Vehicle control method and device, equipment and storage medium

Abstract

The embodiment of the invention discloses a vehicle control method and device, electronic equipment and a storage medium. The method comprises the following steps: acquiring working condition information of a vehicle at the current moment, wherein the working condition information comprises charge quantity of the vehicle; if the electric charge quantity reaches a preset electric charge quantity threshold value or above, a torque efficiency table of the vehicle is obtained, and the torque efficiency table comprises a wheel end torque distribution proportionality coefficient of the vehicle and electric drive system efficiency corresponding to the torque distribution proportionality coefficient; the wheel end torque distribution proportionality coefficient of the vehicle is determined from a torque efficiency table of the vehicle through the electric charge quantity, and the electric charge quantity and the efficiency of the electric drive system are in a negative correlation relation; and according to the wheel end torque distribution proportionality coefficient, controlling an engine and / or a motor of the vehicle to output respective corresponding proportions of torques. According to the embodiment of the invention, the electric charge quantity can be quickly consumed, so that the electric charge quantity is within a safe range, the stability of the battery is ensured, and the driving safety is improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of computers and communications, in particular to a vehicle control method and device, an electronic device, and a computer readable storage medium. BACKGROUND

[0002] With the continuous development of the automobile industry, in new energy vehicles, the battery pack is a very important part, which can be used to provide energy for new energy vehicles. When the battery pack is working, it is generally controlled by the battery management system (BMS), thereby completing a series of important functions such as high-voltage power-on and power-off monitoring of the battery pack, total current monitoring of the battery pack, and the like.

[0003] With the increasing demand of users for the performance and safety performance of new energy vehicles, the proportion of four-wheel drive vehicles is also increasing year by year, and users also pay great attention to the safety of the battery of the vehicle. Therefore, how to fully utilize the driving form to improve the safety performance of the vehicle, especially to improve the management capability of the residual charge amount of the battery pack, so as to make the battery pack work at a safe and appropriate charge value as soon as possible is a problem to be solved at present. SUMMARY

[0004] To solve the above technical problems, embodiments of the present application provide a vehicle control method and device, an electronic device, and a computer readable storage medium.

[0005] According to an aspect of an embodiment of the present application, a vehicle control method is provided, comprising: obtaining working condition information of a vehicle at a current time, the working condition information comprising a charge amount of the vehicle; if the charge amount reaches above a preset charge amount threshold, obtaining a torque efficiency table of the vehicle, the torque efficiency table comprising a wheel end torque distribution proportionality coefficient of the vehicle and an electric drive system efficiency corresponding to the torque distribution proportionality coefficient; determining the wheel end torque distribution proportionality coefficient of the vehicle from the torque efficiency table of the vehicle through the charge amount, wherein the charge amount and the electric drive system efficiency have a negative correlation relationship; and controlling an engine and / or a motor of the vehicle to output respective corresponding proportions of torque according to the wheel end torque distribution proportionality coefficient. According to an aspect of an embodiment of the present application, the method further comprises: if the charge amount does not reach above the preset charge amount threshold, taking a wheel end torque distribution proportionality coefficient corresponding to a maximum electric drive efficiency in the torque efficiency table of the vehicle as the distribution proportionality coefficient of the vehicle.

[0006] According to an aspect of the embodiments of the present application, before the torque efficiency table of the vehicle is acquired, the method further comprises: based on the total demand torque of the vehicle and the working condition information of the vehicle, calculating the electric drive system efficiency corresponding to the vehicle respectively under different wheel end torque distribution proportion coefficients; and generating the torque efficiency table of the vehicle based on the different wheel end torque distribution proportion coefficients of the vehicle and the electric drive system efficiency corresponding to the vehicle respectively under the different wheel end torque distribution proportion coefficients.

[0007] According to an aspect of the embodiments of the present application, before the electric drive system efficiency corresponding to the vehicle respectively under different wheel end torque distribution proportion coefficients is calculated based on the total demand torque of the vehicle and the working condition information of the vehicle, the method further comprises: determining the demand torque corresponding to the wheel end of the vehicle according to the working condition information of the vehicle at the current moment; and acquiring the transmission efficiency of the vehicle at the current moment, so as to calculate the total demand torque corresponding to the engine and / or the motor of the vehicle according to the transmission efficiency and the demand torque.

[0008] According to an aspect of the embodiments of the present application, the working condition information comprises the vehicle speed and the accelerator pedal opening degree of the vehicle at the current moment, and the demand torque corresponding to the wheel end of the vehicle is determined according to the working condition information of the vehicle at the current moment, comprising: determining the demand torque corresponding to the wheel end of the vehicle based on the vehicle speed and the accelerator pedal opening degree.

[0009] According to an aspect of the embodiments of the present application, the method further comprises: sorting the electric drive system efficiency corresponding to the vehicle respectively under different wheel end torque distribution proportion coefficients to obtain the sorted electric drive system efficiency; calculating the difference between the electric charge amount and a preset electric charge amount threshold, determining the target electric drive system efficiency corresponding to the vehicle from the sorted electric drive system efficiency based on the difference, wherein the difference and the electric drive system efficiency are in a negative correlation relationship.

[0010] According to an aspect of the embodiments of the present application, the wheel end torque distribution proportion coefficient of the vehicle is determined based on the electric charge amount and the electric drive system efficiency, comprising: taking the wheel end torque distribution proportion coefficient corresponding to the electric drive system efficiency with the lowest efficiency in the electric drive system efficiency corresponding to the vehicle respectively under different wheel end torque distribution proportion coefficients as the wheel end torque distribution proportion coefficient of the vehicle.

[0011] According to an aspect of the embodiments of the present application, a vehicle control device is provided, which comprises: a first obtaining module configured to obtain working condition information of the vehicle at a current time, the working condition information comprising a charge amount of the vehicle; a second obtaining module configured to, if the charge amount is greater than a preset charge amount threshold, obtain a torque efficiency table of the vehicle, the torque efficiency table comprising a wheel end torque distribution proportionality coefficient of the vehicle and an electric drive system efficiency corresponding to the torque distribution proportionality coefficient; a determining module configured to determine the wheel end torque distribution proportionality coefficient of the vehicle from the torque efficiency table of the vehicle according to the charge amount, wherein the charge amount and the electric drive system efficiency are in a negative correlation; and a control module configured to control an engine and / or a motor of the vehicle to output respective corresponding proportions of torque according to the wheel end torque distribution proportionality coefficient.

