheduling cycle;

[0053] The third acquisition unit is used to acquire the distance control parameters corresponding to the nth scheduling cycle. The distance control parameters are used to control the distance between the intermediate set speed and the theoretical maximum speed corresponding to the nth scheduling cycle of the engine; n is greater than or equal to 1 and less than or equal to N.

[0054] The fourth acquisition unit is used to acquire the intermediate set speed corresponding to the nth scheduling cycle of the engine based on the duration, the theoretical maximum speed and the distance control parameters.

[0055] In one optional implementation, the fourth acquisition unit includes:

[0056] The filtering subunit is used to filter the duration, the theoretical maximum speed and the distance control parameters using a first-order low-pass filter PT1 to obtain the intermediate set speed corresponding to the nth scheduling cycle of the engine.

[0057] In one optional implementation, the third acquisition unit includes:

[0058] The first acquisition subunit is used to acquire the first difference between the actual speed corresponding to the nth scheduling cycle of the engine and the intermediate set speed corresponding to the (n-1)th scheduling cycle of the engine.

[0059] The first determining subunit is used to determine the distance control parameters corresponding to the nth scheduling cycle based on the first difference;

[0060] Specifically, the distance control parameter corresponding to the nth scheduling period is larger when the first difference value is larger, or the distance control parameter corresponding to the nth scheduling period is smaller when the first difference value is smaller.

[0061] In one optional implementation, the third acquisition unit includes:

[0062] The second acquisition subunit is used to acquire the rate of change of the actual speed corresponding to the historical scheduling cycle of the engine; the historical scheduling cycle is the scheduling cycle that is located before the nth scheduling cycle among the N scheduling cycles;

[0063] The third acquisition subunit is used to acquire the rate of change of the intermediate set speed corresponding to the historical scheduling cycle of the engine.

[0064] The fourth acquisition subunit is used to acquire a second difference between the rate of change of the actual rotational speed and the rate of change of the set rotational speed;

[0065] The second determining subunit is used to determine the distance control parameters corresponding to the nth scheduling cycle based on the second difference;

[0066] Specifically, the distance control parameter corresponding to the nth scheduling period is larger when the second difference value is larger, or the distance control parameter corresponding to the nth scheduling period is smaller when the second difference value is smaller.

[0067] In one optional implementation, the second acquisition unit includes:

[0068] The fifth acquisition subunit is used to acquire the desired angular acceleration corresponding to the nth scheduling cycle of the engine and to acquire the actual angular acceleration corresponding to the nth scheduling cycle of the engine.

[0069] The sixth acquisition subunit is used to acquire the rotational speed deviation value based on the desired angular acceleration and the actual angular acceleration;

[0070] The seventh acquisition subunit is used to acquire a third difference between the rated speed and the speed deviation value; the rated speed is less than the target speed;

[0071] The third determining subunit is used to determine the theoretical maximum speed corresponding to the nth scheduling cycle based on the third difference.

[0072] In one optional implementation, the determining module includes:

[0073] The fifth acquisition unit is used to acquire, for any two adjacent speeds from smallest to largest among the actual speed, the N intermediate set speeds and the target speed, the transition control process of the engine speed corresponding to the two adjacent speeds;

[0074] The transition control process for the engine speed corresponding to any two adjacent speeds is used to: increase the engine speed from a first speed among the two adjacent speeds to a second speed among the two adjacent speeds, wherein the first speed is less than the second speed.

[0075] In one optional implementation, the control module includes:

[0076] The sixth acquisition unit is used to acquire a fourth difference between the second speed and the first speed for the transition control process of the engine speed corresponding to any two adjacent speeds;

[0077] The seventh acquisition unit is used to acquire the required torque for increasing the engine speed from the first speed to the second speed based on the fourth difference;

[0078] An output unit is used to output the required torque to the engine.

[0079] In one optional implementation, the seventh acquisition unit includes:

[0080] The calculation subunit is used to perform proportional-integral-derivative PID calculations on at least the fourth difference to obtain the required torque for increasing the engine speed from the first speed to the second speed.

[0081] Thirdly, this application discloses an electronic device comprising: a processor; and a memory for storing processor-executable instructions; wherein the processor is configured to perform the method as described in the first aspect.

[0082] Fourthly, this application discloses a non-transitory computer-readable storage medium that, when instructions in the storage medium are executed by a processor of an electronic device, enables the electronic device to perform the method described in the first aspect.

[0083] Fifthly, this application discloses a computer program product in which, when the instructions in the computer program product are executed by a processor of an electronic device, the electronic device is enabled to perform the method described in the first aspect.

[0084] The technical solution provided in this application has at least the following technical effects or advantages:

[0085] In this application, in a scenario where the engine speed of a vehicle is continuously increasing, the actual engine speed is obtained, the target engine speed is obtained, and the actual engine speed is less than the target engine speed; N intermediate set speeds between the actual engine speed and the target engine speed are obtained; N is a positive integer greater than or equal to 1; based on the actual engine speed, the N intermediate set speeds and the target engine speed, multiple transition control processes for the engine speed are determined; the engine is controlled sequentially through multiple transition control processes to increase the engine speed to the target engine speed.

[0086] The engine is controlled sequentially through multiple transition control processes to gradually and slowly increase its speed to the target speed. Each transition control process increases the engine speed from one speed to another, where the difference between the two speeds is small, for example, less than the difference between the target speed and the actual speed. Thus, a small amount of torque can be output to the engine during each transition control process, allowing for a small increase in engine speed. This small amount of torque enables precise control of the engine speed as much as possible.

[0087] This ensures that any transition control process can raise the engine speed to the intermediate set speed (desired speed) corresponding to that transition control process as much as possible. By controlling the engine through multiple transition control processes in sequence, the engine speed can be raised to the target speed as accurately as possible, avoiding the engine speed from exceeding the target speed. This avoids the problem of the engine speed failing to be raised to the target speed due to the greater inertia generated by high torque. For example, it avoids the problem of the engine speed exceeding the target speed due to the greater inertia generated by high torque. This also avoids the engine speed from fluctuating continuously around the target speed, thereby avoiding increased vehicle vibration, avoiding affecting ride comfort, avoiding accelerated wear of engine parts, and avoiding reducing engine life.

[0088] Additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description

[0089] Various other advantages and benefits will become apparent to those skilled in the art upon reading the following detailed description of preferred embodiments. The accompanying drawings are for illustrative purposes only and are not intended to limit the scope of this application. Furthermore, the same reference numerals denote the same parts throughout the drawings. In the drawings:

[0090] Figure 1 A flowchart of a vehicle control method according to this application is shown;

[0091] Figure 2 A flowchart of a method for obtaining an intermediate set rotational speed according to this application is shown;

[0092] Figure 3 A schematic diagram of the structure of a vehicle control device according to this application is shown;

[0093] Figure 4 A schematic diagram of the structure of an electronic device according to this application is shown;

[0094] Figure 5 A schematic diagram of a storage medium according to this application is shown. Detailed Implementation

[0095] Exemplary embodiments of this application will now be described in more detail with reference to the accompanying drawings. While exemplary embodiments of this application are shown in the drawings, it should be understood that this application may be implemented in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided to enable a more thorough understanding of this application and to fully convey the scope of this application to those skilled in the art.

[0096] It should be noted that, unless otherwise stated, the technical or scientific terms used in this application shall have the ordinary meaning as understood by one of ordinary skill in the art to which this application pertains.

[0097] Statistical analysis of actual conditions revealed that the engine speed sometimes surges when it is in a high idling state.

[0098] The phenomenon of engine speed surge refers to the situation where the engine speed suddenly or intermittently increases further when it is already at a high idle speed.

[0099] If the engine speed of a vehicle spikes, it often leads to fluctuations in engine speed.

[0100] Fluctuations in engine speed can lead to increased vehicle vibration, which in turn affects ride comfort and can also cause accelerated wear on engine parts, reducing engine life.

[0101] For example, in the current solution: if the engine speed suddenly or intermittently increases due to external force, the engine speed is rapidly increased to the required speed (target speed) through a single control. For example, the target torque is obtained to directly increase the engine speed from the actual speed (current speed) to the target speed, and the target torque is output to the engine so that the engine speed is directly increased from the actual speed to the target speed.

[0102] However, sometimes the difference between the actual engine speed and the target speed is large, for example, 300 rpm or 350 rpm. In this case, the target torque obtained to directly increase the engine speed from the actual speed to the target speed is often large. Because the engine is a mechanical device with inertia and other mechanical characteristics, after outputting the target torque to the engine, the engine speed will not be precisely increased to the target speed, but will often exceed the target speed.

[0103] If the engine speed exceeds the target speed, it is necessary to continue to output appropriate torque to the engine to reduce the engine speed to the target speed. However, due to the mechanical characteristics of the engine, such as inertia, after outputting appropriate torque to the engine, the engine speed will not be reduced precisely to the target speed, but will often be lower than the target speed.

[0104] If the engine speed is lower than the target speed, it is necessary to continue to output appropriate torque to the engine to increase the engine speed to the target speed. This process is repeated, causing the engine speed to fluctuate around the target speed.

[0105] Therefore, in order to avoid increased vehicle vibration, to avoid affecting ride comfort, to avoid accelerated wear of engine parts, and to avoid reducing engine life, engine speed fluctuations should be avoided as much as possible.

[0106] To minimize engine speed fluctuations, it is possible to prevent engine speed from surging.

[0107] To avoid engine speed spikes, the approach described in this application is as follows:

[0108] For example, if the engine speed continues to increase when the engine is at high idle speed, multiple transition control processes can be added to control the engine speed in sequence to gradually increase the engine speed to the target speed.

[0109] For example, N intermediate set speeds are determined between the actual speed of the engine and the target speed, where N is a positive integer greater than or equal to 1, so that multiple transient control processes include N+1 transient control processes.

[0110] The first transition control process is used to: acquire torque 1 to increase the engine speed from the actual speed (current speed) to the first intermediate set speed, and output torque 1 to the engine so that the engine speed increases from the actual speed to the first intermediate set speed.

[0111] The second transition control process is used to: acquire torque 2 for increasing the engine speed from the first intermediate set speed to the second intermediate set speed, and output torque 2 to the engine so that the engine speed increases from the first intermediate set speed to the second intermediate set speed.

[0112] ...and so on...

[0113] The (N+1)th transition control process is used to: acquire the torque N+1 used to increase the engine speed from the Nth intermediate set speed to the target speed, and output the torque N+1 to the engine so that the engine speed increases from the Nth intermediate set speed to the target speed.

[0114] The engine is controlled sequentially through multiple transition control processes to gradually and slowly increase its speed to the target speed. Each transition control process increases the engine speed from one speed to another, with a small difference between the two speeds, for example, less than the difference between the target speed and the actual speed. Thus, a small torque can be output to the engine in each transition control process. For example, the torque output to the engine in each transition control process is less than the target torque output to the engine in the aforementioned "single control" process. In this way, the engine speed can be increased by a small amount with a small torque in each transition control process, and the engine speed can be controlled as precisely as possible with a small torque.

[0115] This ensures that any transition control process can raise the engine speed to the intermediate set speed (desired speed) corresponding to that transition control process as much as possible. By controlling the engine through multiple transition control processes in sequence, the engine speed can be raised to the target speed as accurately as possible, avoiding the engine speed from exceeding the target speed. This avoids the problem of the engine speed failing to be raised to the target speed due to the greater inertia generated by high torque. For example, it avoids the problem of the engine speed exceeding the target speed due to the greater inertia generated by high torque. This also avoids the engine speed from fluctuating continuously around the target speed, thereby avoiding increased vehicle vibration, avoiding affecting ride comfort, avoiding accelerated wear of engine parts, and avoiding reducing engine life.

[0116] The following description, in conjunction with the accompanying drawings, illustrates a vehicle control method and apparatus proposed in this application.

[0117] like Figure 1 As shown, this application provides a vehicle control method, which is applied to: electronic devices for controlling a vehicle, such as an on-board controller, etc., and the method includes:

[0118] In step S101, in a scenario where the engine speed of the vehicle continues to rise, the actual engine speed is obtained, and the target engine speed is obtained, where the actual speed is less than the target speed.

[0119] Scenarios in which the engine speed of a vehicle continuously increases include: the engine speed continuously increasing when the vehicle is idling, the engine speed continuously increasing when the vehicle is at high idle speed, and the engine speed continuously increasing when the vehicle is driving normally, etc.

[0120] The actual engine speed is the current engine speed, which can be obtained in real time through sensors.

[0121] The target speed of an engine includes the engine's maximum speed or the speed at a specific step.

[0122] The speed with a specific step size includes speeds that are greater than the actual engine speed and are separated from the actual engine speed by a preset step size. The preset step size can be set in advance in the electronic device. For example, preset step sizes include 280 rpm, 300 rpm, or 320 rpm, etc.

[0123] The engine's maximum speed includes: the engine's maximum speed when the vehicle is unloaded, which is the speed corresponding to the engine's maximum power. The engine's maximum speed is determined before the engine leaves the factory and can be stored in electronic devices for later retrieval.

[0124] The maximum engine speed can include 2149 rpm, 2150 rpm, or 2151 rpm, etc.

[0125] In step S102, N intermediate set speeds located between the actual speed and the target speed are obtained. N is a positive integer greater than or equal to 1.

[0126] In one embodiment, N intermediate set speeds can be determined by dividing the actual speed and the target speed equally.

[0127] That is, after sorting the actual speed, N intermediate set speeds and the target speed from smallest to largest, the difference between any two adjacent speeds (the difference between the larger speed and the smaller speed in two adjacent speeds) is the same.

[0128] In another embodiment, N intermediate set speeds can be determined in a manner that gradually decreases in interval between the actual speed and the target speed, in the direction from the actual speed to the target speed.