[0012] According to an aspect of the embodiments of the present application, an electronic device is provided, which comprises: one or more processors; and a storage device configured to store one or more programs, when the one or more programs are executed by the one or more processors, the electronic device implements the vehicle control method as described above.

[0013] According to an aspect of the embodiments of the present application, a computer readable storage medium is provided, which stores computer readable instructions, when the computer readable instructions are executed by a processor of a computer, the computer executes the vehicle control method as described above.

[0014] In the technical solution provided by the embodiments of the present application, when the charge amount of the vehicle at a current time is greater than a preset charge amount threshold, a torque efficiency table that has been calculated is obtained, so that an electric drive efficiency that is negatively correlated with the current charge amount is determined from the torque efficiency table of the vehicle according to the charge amount, and the engine and / or the motor of the vehicle are controlled to output respective corresponding proportions of torque according to the torque distribution proportionality coefficient corresponding to the electric drive efficiency, so that when the charge amount of the vehicle is greater than a safe charge amount threshold, the charge amount is rapidly consumed, so that the charge amount is within a safe range, the stability of the battery is ensured, and the safety of driving is improved.

[0015] It should be understood that the above general description and the following detailed description are only exemplary and explanatory, and cannot limit the present application. BRIEF DESCRIPTION OF DRAWINGS

[0016] The accompanying drawings, which are incorporated into and form part of the specification, illustrate one embodiment consistent with the present application and, together with the specification, serve to explain the principles of the application. Obviously, the drawings in the following description are only some embodiments of the present application, and other drawings can be obtained by those of ordinary skill in the art without creative effort. In the drawings:

[0017] The accompanying drawings, which are incorporated into and form part of the specification, illustrate one embodiment consistent with the present application and, together with the specification, serve to explain the principles of the application. Obviously, the drawings in the following description are only some embodiments of the present application, and other drawings can be obtained by those of ordinary skill in the art without creative effort. In the drawings:Figure 1 This is a schematic diagram illustrating an implementation environment for vehicle control, as shown in an exemplary embodiment of this application.

[0018] Figure 2 This is a flowchart illustrating a vehicle control method in an exemplary embodiment of this application;

[0019] Figure 3 This is a flowchart illustrating a vehicle control method as shown in another exemplary embodiment of this application;

[0020] Figure 4 This is an exemplary embodiment illustrating the relationship between the efficiency of an electric drive system and the front drive allocation ratio;

[0021] Figure 5 This is a flowchart illustrating a vehicle control method as shown in another exemplary embodiment of this application;

[0022] Figure 6 This is a flowchart illustrating a vehicle control method as shown in another exemplary embodiment of this application;

[0023] Figure 7 This is a diagram illustrating the relationship between the efficiency, charge value, and front drive distribution ratio of an electric drive system, as shown in an exemplary embodiment.

[0024] Figure 8 This is a simplified flowchart illustrating vehicle control in an exemplary application scenario.

[0025] Figure 9 This is a block diagram illustrating a vehicle control device in an exemplary embodiment of this application;

[0026] Figure 10 This is a schematic diagram illustrating the structure of an electric vehicle or hybrid vehicle, as shown in an exemplary embodiment of this application.

[0027] Figure 11 A schematic diagram of the structure of a computer system suitable for implementing the electronic device of the present application is shown. Detailed Implementation

[0028] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.

[0029] The block diagrams shown in the accompanying drawings are merely functional entities and do not necessarily correspond to physically independent entities. That is, these functional entities can be implemented in software, in one or more hardware modules or integrated circuits, or in different network and / or processor devices and / or microcontroller devices.

[0030] The flowcharts shown in the accompanying drawings are merely illustrative and do not necessarily include all content and operations / steps, nor do they necessarily have to be performed in the described order. For example, some operations / steps can be broken down, while others can be combined or partially combined; therefore, the actual execution order may change depending on the specific circumstances.

[0031] In this application, "multiple" refers to two or more. "And / or" describes the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A alone, A and B simultaneously, or B alone. The character " / " generally indicates that the preceding and following related objects have an "or" relationship.

[0032] First, it's important to clarify that four-wheel drive vehicles refer to automobiles equipped with a front and rear differential linkage four-wheel drive system. Because engine power can be transmitted to all four tires, all four wheels can provide driving force, resulting in better vehicle performance in off-road conditions. The transmission system typically consists of an engine, clutch, gearbox, driveshaft, and differential. The engine is the power source of the four-wheel drive vehicle, converting the energy from fuel combustion into mechanical energy. The clutch transmits the engine's torque output to the gearbox to control the vehicle's speed and acceleration. The gearbox adjusts the engine's torque output and speed to adapt to different road conditions. The driveshaft connects the front and rear wheels as a whole, transmitting torque from the gearbox to the differential. The differential allows for different speeds between the front and rear wheels, and allows the inner and outer wheels to rotate differently during cornering. This design improves the vehicle's stability and handling when cornering.

[0033] Four-wheel drive vehicles work by distributing power to all four wheels to improve traction and stability. Four-wheel drive vehicles are generally divided into two types: full-time four-wheel drive and part-time four-wheel drive. A full-time four-wheel drive system is an automatic control system that adjusts the torque distribution between the front and rear wheels according to road conditions. When the vehicle is traveling on a flat road, the system distributes torque equally between the front and rear wheels to maintain stability. When the vehicle is traveling on rough or uneven roads, the system automatically sends more torque to the wheels with stronger traction to improve traction and stability.

[0034] Figure 1This is a schematic diagram illustrating the actual environment of vehicle control during the operation of a four-wheel drive vehicle, as shown in an exemplary embodiment of this application. Figure 1 As shown, during vehicle operation, the on-board terminal 110 can obtain the vehicle's current operating condition information, including the vehicle's charge level. This information is then sent to the corresponding server 120. Upon receiving the current operating condition information, the server 120 can determine whether the vehicle's charge level exceeds a preset safe charge value. If the charge level exceeds the preset threshold, the server 120 can calculate the electric drive system efficiency under different wheel-end torque distribution ratios based on the vehicle's total torque demand and operating condition information. This allows the server to determine the wheel-end torque distribution ratio based on the charge level and electric drive system efficiency, where the charge level and electric drive system efficiency are negatively correlated. According to the wheel-end torque distribution ratio, the server controls the vehicle's engine and / or motor to output torque in their respective proportions.