[0129] In other words, after sorting the actual speed, N intermediate set speeds, and target speed from smallest to largest, the difference between two adjacent speeds at the end (the difference between the larger and smaller speeds among two adjacent speeds) is smaller than the difference between two adjacent speeds at the beginning (the difference between the larger and smaller speeds among two adjacent speeds).

[0130] Alternatively, this step can also be accomplished through subsequent steps. Figure 2 The method shown in the embodiment obtains N intermediate set speeds between the actual speed and the target speed, which will not be described in detail here.

[0131] In step S103, multiple transition control processes for the engine speed are determined based on the actual speed, N intermediate set speeds, and the target speed.

[0132] In this application, for any two adjacent speeds from the actual speed, N intermediate set speeds, and target speed in ascending order, the transition control process of the engine speed corresponding to these two adjacent speeds is obtained.

[0133] The transition control process for the engine speed corresponding to any two adjacent speeds is used to: increase the engine speed from the first speed among the two adjacent speeds to the second speed among the two adjacent speeds, where the first speed is less than the second speed.

[0134] The same applies to the actual rotational speed, the N intermediate set rotational speeds, and the other two adjacent rotational speeds in ascending order of the target rotational speed.

[0135] There can be N+1 transition control processes, and these transition control processes have a sequential order.

[0136] For example, the first transition control process is used to increase the engine speed from the actual speed to the first intermediate set speed. The second transition control process is used to increase the engine speed from the first intermediate set speed to the second intermediate set speed. ...and so on... The (N+1)th transition control process is used to increase the engine speed from the Nth intermediate set speed to the target speed.

[0137] Among them, the actual speed is less than the first intermediate set speed, the first intermediate set speed is less than the second intermediate set speed, ..., the (N-1)th intermediate set speed is less than the Nth intermediate set speed, and the Nth intermediate set speed is less than the target speed.

[0138] In step S104, the engine is controlled sequentially through multiple transition control processes to increase the engine speed to the target speed.

[0139] In this application, multiple transition control processes can be executed sequentially according to their order, so as to increase the engine speed to the target speed through multiple transition control processes.

[0140] For the transitional control process of engine speed corresponding to any two adjacent speeds from the actual speed, N intermediate set speeds, and target speeds in ascending order, a fourth difference value can be obtained between the second speed and the first speed in any two adjacent speeds. The first speed is less than the second speed. Based on the fourth difference value, the required torque for increasing the engine speed from the first speed to the second speed can be obtained. For example, at least the fourth difference value can be calculated using PID (Proportional-Integral-Derivative) to obtain the required torque for increasing the engine speed from the first speed to the second speed. Then, the required torque can be output to the engine to increase the engine speed from the first speed in any two adjacent speeds to the second speed in any two adjacent speeds. That is, the engine can be controlled through the transitional control process of engine speed corresponding to any two adjacent speeds.

[0141] In this application, in a scenario where the engine speed of a vehicle is continuously increasing, the actual engine speed is obtained, the target engine speed is obtained, and the actual engine speed is less than the target engine speed; N intermediate set speeds between the actual engine speed and the target engine speed are obtained; N is a positive integer greater than or equal to 1; based on the actual engine speed, the N intermediate set speeds and the target engine speed, multiple transition control processes for the engine speed are determined; the engine is controlled sequentially through multiple transition control processes to increase the engine speed to the target engine speed.

[0142] The engine is controlled sequentially through multiple transition control processes to gradually and slowly increase its speed to the target speed. Each transition control process increases the engine speed from one speed to another, where the difference between the two speeds is small, for example, less than the difference between the target speed and the actual speed. Thus, a small amount of torque can be output to the engine during each transition control process, allowing for a small increase in engine speed. This small amount of torque enables precise control of the engine speed as much as possible.

[0143] This ensures that any transition control process can raise the engine speed to the intermediate set speed (desired speed) corresponding to that transition control process as much as possible. By controlling the engine through multiple transition control processes in sequence, the engine speed can be raised to the target speed as accurately as possible, avoiding the engine speed from exceeding the target speed. This avoids the problem of the engine speed failing to be raised to the target speed due to the greater inertia generated by high torque. For example, it avoids the problem of the engine speed exceeding the target speed due to the greater inertia generated by high torque. This also avoids the engine speed from fluctuating continuously around the target speed, thereby avoiding increased vehicle vibration, avoiding affecting ride comfort, avoiding accelerated wear of engine parts, and avoiding reducing engine life.

[0144] In another embodiment of this application, the N intermediate set rotation speeds correspond to the N scheduling cycles.

[0145] For example, the first scheduling cycle is used to execute the first transition control process to increase the engine speed from the actual speed to the first intermediate set speed. The second scheduling cycle is used to execute the second transition control process to increase the engine speed from the first intermediate set speed to the second intermediate set speed, and so on... The Nth scheduling cycle is used to execute the Nth transition control process to increase the engine speed from the (N-1)th intermediate set speed to the Nth intermediate set speed. This application also includes an N+1th scheduling cycle, which is used to execute the N+1th transition control process to increase the engine speed from the Nth intermediate set speed to the target speed.

[0146] Thus, see Figure 2 Step S102 includes:

[0147] In step S201, for the nth scheduling cycle out of N scheduling cycles, the duration of the nth scheduling cycle is obtained. The theoretical maximum speed corresponding to the nth scheduling cycle is obtained. The distance control parameter corresponding to the nth scheduling cycle is obtained. The distance control parameter is used to control the distance between the intermediate set speed and the theoretical maximum speed corresponding to the nth scheduling cycle of the engine. n is greater than or equal to 1 and less than or equal to N.

[0148] The nth scheduling cycle is one of the N scheduling cycles.

[0149] In one embodiment of this application, the duration of each scheduling cycle in the N scheduling cycles can be the same, and can be a preset duration, such as 10ms, 11ms, 12ms or 15ms, etc. The specific duration can be determined according to the actual situation, and this application does not limit it. The preset duration can be stored in the electronic device for later retrieval and use.

[0150] In another embodiment of this application, the distance control parameters corresponding to each scheduling cycle can be the same, and can be pre-set distance control parameters, such as 2 seconds, 2.1 seconds or 2.2 seconds, etc. The specific parameters can be determined according to the actual situation, and this application does not limit them. The pre-set distance control parameters can be stored in the electronic device for later retrieval and use.

[0151] In another embodiment of this application, the theoretical maximum speed corresponding to each scheduling cycle can be the same, and can be a pre-set theoretical maximum speed, such as 1950 rpm, 1951 rpm or 1952 rpm, etc. The specific value can be determined according to the actual situation, and this application does not limit it. The pre-set theoretical maximum speed can be stored in an electronic device for later retrieval and use.

[0152] The theoretical maximum speed corresponding to the nth scheduling cycle can be understood as follows: after the engine is controlled in the nth scheduling cycle, the highest speed that the engine can reach is no higher than the theoretical maximum speed corresponding to the nth scheduling cycle.