[0035] in, Figure 1 The vehicle terminal 110 shown can be any terminal device that supports the installation of navigation map software, such as a smartphone, vehicle computer, tablet computer, laptop computer, or wearable device, but is not limited to these. Figure 1 The server 120 shown can be, for example, a standalone physical server, a server cluster or distributed system composed of multiple physical servers, or a cloud server providing basic cloud computing services such as cloud services, cloud databases, cloud computing, cloud functions, cloud storage, network services, cloud communication, middleware services, domain name services, security services, CDN (Content Delivery Network), and big data and artificial intelligence platforms. No restrictions are placed on this. The smart terminal 10 can communicate with the server 120 via wireless networks such as 3G (third-generation mobile information technology), 4G (fourth-generation mobile information technology), and 5G (fifth-generation mobile information technology). No restrictions are placed on this as well.

[0036] As users demand higher performance and safety features from new energy vehicles, the proportion of four-wheel drive models is increasing year by year, and users are paying close attention to the safety of vehicle batteries. Therefore, how to fully utilize the drive system to improve the overall safety performance of the vehicle, especially by enhancing the energy management capabilities of the battery pack to ensure that the battery pack operates at a safe and appropriate charge level as quickly as possible, is a pressing issue that needs to be addressed.

[0037] To address these issues, embodiments of this application propose a vehicle control method, a vehicle control device, an electronic device, a computer-readable storage medium, and a computer program product, which will be described in detail below.

[0038] Please see Figure 1 , Figure 1 This is a flowchart illustrating a vehicle control method in an exemplary embodiment of this application. This method can be applied to... Figure 1 The implementation environment shown is specifically executed by server 120 within that implementation environment. It should be understood that this method can also be applied to other exemplary implementation environments and executed by devices in other implementation environments; this embodiment does not limit the implementation environment to which the method is applicable.

[0039] like Figure 2 As shown, in an exemplary embodiment, the vehicle control method includes at least steps S210 to S240, which are described in detail below:

[0040] Step S210: Obtain the vehicle's current operating condition information, including the vehicle's charge level.

[0041] Specifically, vehicle operating information refers to the vehicle's current operating status, including speed, acceleration, direction of travel, throttle opening, and braking status. This information is a crucial input to the vehicle control system, used to determine the vehicle's current state and predict future driving conditions.

[0042] Operating condition information can be obtained through various sensors and vehicle control systems. For example, a speed sensor can measure the vehicle's speed, an acceleration sensor can measure the vehicle's acceleration, an accelerator pedal position sensor can measure the accelerator pedal opening, and a brake sensor can measure the braking status, etc.

[0043] For example, in some feasible embodiments, the vehicle's operating condition information also includes the remaining charge (State of Charge SOC) in the battery pack at the current moment. This is the battery's state of charge, also known as remaining capacity. It represents the ratio of the battery's current charge to its maximum capacity. It is typically expressed as a percentage, ranging from 0% to 100%.

[0044] Step S220: If the charge amount reaches or exceeds a preset charge amount threshold, the torque efficiency table of the vehicle is obtained. The torque efficiency table includes the wheel-end torque distribution ratio coefficient of the vehicle and the electric drive system efficiency corresponding to the torque distribution ratio coefficient.

[0045] Specifically, if the remaining charge in the vehicle's battery pack exceeds a preset charge threshold, this threshold can be a pre-defined safe charge value. For example, the safe charge threshold refers to the maximum safe charge limit within the battery pack; exceeding this limit may cause damage or danger to the battery pack and battery management system. The specific safe charge threshold varies depending on factors such as the battery pack model, battery type, and battery management system. Generally, the safe charge threshold is set at approximately 80%-90% of the battery's maximum capacity. This is to ensure the battery pack is not overcharged or over-discharged, thus guaranteeing its safe and stable operation. If the battery pack's charge exceeds the safe charge threshold, the battery management system will automatically adjust the charging and discharging current to maintain the charge within a safe range. Simultaneously, if the battery pack's charge is too high or too low, the battery management system will also issue a warning, reminding the user to take timely action.

[0046] For example, if the vehicle's charge value at the current moment reaches or exceeds a preset maximum charge threshold, a pre-generated torque efficiency table can be retrieved. This table is a table or database containing vehicle torque distribution information. Within this table, the wheel-end torque distribution ratio coefficients and the corresponding electric drive system efficiencies can be found. This information is crucial for optimizing the vehicle's driving performance and energy efficiency. The wheel-end torque distribution ratio coefficients describe how the vehicle distributes its total torque to each wheel under different conditions (such as different speeds, loads, road conditions, etc.). For instance, when more traction is needed, more torque may be distributed to the drive wheels. Electric drive system efficiency refers to the efficiency with which the electric drive system (including batteries, motors, controllers, etc.) converts electrical energy into mechanical energy under a given torque distribution ratio. Higher efficiency means the vehicle can travel a greater distance on a unit of electrical energy, thus exhibiting better energy efficiency.

[0047] For example, the structure of the torque efficiency table is shown in Table 1 below:

[0048] X X1 X2 X3 X4 X5 X6 X7 X8 X9 X10 Y Y1 Y2 Y3 Y4 Y5 Y6 Y7 Y8 Y9 Y10

[0049] Table 1

[0050] In Table 1, X represents the front-wheel drive allocation ratio of the vehicle, and Y represents the efficiency of the vehicle's electric drive system.

[0051] Furthermore, in some feasible embodiments, the total torque demand of the vehicle can be calculated. Then, based on the vehicle's current operating condition information and the total torque demand, the efficiency of the electric drive system under different wheel-end torque distribution ratios can be calculated. In other words, based on the current vehicle operating condition information, the efficiency of the electric drive system for a four-wheel drive system under different front and rear wheel-end torque distribution ratios can be calculated. The vehicle's operating condition information can include the current throttle opening and vehicle speed, etc.