[0153] In step S202, the intermediate set speed corresponding to the nth scheduling cycle is obtained based on the duration of the nth scheduling cycle, the theoretical maximum speed corresponding to the nth scheduling cycle, and the distance control parameters corresponding to the nth scheduling cycle.

[0154] In one embodiment of this application, a first-order low-pass filter PT1 can be used to filter the duration of the nth scheduling cycle, the theoretical maximum speed corresponding to the nth scheduling cycle, and the distance control parameters corresponding to the nth scheduling cycle to obtain the intermediate set speed corresponding to the nth scheduling cycle of the engine.

[0155] Among them, the distance control parameter can be the filtering time corresponding to PT1 filtering, etc.

[0156] In one embodiment of this application, obtaining the theoretical maximum speed corresponding to the nth scheduling cycle can be achieved through the following process, including:

[0157] 11) Obtain the desired angular acceleration corresponding to the nth scheduling cycle of the engine, and obtain the actual angular acceleration corresponding to the nth scheduling cycle of the engine.

[0158] The desired angular acceleration corresponding to the nth scheduling cycle of the engine can be obtained as follows:

[0159] The engine's pedal torque demand in the nth scheduling cycle - friction accessory torque - load torque = engine's moment of inertia * the engine's desired angular acceleration in the nth scheduling cycle.

[0160] In this way, the engine's pedal demand torque, friction accessory torque, load torque, and engine rotational inertia can be obtained for the engine's nth scheduling cycle.

[0161] The friction accessory torque, load torque, and engine rotational inertia can be stored in the electronic device beforehand for later retrieval. In this way, the electronic device can directly obtain the friction accessory torque, load torque, and engine rotational inertia from the electronic device.

[0162] The pedal torque demand of the engine in the nth scheduling cycle can also be obtained directly in real time.

[0163] Thus, the desired angular acceleration corresponding to the nth scheduling cycle of the engine can be calculated according to the above formula.

[0164] The desired angular acceleration corresponding to the nth scheduling cycle of the engine is: the angular acceleration that the engine can achieve after outputting the pedal demand torque of the nth scheduling cycle of the engine.

[0165] The actual angular acceleration corresponding to the nth scheduling cycle of the engine can be obtained as follows:

[0166] Calculate the difference between the actual angular velocity corresponding to the nth scheduling cycle of the engine and the actual angular velocity corresponding to the engine's historical scheduling cycle (earlier than the nth scheduling cycle). Count the number of scheduling cycles between the nth scheduling cycle and the historical scheduling cycle (earlier than the nth scheduling cycle). Calculate the sum of this number and the value 1. Calculate the ratio between this difference and this sum to obtain the actual angular acceleration corresponding to the nth scheduling cycle of the engine.

[0167] Historical scheduling cycles include: the (n-1)th scheduling cycle, etc.

[0168] 12) Obtain the rotational speed deviation value based on the desired angular acceleration and the actual angular acceleration.

[0169] For example, the difference between the desired angular acceleration and the actual angular acceleration can be calculated to obtain the angular acceleration deviation value. The first product between the angular acceleration deviation value and the value 60 can be calculated. The second product between the first product and the duration of the nth scheduling cycle can be calculated. The ratio between the second product and the value "2π" can be calculated to obtain the speed deviation value.

[0170] 13) Obtain the third difference between the rated speed and the speed deviation value. The rated speed is less than the target speed.

[0171] The rated speed may include 1950 rpm, 1951 rpm or 1952 rpm, etc., and this application does not limit it.

[0172] 14) Determine the theoretical maximum speed corresponding to the nth scheduling cycle based on the third difference.

[0173] For example, the third difference is determined as the theoretical maximum speed corresponding to the nth scheduling cycle.

[0174] In this embodiment, a speed lower than the rated speed is taken as the theoretical maximum speed corresponding to the nth scheduling cycle. This ensures that after the engine is controlled in the nth scheduling cycle, the engine speed will not only not exceed the rated speed, but also not exceed another speed lower than the rated speed, thus avoiding excessively rapid or sudden increases in speed.

[0175] In another embodiment of this application, if the nth scheduling period is the first scheduling period among N scheduling periods, the distance control parameter corresponding to the nth scheduling period can be a preset distance control parameter, such as 2 seconds, 2.1 seconds or 2.2 seconds, etc., which can be determined according to the actual situation, and this application does not limit it.

[0176] Alternatively, in another embodiment of this application, if the nth scheduling cycle is the second scheduling cycle in N scheduling cycles or a scheduling cycle after the second scheduling cycle, then when obtaining the distance control parameters corresponding to the nth scheduling cycle, the first difference between the actual speed of the engine corresponding to the nth scheduling cycle and the intermediate set speed of the engine corresponding to the (n-1)th scheduling cycle can be obtained.

[0177] The actual speed of the engine corresponding to the nth scheduling cycle can be understood as: the actual speed of the engine when the nth scheduling cycle is reached (for example, when the start time of the nth call cycle is reached).

[0178] The intermediate set speed corresponding to the (n-1)th scheduling cycle of the engine can be understood as: the expected speed of the engine in the (n-1)th scheduling cycle. For example, the expected speed of the engine at the end of the (n-1)th scheduling cycle, or the speed that the engine is expected to reach after the engine is controlled by the (n-1)th transition control process corresponding to the (n-1)th scheduling cycle in the (n-1)th scheduling cycle.

[0179] The end time of the (n-1)th retrieval cycle can be the same as the start time of the nth retrieval cycle, or the end time of the (n-1)th retrieval cycle can be before the start time of the nth retrieval cycle, but close to the start time of the nth retrieval cycle (e.g., differing by 0.01ms or 0.02ms).

[0180] Then, the distance control parameters corresponding to the nth scheduling cycle can be determined based on the first difference.

[0181] For example, a first correspondence can be pre-defined between a difference (which can be understood as the difference between the intermediate set speed corresponding to the engine's previous scheduling cycle and the actual speed corresponding to the engine's adjacent next scheduling cycle) and a distance control parameter (which can be understood as the distance control parameter corresponding to the adjacent next scheduling cycle). This first correspondence includes the distance control parameter corresponding to each difference; a larger difference corresponds to a larger distance control parameter, or a smaller difference corresponds to a smaller distance control parameter.

[0182] Thus, when determining the distance control parameter corresponding to the nth scheduling cycle based on the first difference, the distance control parameter corresponding to the first difference can be found in the first correspondence and used as the distance control parameter corresponding to the nth scheduling cycle. Alternatively, in the first correspondence, the difference with the smallest difference between the first difference and the first difference can be found, and then the distance control parameter corresponding to the found difference can be found and used as the distance control parameter corresponding to the nth scheduling cycle.

[0183] This allows for the determination of a larger distance control parameter for the nth scheduling cycle based on a larger first difference value, or a smaller distance control parameter for the nth scheduling cycle based on a smaller first difference value.