[0052] Generally, the torque distribution ratio of a four-wheel drive system depends on various factors, including the vehicle's driving conditions, road surface conditions, and the driver's handling style. Typically, a four-wheel drive system distributes torque according to the ratio of the front to rear axles. This ratio is usually between 50:50 and 70:30, depending on the vehicle model and design. When driving on flat roads, the four-wheel drive system will usually distribute more torque to the rear axle because the rear axle has greater traction. However, when driving on slippery surfaces, the four-wheel drive system may distribute more torque to the front axle to reduce the occurrence of slippage and loss of control.

[0053] Step S230: Determine the wheel-end torque distribution ratio coefficient of the vehicle from the vehicle's torque efficiency table using the amount of charge, wherein the amount of charge is negatively correlated with the efficiency of the electric drive system.

[0054] Specifically, after obtaining the vehicle's torque efficiency table, since the current vehicle's charge exceeds a preset charge threshold, it is necessary to quickly reduce the current vehicle's charge to below the preset charge threshold. Based on the negative correlation between charge and electric drive system efficiency, the matching electric drive system efficiency can be determined from the vehicle's current torque efficiency table, and then the corresponding torque distribution ratio coefficient can be determined based on the electric drive efficiency.

[0055] For example, in the torque efficiency table, find the torque distribution ratio coefficient corresponding to the current charge level. This coefficient will guide how to distribute the vehicle's torque to each wheel to optimize driving performance and energy efficiency.

[0056] Step S240: According to the wheel end torque distribution ratio coefficient, control the engine and / or motor of the vehicle to output the corresponding proportion of torque.

[0057] It should be noted that when a vehicle is a hybrid vehicle, the hybrid vehicle includes: (1) Series hybrid electric vehicle (SHEV): This type of vehicle mainly consists of three power assemblies: an engine, a generator, and a drive motor. The engine drives the generator to generate electricity, and the generated electrical energy is transmitted to the drive motor through the motor controller. The drive motor then outputs power, and finally the power is transmitted to the wheels through the transmission system to make the vehicle move; (2) Parallel hybrid electric vehicle (PHEV): In this type of vehicle, both the engine and the generator are power assemblies. The power of the two power assemblies can be superimposed or output separately. During the driving process, the engine and the generator can switch between each other according to the actual situation to achieve parallel power output; (3) Parallel hybrid electric vehicle (PSHEV): This type of vehicle combines the structural characteristics of series and parallel hybrid vehicles and mainly consists of three power assemblies: an engine, an electric generator, and a drive motor. At low speeds or during the start-up phase, the vehicle is driven only by the electric motor; when a certain speed or driving conditions are reached, the engine starts and drives the generator to generate electricity, while the electric motor still drives the vehicle forward. This method can achieve higher energy utilization efficiency.

[0058] Specifically, after determining the wheel-end torque distribution ratio coefficient of the vehicle, the engine output of the vehicle can be controlled to output torque to the wheel end in proportion to the wheel-end torque distribution ratio coefficient. Alternatively, the engine and motor of the vehicle can be controlled to output torque in proportion to their respective values ​​and distribute the torque to the wheel end of the vehicle according to the wheel-end torque distribution ratio coefficient. Or, the engine output of the vehicle can output torque to the wheel end in proportion to the wheel-end torque distribution ratio coefficient.

[0059] Furthermore, in some feasible embodiments, following the above embodiments, after calculating the electric drive system efficiency corresponding to different wheel-end torque distribution ratio coefficients for the vehicle, a matching electric drive system efficiency can be selected based on the charge value in the vehicle's battery pack at the current moment. The torque distribution ratio coefficient corresponding to this electric drive system efficiency can then be used as the wheel-end torque distribution ratio coefficient for the vehicle. Since the charge value in the vehicle's battery pack at the current moment is greater than the preset maximum charge threshold, exceeding this threshold will affect the normal operation of the battery pack, its safe operation, and its lifespan. Therefore, it is necessary to quickly reduce the charge value in the battery pack below the preset maximum charge threshold. That is, the larger the charge, the lower the selected electric drive system efficiency. Therefore, when selecting the electric drive system efficiency, a strategy based on the negative correlation between charge and electric drive system efficiency can be used to select the corresponding efficiency. The wheel-end torque distribution ratio coefficient corresponding to this efficiency can then be used as the vehicle's wheel-end torque distribution ratio coefficient.

[0060] In this embodiment, when the vehicle's charge level reaches or exceeds a preset charge level threshold at the current moment, a pre-calculated torque efficiency table is obtained. The electric drive efficiency, which is negatively correlated with the current charge level, is then determined from the torque efficiency table based on the charge level. According to the torque distribution ratio coefficient corresponding to the electric drive efficiency, the vehicle's engine and / or motor output torque in their respective proportions. This allows the vehicle to rapidly consume the charge level when it exceeds the safe charge level threshold, ensuring that the charge level remains within a safe range to guarantee battery stability and improve driving safety.

[0061] Furthermore, based on the above embodiments, in one exemplary embodiment provided in this application, the specific implementation process of the above vehicle control method may further include the following steps, which are described in detail below:

[0062] If the charge amount does not reach the preset charge amount threshold, the wheel end torque distribution ratio coefficient corresponding to the maximum electric drive efficiency in the vehicle's torque efficiency table will be used as the vehicle's distribution ratio coefficient.

[0063] Specifically, when the charge amount does not reach the preset charge amount threshold, in order to maximize the use of the current charge amount and ensure the efficiency of the electric drive system, the vehicle control system will select the wheel end torque distribution ratio coefficient corresponding to the maximum electric drive efficiency in the torque efficiency table as the current vehicle distribution ratio coefficient.

[0064] For example, if the vehicle's current charge level is detected to be below a preset charge threshold, it is considered that the current charge level is relatively low, and measures need to be taken to maximize the efficiency of the electric drive system. In the torque efficiency table, the wheel-end torque distribution ratio corresponding to the maximum electric drive system efficiency is found; this ratio should provide optimal energy efficiency at the current charge level. Then, based on the determined distribution ratio, the vehicle's torque distribution is adjusted to ensure the electric drive system operates at maximum efficiency.