[0184] Specifically, if the first difference between the actual speed of the engine in the nth scheduling cycle and the intermediate set speed in the (n-1)th scheduling cycle is larger, it often indicates that the engine speed was increased too quickly in previous scheduling cycles (e.g., at least in the (n-1)th scheduling cycle). Correspondingly, it indicates that the torque output to the engine was too large in previous scheduling cycles (e.g., at least in the (n-1)th scheduling cycle). This suggests that the engine speed was not controlled more precisely in previous scheduling cycles (e.g., at least in the (n-1)th scheduling cycle, the control was too aggressive). Under this trend, it is easy to cause the engine speed to be unable to be accurately increased to the target speed in the last scheduling cycle, for example, it is easy to cause the engine speed to exceed the target speed.

[0185] Therefore, in this application, if the first difference between the actual speed corresponding to the nth scheduling cycle and the intermediate set speed corresponding to the (n-1)th scheduling cycle is larger, then the distance control parameter corresponding to the nth scheduling cycle needs to be larger. If the distance control parameter corresponding to the nth scheduling cycle is larger, then the intermediate set speed corresponding to the nth scheduling cycle obtained subsequently based on the duration of the nth scheduling cycle, the theoretical maximum speed corresponding to the nth scheduling cycle, and the distance control parameter corresponding to the nth scheduling cycle will be smaller. In this way, the torque output to the engine in the nth scheduling cycle will not be too large, the engine speed will not be increased too quickly in the nth scheduling cycle, and the engine speed can be controlled more precisely in the nth scheduling cycle. Under this trend, the engine speed can be accurately increased to the target speed in the last scheduling cycle as much as possible, and the engine speed can be avoided from exceeding the target speed as much as possible.

[0186] Correspondingly, if the first difference between the actual speed of the engine in the nth scheduling cycle and the intermediate set speed in the (n-1)th scheduling cycle is smaller, it often indicates that the engine speed was increased too slowly in previous scheduling cycles (e.g., at least in the (n-1)th scheduling cycle). This also indicates that the torque output to the engine was too small in previous scheduling cycles (e.g., at least in the (n-1)th scheduling cycle). This suggests that the engine speed was not controlled more precisely in previous scheduling cycles (e.g., at least in the (n-1)th scheduling cycle, the control was lacking). Under this trend, it is easy to cause the engine speed to fail to be accurately increased to the target speed in the last scheduling cycle, for example, it is easy to cause the engine speed to fail to reach the target speed.

[0187] Therefore, in this application, if the first difference between the actual speed corresponding to the nth scheduling cycle and the intermediate set speed corresponding to the (n-1)th scheduling cycle is smaller, then the distance control parameter corresponding to the nth scheduling cycle needs to be smaller. If the distance control parameter corresponding to the nth scheduling cycle is smaller, then the intermediate set speed corresponding to the nth scheduling cycle obtained subsequently based on the duration of the nth scheduling cycle, the theoretical maximum speed corresponding to the nth scheduling cycle, and the distance control parameter corresponding to the nth scheduling cycle will be larger. This allows for a larger torque output to the engine in the nth scheduling cycle, a faster increase in engine speed within the nth scheduling cycle, and more precise control of engine speed in the nth scheduling cycle. Under this trend, it is possible to ensure that the engine speed is precisely increased to the target speed in the last scheduling cycle, for example, to avoid the engine speed failing to reach the target speed as much as possible.

[0188] Alternatively, in another embodiment of this application, if the nth scheduling cycle is the second scheduling cycle out of N scheduling cycles or a scheduling cycle following the second scheduling cycle, then when obtaining the distance control parameters corresponding to the nth scheduling cycle, the rate of change of the actual engine speed corresponding to the historical scheduling cycle can be obtained. The historical scheduling cycle is a scheduling cycle out of N scheduling cycles that precedes the nth scheduling cycle. The rate of change of the intermediate set speed corresponding to the historical scheduling cycle of the engine is obtained. The second difference between the rate of change of the actual speed and the rate of change of the set speed is obtained.

[0189] The rate of change of actual engine speed corresponding to the engine's historical scheduling cycle can be obtained as follows:

[0190] Calculate the difference between the actual speed of the engine in the nth scheduling cycle and the actual speed of the engine in a historical scheduling cycle (before the nth scheduling cycle). Count the number of historical scheduling cycles between the nth scheduling cycle and the historical scheduling cycle. Calculate the sum of this number and the value 1. Calculate the ratio between this difference and this sum to obtain the rate of change of the actual speed of the engine in the historical scheduling cycle.

[0191] The rate of change of the intermediate set speed corresponding to the engine's historical scheduling cycle can be obtained in the following way:

[0192] Calculate the difference between the intermediate set speed corresponding to one historical scheduling cycle of the engine and the intermediate set speed corresponding to another historical scheduling cycle of the engine (located before the first historical scheduling cycle). Count the number of historical scheduling cycles between the second historical scheduling cycle and the first historical scheduling cycle. Calculate the sum of this number and the value 1. Calculate the ratio between this difference and this sum to obtain the rate of change of the intermediate set speed corresponding to the historical scheduling cycle of the engine.

[0193] For example, one historical scheduling cycle is the nth scheduling cycle, and the other historical scheduling cycle is the (n-1)th scheduling cycle.

[0194] Then, the distance control parameters corresponding to the nth scheduling cycle can be determined based on the second difference.

[0195] For example, a second correspondence can be pre-defined between a difference (which can be understood as the difference between the rate of change of the actual engine speed corresponding to the historical scheduling cycle and the rate of change of the intermediate set engine speed corresponding to the historical scheduling cycle) and a distance control parameter (which can be understood as the distance control parameter corresponding to the current scheduling cycle). This second correspondence includes the distance control parameter corresponding to each difference; a larger difference corresponds to a larger distance control parameter, and vice versa.

[0196] Thus, when determining the distance control parameter corresponding to the nth scheduling cycle based on the second difference, the distance control parameter corresponding to the second difference can be found in the second correspondence and used as the distance control parameter corresponding to the nth scheduling cycle. Alternatively, in the second correspondence, the difference with the smallest difference between the second difference and the second difference can be found, and then the distance control parameter corresponding to the found difference can be found and used as the distance control parameter corresponding to the nth scheduling cycle.

[0197] This allows for the determination of a larger distance control parameter for the nth scheduling cycle based on a larger second difference value, or a smaller distance control parameter for the nth scheduling cycle based on a smaller second difference value.

[0198] In particular, if the difference between the rate of change of the actual speed corresponding to the engine's historical scheduling cycle and the rate of change of the intermediate set speed corresponding to the engine's historical scheduling cycle is larger, it often indicates that the engine speed was increased too quickly in the previous scheduling cycle (for example, at least in the (n-1)th scheduling cycle). Correspondingly, it indicates that the torque output to the engine was too large in the previous scheduling cycle (for example, at least in the (n-1)th scheduling cycle). It also indicates that the engine speed was not controlled more precisely in the previous scheduling cycle (for example, at least in the (n-1)th scheduling cycle, the control was too aggressive). Under this trend, it is easy to cause the engine speed to be unable to be accurately increased to the target speed in the last scheduling cycle. For example, it is easy to cause the engine speed to exceed the target speed.