[0065] It should be noted that the preset power threshold of the battery pack is related to the battery material. For example, under normal circumstances, the maximum SOC of lithium iron phosphate batteries is 97%, and the maximum SOC of ternary lithium batteries is 95%. For safety reasons, the preset power threshold of the battery pack can be set lower than the maximum charge value of the battery, thereby ensuring that the battery pack is used within a safe range.

[0066] For example, if the remaining charge of the vehicle's battery pack at the current moment does not reach a preset charge threshold, it indicates that the vehicle's battery pack is operating in a safe state. Then, based on the total torque required by the vehicle at the current moment and the vehicle's operating condition information, the efficiency of the electric drive system corresponding to different wheel-end torque distribution ratios can be calculated.

[0067] Please seeFigure 3 , Figure 3 This application illustrates, in an exemplary embodiment, the electric drive system efficiency of a vehicle under different wheel-end torque distribution ratios, wherein the front-wheel drive distribution ratio of the vehicle can be used as the parameter corresponding to the wheel-end torque distribution ratio. Figure 3 Taking a four-wheel drive vehicle with a total torque required at the wheel end of 2000 Nm and a current vehicle speed of 50 km / h as an example, we can obtain the system efficiency values ​​of the vehicle's electric drive system when the front-wheel drive distribution ratio is 10%, 20%, 30%, 40%, 50%, 60%, 70%, 80%, 90%, and 100%.

[0068] In some feasible embodiments, the system efficiency calculated above for the vehicle under different front-wheel drive allocation ratios can also be generated into a table as shown in Table 2 below:

[0069] X 10％ 20％ 30％ 40％ 50％ 60％ 70％ 80％ 90％ 100％ Y 88.5％ 88.7％ 88.9％ 88.3％ 88.37％ 88.35％ 88.4％ 88.2％ 88.25％ 88.45％

[0070] Table 2

[0071] In Table 2, X represents the front-wheel drive allocation ratio of the vehicle, and Y represents the efficiency of the vehicle's electric drive system.

[0072] By calculating the electric drive system efficiency of the vehicle under different wheel-end torque ratio coefficients under the current operating conditions, the wheel-end torque distribution ratio coefficient of the vehicle can be determined based on the current charge and electric drive system efficiency. The charge and electric drive system efficiency are positively correlated. That is, under the current conditions, the larger the remaining charge in the vehicle's battery pack, the higher the selected electric drive system efficiency. The wheel-end torque distribution ratio coefficient corresponding to the electric drive system efficiency is then used as the wheel-end torque distribution ratio coefficient of the vehicle.

[0073] For example, considering that the wheel-end torque distribution of a vehicle is also affected by factors such as the vehicle's current operating conditions and the road conditions of the road the vehicle is traveling on, an appropriate wheel-end torque ratio coefficient is selected by combining the vehicle's current operating conditions and the road conditions of the road the vehicle is traveling on, while ensuring the efficiency of the electric drive system.

[0074] In this embodiment, when the charge in the vehicle battery pack is below a preset charge threshold, the efficiency of the electric drive system under different wheel-end torque distribution ratios can be determined based on the vehicle's total required torque and operating condition information. Then, based on the positive correlation between charge and electric drive system efficiency, the corresponding wheel-end torque distribution ratio is determined, thus ensuring the efficiency of the electric drive system.

[0075] Furthermore, based on the above embodiments, please refer to... Figure 4In one exemplary embodiment provided in this application, before obtaining the vehicle's torque efficiency table, the specific implementation process of the above-mentioned vehicle control method may further include steps S410 and S420, which are described in detail below:

[0076] Step S410: Based on the total demand torque of the vehicle and the vehicle's operating condition information, calculate the electric drive system efficiency corresponding to different wheel-end torque distribution ratio coefficients.

[0077] Step S420: Generate a torque efficiency table for the vehicle based on the different wheel-end torque distribution ratio coefficients and the corresponding electric drive system efficiencies of the vehicle under different wheel-end torque distribution ratio coefficients.

[0078] Specifically, the total torque demand of the vehicle can be calculated based on the driver's intention, the vehicle's current speed, and the vehicle's acceleration. Then, combined with the vehicle's operating condition information, the efficiency of the electric drive system under different torque distribution ratios can be calculated. For example, for each wheel-end torque distribution ratio, the efficiency of the electric drive system can be simulated or measured in practice, taking into account the total torque demand and operating condition information. Electric drive system efficiency is typically defined as the ratio of output power to input power, and this data can be obtained through experiments or simulations. To ensure the accuracy of the data in the torque efficiency table, it can be considered that the efficiency of the electric drive system may vary under different operating conditions, requiring multiple calculations and measurements for different conditions. Finally, the torque distribution ratio of each wheel-end and its corresponding electric drive system efficiency are compiled into a table or database to form the vehicle's torque efficiency table.

[0079] In this embodiment, based on the total demand torque and the vehicle's operating condition information, the efficiency of the electric drive system corresponding to different wheel-end torque distribution ratios is calculated, thereby generating a torque efficiency table for the vehicle. This ensures the accuracy and validity of the data in the vehicle's torque efficiency table.

[0080] Furthermore, based on the above embodiments, please refer to... Figure 5 In one exemplary embodiment provided in this application, before calculating the electric drive system efficiency corresponding to different wheel-end torque distribution ratios based on the vehicle's total demand torque and vehicle operating condition information, the specific implementation process of the above vehicle control method may further include steps S510 and S520, which are detailed below:

[0081] Step S510: Determine the required torque at the wheel ends of the vehicle based on the vehicle's current operating condition information.

[0082] Step S520: Obtain the transmission efficiency of the vehicle at the current moment, and calculate the total required torque corresponding to the vehicle's engine and / or motor based on the transmission efficiency and required torque.

[0083] Specifically, based on vehicle operating information (such as speed, acceleration, and gradient) and driver intent (such as accelerator pedal position), the torque required at the vehicle's wheels is calculated. Transmission efficiency describes the efficiency of torque transfer from the engine / motor to the wheels. This is typically a value between 0 and 1, obtainable through experimentation or by looking up a table.

[0084] For example, the formula for calculating the required torque at the wheel ends of a vehicle is: T = Engine torque × Gear reduction ratio × Final drive ratio. Specifically, this formula takes into account the engine's maximum torque, the gear reduction ratio of the transmission, and the final drive ratio. These factors together determine the maximum wheel end torque that the vehicle can generate under good traction conditions.

[0085] Vehicle transmission efficiency refers to the efficiency with which the power output from the engine is transmitted to the wheels through the transmission and driveshaft. This efficiency value depends on several factors, including the transmission efficiency of the transmission, driveshaft, final drive, differential, and tires.

[0086] Specifically, the formula for calculating transmission efficiency is: Total efficiency η = Conveyor belt efficiency η1 * Conveyor bearing efficiency η2 * Coupling efficiency between conveyor and reducer η3 * Efficiency of 3 pairs of rolling bearings in reducer η4 * Meshing transmission efficiency of 2 pairs of cylindrical gears η5 * Coupling efficiency between motor and reducer η6.

[0087] The range of transmission efficiency varies depending on different conditions and operating circumstances. Generally, the transmission efficiency of a common gearbox is 94.3%. Under the operating conditions for which test results were obtained, the overall transmission efficiency of the driveshaft is relatively high, generally above 99%.

[0088] Furthermore, transmission efficiency varies depending on the gear and the angle between gears. As the gear increases, transmission efficiency tends to decrease, with the decrease occurring more rapidly in the higher gear range. While the overall transmission efficiency decreases with increasing angle, certain specific gears may have slightly higher transmission efficiency than others.

[0089] For example, after obtaining the required wheel-end torque T of the vehicle DrvReq Considering a transmission efficiency of η Trans The transmission ratio is i Motor Then the total torque required by the motor of the vehicle is calculated to be

[0090] In this embodiment, the total required torque of the vehicle's engine and / or motor is determined by the vehicle's operating condition information, so as to further ensure the accuracy and effectiveness of the calculated electric drive system efficiency corresponding to different wheel-end torque distribution ratio coefficients.

[0091] Furthermore, based on the above embodiments, in one exemplary embodiment provided in this application, the aforementioned operating condition information includes the vehicle speed and accelerator pedal opening at the current moment. The specific implementation process of driving the required torque corresponding to the wheel ends of the vehicle according to the current vehicle operating condition information may further include the following steps, which are detailed below:

[0092] The required torque at the wheel ends of the vehicle is determined based on the vehicle speed and accelerator pedal opening.

[0093] Specifically, the required torque T at the vehicle's wheels can be obtained by querying PedalMap using the vehicle's current speed and accelerator pedal opening information. DrvReq .

[0094] It's important to note that Pedal Map is a technique for calibrating pedal force sensors. Its calibration principle is based on the relationship between the sensor's output and the actual pedal force. Pedal force sensors typically measure the force on the pedal using strain gauges or piezoelectric sensors. The purpose of calibration is to establish a mapping between the sensor's output value and the actual pedal force, allowing for more accurate measurement of the magnitude and variation of the pedal force.

[0095] Pedal map can affect the overall vehicle's power response time. For faster response, the demand for high torque can be brought forward (i.e., high torque output at low speeds and with light throttle). Furthermore, in a sense, the pedal map also determines the vehicle's character. Therefore, the curves relating pedal depth, engine speed, and engine power are commonly referred to as accelerator pedal characteristics.

[0096] In this embodiment, the required torque corresponding to the wheel end of the vehicle can be directly determined by querying the Pedal Map, which not only simplifies the calculation of the required torque, but also ensures the accuracy and effectiveness of the electric drive system efficiency calculated subsequently.

[0097] Furthermore, based on the above embodiments, please refer to... Figure 6 In one exemplary embodiment provided in this application, the specific implementation process of the above-described vehicle control method may further include steps S610 to S630, which are described in detail below:

[0098] Step S610: Sort the electric drive system efficiencies of the vehicle under different wheel-end torque distribution ratios to obtain the sorted electric drive system efficiencies.

[0099] Specifically, if the detected vehicle charge value is higher than the preset voltage threshold at the current moment, that is, the vehicle charge value is too high, it is easy to cause the battery pack to operate unstablely and affect the battery pack's service life. Therefore, a lower electric drive system efficiency can be used to quickly reduce the amount of residual charge in the battery pack. Thus, under the vehicle's operating conditions at the current moment, the drive system efficiency corresponding to different wheel-end torque distribution ratio coefficients can be calculated and sorted to obtain the corresponding sorted electric drive system efficiency.

[0100] like Figure 7 As shown, Figure 7 This application illustrates, in an exemplary embodiment, the drive system efficiency corresponding to different wheel-end torque distribution ratios, such as... Figure 7 As shown, taking a commonly used ternary lithium battery as an example, if the SOC is up to 95%, and 90% is set as the preset power threshold of the battery, then the efficiency of the electric drive system can be based on the remaining charge in the vehicle's battery pack and the different front-wheel drive distribution ratios of the vehicle.

[0101] like Figure 7 As shown, when the remaining charge value in the vehicle's battery pack reaches or exceeds a preset charge threshold (90%), it can be seen that as the charge value increases, in order to further reduce the remaining charge value in the battery pack, a smaller wheel-end torque distribution ratio coefficient corresponding to the electric drive system efficiency can be selected. For example... Figure 7 As shown, the efficiency of the electric drive systems can be sorted from high to low, resulting in the table shown in Table 3 below:

[0102] X 30％ 20％ 10％ 100％ 50％ 70％ 50％ 60％ 90％ 80％ Y 88.9％ 88.7％ 88.5％ 88.3％ 88.45％ 88.4％ 88.37％ 88.35％ 88.25％ 88.2％

[0103] Table 3

[0104] In Table 3, X represents the front-wheel drive allocation ratio of the vehicle, and Y represents the efficiency of the vehicle's electric drive system.

[0105] Step S620: Calculate the difference between the charge amount and the preset charge amount threshold, and determine the corresponding target electric drive system efficiency from the sorted electric drive system efficiencies based on the difference;

[0106] Step S630: The wheel-end torque distribution ratio coefficient corresponding to the target electric drive system efficiency is used as the wheel-end torque distribution ratio coefficient of the vehicle, wherein the difference is negatively correlated with the electric drive system efficiency.