[0199] Therefore, in this application, if the difference between the rate of change of the actual speed corresponding to the engine's historical scheduling cycle and the rate of change of the intermediate set speed corresponding to the engine's historical scheduling cycle is larger, then the distance control parameter corresponding to the nth scheduling cycle needs to be larger. If the distance control parameter corresponding to the nth scheduling cycle is larger, then the intermediate set speed corresponding to the engine in the nth scheduling cycle obtained subsequently based on the duration of the nth scheduling cycle, the theoretical maximum speed corresponding to the nth scheduling cycle, and the distance control parameter corresponding to the nth scheduling cycle will be smaller. In this way, the torque output to the engine in the nth scheduling cycle will not be too large, the engine speed will not be increased too quickly in the nth scheduling cycle, and the engine speed can be controlled more precisely in the nth scheduling cycle. Under this trend, the engine speed can be accurately increased to the target speed in the last scheduling cycle as much as possible, and the engine speed can be avoided from exceeding the target speed as much as possible.

[0200] Correspondingly, the smaller the difference between the rate of change of the actual engine speed corresponding to the historical scheduling cycle and the rate of change of the intermediate set speed corresponding to the historical scheduling cycle, the more likely it is that the engine speed was increased too slowly in the previous scheduling cycle (e.g., the engine speed was increased too slowly at least in the (n-1)th scheduling cycle). This also indicates that the torque output to the engine was too small in the previous scheduling cycle (e.g., the torque output to the engine was too small at least in the (n-1)th scheduling cycle), suggesting that the engine speed was not controlled more precisely in the previous scheduling cycle (e.g., the engine speed was not controlled more precisely in the (n-1)th scheduling cycle, and the control was lacking). Under this trend, it is easy to cause the engine speed to fail to be accurately increased to the target speed in the last scheduling cycle, for example, it is easy to cause the engine speed to fail to reach the target speed.

[0201] Therefore, in this application, the smaller the difference between the rate of change of the actual speed corresponding to the historical scheduling cycle of the engine and the rate of change of the intermediate set speed corresponding to the historical scheduling cycle of the engine, the smaller the distance control parameter corresponding to the nth scheduling cycle needs to be. If the distance control parameter corresponding to the nth scheduling cycle is smaller, the intermediate set speed corresponding to the nth scheduling cycle of the engine obtained subsequently based on the duration of the nth scheduling cycle, the theoretical maximum speed corresponding to the nth scheduling cycle, and the distance control parameter corresponding to the nth scheduling cycle will be larger. In this way, the torque output to the engine in the nth scheduling cycle can be greater, the engine speed can be increased faster in the nth scheduling cycle, and the engine speed can be controlled more precisely in the nth scheduling cycle. Under this trend, it is possible to make the engine speed as accurately as possible to increase to the target speed in the last scheduling cycle, for example, to avoid the engine speed failing to reach the target speed as much as possible.

[0202] In another embodiment of this application, in a scenario where the engine speed of the vehicle continues to rise, it is detected whether the engine speed is greater than or equal to a preset control speed, wherein the preset control speed is less than the rated speed.

[0203] The preset control speed may include 1750 rpm, 1770 rpm, 1780 rpm or 1800 rpm, etc., and the specific speed can be determined according to the actual situation. This application does not limit it.

[0204] The rated speed of an engine includes: the maximum speed of the engine when the vehicle is fully loaded, which is the speed corresponding to the rated power of the engine. The rated speed of the engine is determined before the engine leaves the factory and can be stored in electronic devices for later retrieval.

[0205] The rated speed of an engine can include 1949 rpm, 1950 rpm, or 1951 rpm, etc.

[0206] In response to the engine speed being greater than or equal to the preset control speed, the actual engine speed is obtained, and then the target engine speed is obtained.

[0207] In this application, the difference between the engine's rated speed and the target speed (rated speed is less than target speed) is often not large, for example, about 200 rpm. If the scheme of this application is executed from the rated speed, it will be difficult to accurately increase the engine speed to the target speed because the difference is not large. Therefore, the scheme of this application can be executed when the engine speed is less than the rated speed, thereby reducing the difficulty of accurately increasing the engine speed to the target speed. However, is it necessary to execute the scheme of this application when the engine speed is very low? Therefore, the scheme of this application can be executed when the engine speed is greater than or equal to the preset take-off speed.

[0208] This application also provides a vehicle control device for executing the vehicle control method described in any of the above embodiments, such as... Figure 3 As shown, the device includes:

[0209] The first acquisition module 11 is used to acquire the actual speed of the engine and the target speed of the engine in a scenario where the engine speed of the vehicle is continuously increasing, wherein the actual speed is less than the target speed.

[0210] The second acquisition module 12 is used to acquire N intermediate set speeds located between the actual speed and the target speed; N is a positive integer greater than or equal to 1;

[0211] The determining module 13 is used to determine multiple transition control processes for the engine speed based on the actual speed, the N intermediate set speeds and the target speed;

[0212] The control module 14 is used to control the engine sequentially through the multiple transition control processes to increase the engine speed to the target speed.

[0213] In one optional implementation, the N intermediate set speeds each correspond to N scheduling cycles;

[0214] The second acquisition module includes:

[0215] The first acquisition unit is used to acquire the duration of the nth scheduling period among the N scheduling periods;

[0216] The second acquisition unit is used to acquire the theoretical maximum speed corresponding to the nth scheduling cycle;

[0217] The third acquisition unit is used to acquire the distance control parameters corresponding to the nth scheduling cycle. The distance control parameters are used to control the distance between the intermediate set speed and the theoretical maximum speed corresponding to the nth scheduling cycle of the engine; n is greater than or equal to 1 and less than or equal to N.

[0218] The fourth acquisition unit is used to acquire the intermediate set speed corresponding to the nth scheduling cycle of the engine based on the duration, the theoretical maximum speed and the distance control parameters.

[0219] In one optional implementation, the fourth acquisition unit includes:

[0220] The filtering subunit is used to perform PT1 filtering on the duration, the theoretical maximum speed, and the distance control parameters to obtain the intermediate set speed corresponding to the nth scheduling cycle of the engine.

[0221] In one optional implementation, the third acquisition unit includes:

[0222] The first acquisition subunit is used to filter the duration, the theoretical maximum speed and the distance control parameters using a first-order low-pass filter PT1 to obtain the intermediate set speed corresponding to the nth scheduling cycle of the engine.

[0223] The first determining subunit is used to determine the distance control parameters corresponding to the nth scheduling cycle based on the first difference;

[0224] Specifically, the distance control parameter corresponding to the nth scheduling period is larger when the first difference value is larger, or the distance control parameter corresponding to the nth scheduling period is smaller when the first difference value is smaller.