[0107] Specifically, the difference between the current vehicle charge and a preset charge threshold can be calculated, and the target electric drive system efficiency can be selected from the electric drive system efficiencies sorted as shown in Table 3 based on this difference. The difference is negatively correlated with the target electric drive system efficiency, meaning that the larger the difference, the smaller the selected target electric drive system efficiency. This allows the charge in the battery pack to be quickly reduced to below the preset charge threshold, thereby ensuring the safe operation of the battery pack and avoiding impact on its lifespan and stability.

[0108] For example, in some implementable embodiments, it may also be as follows: Figure 7 As shown, the wheel-end torque distribution ratio coefficient of the vehicle is determined based on the matching relationship between the charge value in the vehicle's battery pack and the efficiency of the electric drive system. Figure 7 As shown, when the remaining charge in the vehicle's battery pack is 90.5%, the vehicle can select the wheel-end torque distribution ratio corresponding to an electric drive system efficiency of 88.7%. In other words, the wheel-end torque distribution ratio corresponding to different charge values ​​is calibrated offline.

[0109] In this embodiment, the efficiency of the electric drive system corresponding to different wheel-end torque distribution ratios of the vehicle is sorted, and then the target electric drive system efficiency is determined based on the negative correlation between the difference between the charge amount and the preset charge amount threshold and the sorted electric drive system efficiency. This allows the charge amount in the battery pack to drop rapidly below the preset safety threshold, ensuring the operational stability of the battery pack.

[0110] Furthermore, based on the above embodiments, in one exemplary embodiment provided in this application, the specific implementation process of determining the wheel-end torque distribution ratio coefficient of the vehicle based on charge quantity and electric drive system efficiency may further include the following steps, which are detailed below:

[0111] Specifically, considering that exceeding the preset charge threshold in the vehicle's battery pack can affect the stable operation and lifespan of the battery pack, in order to quickly reduce the charge in the vehicle's battery pack below the preset charge threshold, the wheel-end torque distribution ratio coefficient corresponding to the lowest efficiency of the electric drive system under different wheel-end torque distribution ratio coefficients can be selected as the wheel-end torque distribution ratio coefficient of the vehicle.

[0112] For example, the wheel-end torque distribution ratio coefficient corresponding to an electric drive system efficiency of 88.2% in Table 3 can be selected as the wheel-end torque distribution ratio coefficient of the vehicle.

[0113] In some feasible embodiments, considering that the driving mode of a four-wheel drive vehicle is also related to the road conditions on which the vehicle is traveling, the most suitable wheel-end torque distribution ratio coefficient can be selected by comprehensively considering the road conditions on which the vehicle is traveling, the vehicle's operating information, and the efficiency of the electric drive system. In this embodiment, the selected electric drive system efficiency is not necessarily the lowest.

[0114] In this embodiment, the wheel-end torque distribution ratio coefficient corresponding to the lowest efficiency of the electric drive system under different wheel-end torque distribution ratio coefficients is used as the wheel-end torque distribution ratio coefficient of the vehicle. This ensures that the charge value in the vehicle's battery pack is reduced to below the safety threshold in the shortest possible time, thereby ensuring the safety and stability of the battery pack.

[0115] Figure 8 This is a simplified flowchart illustrating vehicle control in an exemplary application scenario. Figure 8 In the application scenario shown, the vehicle's operating condition information is acquired, including charge level, vehicle speed, and throttle opening. It is then determined whether the charge value exceeds a preset charge threshold. If so, the vehicle's torque efficiency table is obtained, which includes the wheel-end torque distribution ratio coefficient and the corresponding electric drive system efficiency. The wheel-end torque distribution ratio coefficient is determined from the torque efficiency table based on the charge level, where charge level and electric drive system efficiency are negatively correlated. If not, under the current vehicle operating conditions, the wheel-end torque distribution ratio coefficient corresponding to the highest efficiency of the electric drive system under different wheel-end torque distribution ratio coefficients is used as the vehicle's wheel-end torque distribution ratio coefficient. Based on the wheel-end torque distribution ratio coefficient, the vehicle's engine and / or motor output torque in their respective proportions. For detailed implementation processes, please refer to the descriptions in the aforementioned embodiments; they will not be repeated here.

[0116] Figure 9 This is a block diagram illustrating a vehicle control device according to an exemplary embodiment of this application. The device can be applied to… Figure 1 The implementation environment shown is specifically configured in server 120. This device can also be applied to other exemplary implementation environments and specifically configured in other devices. This embodiment does not limit the implementation environment to which this device is applicable.

[0117] like Figure 9As shown, the exemplary vehicle control device 900 includes: a first acquisition module 910, used for obtaining the vehicle's operating condition information at a previous moment, including the vehicle's charge quantity; a second acquisition module 920, used for obtaining the vehicle's torque efficiency table if the charge quantity reaches or exceeds a preset charge quantity threshold, the torque efficiency table including the vehicle's wheel-end torque distribution ratio coefficient and the electric drive system efficiency corresponding to the torque distribution ratio coefficient; a determination module 930, used for determining the vehicle's wheel-end torque distribution ratio coefficient from the vehicle's torque efficiency table based on the charge quantity, wherein the charge quantity and the electric drive system efficiency are negatively correlated; and a control module 940, used for controlling the vehicle's engine and / or motor to output torque of their respective corresponding proportions according to the wheel-end torque distribution ratio coefficient.

[0118] According to one aspect of the embodiments of this application, the vehicle control device further includes: a selection module, configured to, if the charge amount does not reach a preset charge amount threshold, use the wheel end torque distribution ratio coefficient corresponding to the maximum electric drive efficiency in the vehicle's torque efficiency table as the vehicle's distribution ratio coefficient.

[0119] According to one aspect of this application, the vehicle control device further includes: a calculation module, used to calculate the electric drive system efficiency corresponding to different wheel-end torque distribution ratios of the vehicle based on the total demand torque of the vehicle and the vehicle's operating condition information; and a generation module, used to generate a torque efficiency table of the vehicle based on different wheel-end torque distribution ratios of the vehicle and the electric drive system efficiency corresponding to different wheel-end torque distribution ratios of the vehicle.

[0120] According to one aspect of the embodiments of this application, the vehicle control device further includes: a torque determination module, used to determine the required torque corresponding to the wheel end of the vehicle based on the vehicle's operating condition information at the current moment; and a torque acquisition module, used to acquire the vehicle's transmission efficiency at the current moment, so as to calculate the total required torque corresponding to the vehicle's engine and / or motor based on the transmission efficiency and the required torque.