[0225] In one optional implementation, the third acquisition unit includes:

[0226] The second acquisition subunit is used to acquire the rate of change of the actual speed corresponding to the historical scheduling cycle of the engine; the historical scheduling cycle is the scheduling cycle that is located before the nth scheduling cycle among the N scheduling cycles;

[0227] The third acquisition subunit is used to acquire the rate of change of the intermediate set speed corresponding to the historical scheduling cycle of the engine.

[0228] The fourth acquisition subunit is used to acquire a second difference between the rate of change of the actual rotational speed and the rate of change of the set rotational speed;

[0229] The second determining subunit is used to determine the distance control parameters corresponding to the nth scheduling cycle based on the second difference;

[0230] Specifically, the distance control parameter corresponding to the nth scheduling period is larger when the second difference value is larger, or the distance control parameter corresponding to the nth scheduling period is smaller when the second difference value is smaller.

[0231] In one optional implementation, the second acquisition unit includes:

[0232] The fifth acquisition subunit is used to acquire the desired angular acceleration corresponding to the nth scheduling cycle of the engine and to acquire the actual angular acceleration corresponding to the nth scheduling cycle of the engine.

[0233] The sixth acquisition subunit is used to acquire the rotational speed deviation value based on the desired angular acceleration and the actual angular acceleration;

[0234] The seventh acquisition subunit is used to acquire a third difference between the rated speed and the speed deviation value; the rated speed is less than the target speed;

[0235] The third determining subunit is used to determine the theoretical maximum speed corresponding to the nth scheduling cycle based on the third difference.

[0236] In one optional implementation, the determining module includes:

[0237] The fifth acquisition unit is used to acquire, for any two adjacent speeds from smallest to largest among the actual speed, the N intermediate set speeds and the target speed, the transition control process of the engine speed corresponding to the two adjacent speeds;

[0238] The transition control process for the engine speed corresponding to any two adjacent speeds is used to: increase the engine speed from a first speed among the two adjacent speeds to a second speed among the two adjacent speeds, wherein the first speed is less than the second speed.

[0239] In one optional implementation, the control module includes:

[0240] The sixth acquisition unit is used to acquire a fourth difference between the second speed and the first speed for the transition control process of the engine speed corresponding to any two adjacent speeds;

[0241] The seventh acquisition unit is used to acquire the required torque for increasing the engine speed from the first speed to the second speed based on the fourth difference;

[0242] An output unit is used to output the required torque to the engine.

[0243] In one optional implementation, the seventh acquisition unit includes:

[0244] The calculation subunit is used to perform proportional-integral-derivative PID calculations on at least the fourth difference to obtain the required torque for increasing the engine speed from the first speed to the second speed.

[0245] In this application, in a scenario where the engine speed of a vehicle is continuously increasing, the actual engine speed is obtained, the target engine speed is obtained, and the actual engine speed is less than the target engine speed; N intermediate set speeds between the actual engine speed and the target engine speed are obtained; N is a positive integer greater than or equal to 1; based on the actual engine speed, the N intermediate set speeds and the target engine speed, multiple transition control processes for the engine speed are determined; the engine is controlled sequentially through multiple transition control processes to increase the engine speed to the target engine speed.

[0246] The engine is controlled sequentially through multiple transition control processes to gradually and slowly increase its speed to the target speed. Each transition control process increases the engine speed from one speed to another, where the difference between the two speeds is small, for example, less than the difference between the target speed and the actual speed. Thus, a small amount of torque can be output to the engine during each transition control process, allowing for a small increase in engine speed. This small amount of torque enables precise control of the engine speed as much as possible.

[0247] This ensures that any transition control process can raise the engine speed to the intermediate set speed (desired speed) corresponding to that transition control process as much as possible. By controlling the engine through multiple transition control processes in sequence, the engine speed can be raised to the target speed as accurately as possible, avoiding the engine speed from exceeding the target speed. This avoids the problem of the engine speed failing to be raised to the target speed due to the greater inertia generated by high torque. For example, it avoids the problem of the engine speed exceeding the target speed due to the greater inertia generated by high torque. This also avoids the engine speed from fluctuating continuously around the target speed, thereby avoiding increased vehicle vibration, avoiding affecting ride comfort, avoiding accelerated wear of engine parts, and avoiding reducing engine life.

[0248] The vehicle control device provided in the above embodiments of this application and the vehicle control method provided in this application are based on the same inventive concept and have the same beneficial effects as the methods adopted, run or implemented by the application stored therein.

[0249] This application also provides an electronic device for performing a vehicle control method. Please refer to... Figure 4 This illustrates a schematic diagram of an electronic device provided by some embodiments of this application. For example... Figure 4 As shown, the electronic device 6 includes: a processor 600, a memory 601, a bus 602, and a communication interface 603. The processor 600, the communication interface 603, and the memory 601 are connected via the bus 602. The memory 601 stores a computer program that can run on the processor 600. When the processor 600 runs the computer program, it executes the vehicle control method provided in any of the foregoing embodiments of this application.

[0250] The memory 601 may include high-speed random access memory (RAM) or non-volatile memory, such as at least one disk storage device. Communication between the virtual devices in the system is achieved through at least one communication interface 603 (which can be wired or wireless), such as the Internet, wide area network, local area network, or metropolitan area network.

[0251] Bus 602 can be an ISA bus, PCI bus, or EISA bus, etc. The bus can be divided into an address bus, a data bus, a control bus, etc. The memory 601 is used to store programs. After receiving an execution instruction, the processor 600 executes the program. The vehicle control method disclosed in any of the foregoing embodiments of this application can be applied to the processor 600, or implemented by the processor 600.

[0252] The processor 600 may be an integrated circuit chip with signal processing capabilities. In implementation, each step of the above method can be completed through integrated logic circuits in the hardware of the processor 600 or through software instructions. The processor 600 may be a general-purpose processor, including a central processing unit (CPU), a network processor (NP), etc.; it may 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. It can implement or execute the methods, steps, and logic block diagrams disclosed in this application. The general-purpose processor may be a microprocessor or any conventional processor. The steps of the methods disclosed in this application can be directly implemented by a hardware decoding processor, or implemented by a combination of hardware and software modules in the decoding processor. The software modules may reside in random access memory, flash memory, read-only memory, programmable read-only memory, electrically erasable programmable memory, registers, or other mature storage media in the art. The storage medium is located in memory 601. Processor 600 reads the information in memory 601 and, in conjunction with its hardware, completes the steps of the above method.

[0253] The electronic device provided in this application and the vehicle control method provided in this application are based on the same inventive concept and have the same beneficial effects as the methods they employ, operate, or implement.

[0254] This application also provides a computer-readable storage medium corresponding to the vehicle control method provided in the foregoing embodiments. Please refer to... Figure 5 The computer-readable storage medium shown is an optical disc 30, on which a computer program (i.e., a program product) is stored. When the computer program is run by a processor, it executes the vehicle control method provided in any of the foregoing embodiments.

[0255] It should be noted that examples of the computer-readable storage medium may also include, but are not limited to, phase-change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other optical and magnetic storage media, which will not be elaborated here.

[0256] The computer-readable storage medium provided in the above embodiments of this application and the vehicle control method provided in this application are based on the same inventive concept and have the same beneficial effects as the methods adopted, run or implemented by the application programs stored therein.

[0257] Although alternative embodiments of this application have been described, those skilled in the art, upon learning the basic inventive concept, can make further changes and modifications to these embodiments. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments as well as all changes and modifications falling within the scope of this application.

[0258] The specific embodiments described above further illustrate the purpose, technical solution, and beneficial effects of this application. It should be understood that the above description is only a specific embodiment of this application and is not intended to limit the scope of protection of this application. Any modifications, equivalent substitutions, improvements, etc., made on the basis of the technical solution of this application should be included within the scope of protection of this invention.

Claims

1. A vehicle control method, characterized in that, The method includes: In a scenario where the vehicle's engine is at a high idle speed and the engine speed continues to rise, the actual engine speed is obtained, and the target engine speed is obtained, wherein the actual engine speed is less than the target engine speed. Obtain N intermediate set speeds located between the actual speed and the target speed; N is a positive integer greater than or equal to 1; Based on the actual rotational speed, the N intermediate set rotational speeds, and the target rotational speed, multiple transitional control processes for the engine rotational speed are determined; The engine is controlled sequentially through the multiple transition control processes to increase the engine speed to the target speed; The process of determining multiple transitional control steps for the engine speed based on the actual engine speed, the N intermediate set speeds, and the target engine speed includes: The actual rotational speed, the N intermediate set rotational speeds, and the target rotational speed are sorted in ascending order; For any two adjacent speeds from smallest to largest among the actual speed, the N intermediate set speeds, and the target speed, obtain the transition control process for the engine speed corresponding to the two adjacent speeds; The transition control process for the engine speed corresponding to any two adjacent speeds is used to: increase the engine speed from a first speed among the two adjacent speeds to a second speed among the two adjacent speeds, wherein the first speed is less than the second speed.

2. The method according to claim 1, characterized in that, The N intermediate set speeds correspond to N scheduling cycles respectively; The step of obtaining N intermediate set speeds located between the actual speed and the target speed includes: For the nth scheduling period among the N scheduling periods, obtain the duration of the nth scheduling period; n is greater than or equal to 1 and less than or equal to N; Obtain the theoretical maximum speed corresponding to the nth scheduling cycle; Obtain the distance control parameter corresponding to the nth scheduling cycle, the distance control parameter being used to control the distance between the intermediate set speed and the theoretical maximum speed corresponding to the nth scheduling cycle of the engine; Based on the duration, the theoretical maximum speed, and the distance control parameters, the intermediate set speed corresponding to the nth scheduling cycle of the engine is obtained.

3. The method according to claim 2, characterized in that, The step of obtaining the intermediate set speed corresponding to the nth scheduling cycle of the engine based on the duration, the theoretical maximum speed, and the distance control parameters includes: The duration, the theoretical maximum speed, and the distance control parameters are filtered using a first-order low-pass filter PT1 to obtain the intermediate set speed corresponding to the nth scheduling cycle of the engine.

4. The method according to claim 2, characterized in that, The step of obtaining the distance control parameters corresponding to the nth scheduling period includes: Obtain the first difference between the actual speed of the engine corresponding to the nth scheduling cycle and the intermediate set speed of the engine corresponding to the (n-1)th scheduling cycle; The distance control parameters corresponding to the nth scheduling cycle are determined based on the first difference. Specifically, the distance control parameter corresponding to the nth scheduling period is larger when the first difference value is larger, or the distance control parameter corresponding to the nth scheduling period is smaller when the first difference value is smaller.

5. The method according to claim 2, characterized in that, The step of obtaining the distance control parameters corresponding to the nth scheduling period includes: Obtain the rate of change of the actual speed corresponding to the historical scheduling cycle of the engine; the historical scheduling cycle is the scheduling cycle that is located before the nth scheduling cycle among the N scheduling cycles. Obtain the rate of change of the intermediate set speed corresponding to the historical scheduling cycle of the engine; Obtain a second difference between the rate of change of the actual rotational speed and the rate of change of the set rotational speed; The distance control parameters corresponding to the nth scheduling cycle are determined based on the second difference. Specifically, the distance control parameter corresponding to the nth scheduling period is larger when the second difference value is larger, or the distance control parameter corresponding to the nth scheduling period is smaller when the second difference value is smaller.

6. The method according to claim 2, characterized in that, Obtaining the theoretical maximum speed corresponding to the nth scheduling cycle includes: Obtain the desired angular acceleration corresponding to the nth scheduling cycle of the engine, and obtain the actual angular acceleration corresponding to the nth scheduling cycle of the engine; The rotational speed deviation value is obtained based on the desired angular acceleration and the actual angular acceleration. Obtain a third difference between the rated speed and the speed deviation value; the rated speed is less than the target speed. The theoretical maximum speed corresponding to the nth scheduling cycle is determined based on the third difference.

7. The method according to claim 1, characterized in that, The step of sequentially controlling the engine through the multiple transition control processes to increase the engine speed to the target speed includes: For any two adjacent speeds corresponding to the transition control process of the engine speed, obtain the fourth difference between the second speed and the first speed; The required torque for increasing the engine speed from the first speed to the second speed is obtained based on the fourth difference. The engine outputs the required torque.

8. The method according to claim 7, characterized in that, The step of obtaining the required torque for increasing the engine speed from the first speed to the second speed based on the fourth difference includes: At least the fourth difference is subjected to proportional-integral-derivative PID calculation to obtain the required torque for increasing the engine speed from the first speed to the second speed.

9. A vehicle control device, characterized in that, The device includes: The first acquisition module is used to acquire the actual speed of the engine and the target speed of the engine in a scenario where the engine of the vehicle is in a high idling state and the engine speed is continuously rising, wherein the actual speed is less than the target speed. The second acquisition module is used to acquire N intermediate set speeds located between the actual speed and the target speed; N is a positive integer greater than or equal to 1; The determination module is used to determine multiple transition control processes for the engine speed based on the actual speed, the N intermediate set speeds, and the target speed; The control module is used to control the engine sequentially through the multiple transition control processes to increase the engine speed to the target speed; The determining module includes: The fifth acquisition unit is used to sort the actual speed, the N intermediate set speeds and the target speed in ascending order; and for any two adjacent speeds in ascending order among the actual speed, the N intermediate set speeds and the target speed, acquire the transition control process of the engine speed corresponding to the two adjacent speeds. The transition control process for the engine speed corresponding to any two adjacent speeds is used to: increase the engine speed from a first speed among the two adjacent speeds to a second speed among the two adjacent speeds, wherein the first speed is less than the second speed.

10. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the program, it implements the method as described in any one of claims 1-8.

11. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that, when executed by a processor, implements the method as described in any one of claims 1-8.

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