[0121] According to one aspect of the embodiments of this application, the torque determination module is further configured to determine the required torque corresponding to the wheel ends of the vehicle based on the vehicle speed and the accelerator pedal opening.

[0122] According to one aspect of the embodiments of this application, the vehicle control device further includes: a sorting module, used to sort the electric drive system efficiencies corresponding to different wheel-end torque distribution ratio coefficients of the vehicle, to obtain the sorted electric drive system efficiencies; a difference calculation module, used to calculate the difference between the charge quantity and a preset charge quantity threshold, and determine the corresponding target electric drive system efficiency from the sorted electric drive system efficiencies based on the difference; and a ratio coefficient determination module, used to use the wheel-end torque distribution ratio coefficient corresponding to the target electric drive system efficiency as the wheel-end torque distribution ratio coefficient of the vehicle, wherein the difference and the electric drive system efficiency are negatively correlated.

[0123] According to one aspect of the embodiments of this application, the above-mentioned proportional coefficient determination module is further configured to use the wheel-end torque distribution proportional coefficient of the electric drive system with the lowest efficiency among the drive system efficiencies corresponding to different wheel-end torque distribution proportional coefficients of the vehicle as the wheel-end torque distribution proportional coefficient of the vehicle.

[0124] It should be noted that the vehicle control device and the vehicle control method provided in the above embodiments belong to the same concept. The specific ways in which each module and unit performs operations have been described in detail in the method embodiments and will not be repeated here. In practical applications, the vehicle control device provided in the above embodiments can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above. This is not a limitation here.

[0125] Figure 10 A schematic diagram of the structure of an electric or hybrid vehicle according to one embodiment of this application is shown. Figure 10 As shown, the electric or hybrid vehicle in this embodiment includes a vehicle controller 1000, which may include one or more components such as a processor 1001, a memory 1002, and one or more application programs. The one or more application programs may be stored in the memory 1002 and configured to be executed by the one or more processors 1001. These one or more application programs are configured to perform the hybrid vehicle driving method as described in the foregoing method embodiments.

[0126] Processor 1001 may include one or more processing cores. Processor 1001 connects to various parts of the electric or hybrid vehicle using various interfaces and lines, and performs various functions and processes data of the electric or hybrid vehicle by running or executing instructions, programs, code sets, or instruction sets stored in memory 1002, and by calling data stored in memory 1002. Optionally, processor 1001 may be implemented using at least one hardware form of Digital Signal Processing (DSP), Field-Programmable Gate Array (FPGA), or Programmable Logic Array (PLA). Processor 1001 may integrate one or more of a Central Processing Unit (CPU), Graphics Processing Unit (GPU), and modem. The CPU mainly handles the operating system, user interface, and applications; the GPU is responsible for rendering and drawing the displayed content; and the modem is used for wireless communication. It is understood that the modem may also not be integrated into processor 1001 and may be implemented separately through a communication chip.

[0127] The memory 1002 may include random access memory (RAM) or read-only memory (ROM). The memory 1002 can be used to store instructions, programs, code, code sets, or instruction sets. The memory 1002 may include a program storage area and a data storage area. The program storage area may store instructions for implementing an operating system, instructions for implementing at least one function, instructions for implementing the various method embodiments described above, etc. The data storage area may also store data generated during the use of the electric or hybrid vehicle.

[0128] Embodiments of this application also provide an electronic device, including: one or more processors; and a storage device for storing one or more programs, which, when executed by the one or more processors, cause the electronic device to implement the vehicle control methods provided in the above embodiments.

[0129] Figure 11 A schematic diagram of a computer system suitable for implementing the embodiments of this application is shown. It should be noted that... Figure 11 The computer system 1100 of the electronic device shown is merely an example and should not impose any limitation on the functionality and scope of use of the embodiments of this application.

[0130] like Figure 11 As shown, the computer system 1100 includes a Central Processing Unit (CPU) 1101, which can perform various appropriate actions and processes based on programs stored in Read-Only Memory (ROM) 1102 or programs loaded from storage portion 1108 into Random Access Memory (RAM) 1103, such as performing the methods described in the above embodiments. Various programs and data required for system operation are also stored in RAM 1103. The CPU 1101, ROM 1102, and RAM 1103 are interconnected via bus 1104. An Input / Output (I / O) interface 1105 is also connected to bus 1104.

[0131] The following components are connected to I / O interface 1105: an input section 1106 including a keyboard, mouse, etc.; an output section 1107 including a cathode ray tube (CRT), liquid crystal display (LCD), etc., and speakers, etc.; a storage section 1108 including a hard disk, etc.; and a communication section 1109 including a network interface card such as a LAN (Local Area Network) card, modem, etc. The communication section 1109 performs communication processing via a network such as the Internet. A drive 1110 is also connected to I / O interface 1105 as needed. Removable media 1111, such as a disk, optical disk, magneto-optical disk, semiconductor memory, etc., are installed on drive 1110 as needed so that computer programs read from them can be installed into storage section 1108 as needed.

[0132] Specifically, according to embodiments of this application, the processes described above with reference to the flowcharts can be implemented as computer software programs. For example, embodiments of this application include a computer program product comprising a computer program carried on a computer-readable medium, the computer program including a computer program for performing the methods shown in the flowcharts. In such embodiments, the computer program can be downloaded and installed from a network via communication section 1109, and / or installed from removable medium 1111. When the computer program is executed by central processing unit (CPU) 1101, it performs various functions defined in the system of this application.

[0133] It should be noted that the computer-readable medium shown in the embodiments of this application can be a computer-readable signal medium or a computer-readable storage medium, or any combination of the two. A computer-readable storage medium can be, for example, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination thereof. More specific examples of a computer-readable storage medium may include, but are not limited to: an electrical connection having one or more wires, a portable computer disk, a hard disk, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM), flash memory, optical fiber, portable compact disc read-only memory (CD-ROM), optical storage device, magnetic storage device, or any suitable combination thereof. In this application, a computer-readable signal medium may include a data signal propagated in baseband or as part of a carrier wave, carrying a computer-readable computer program. Such propagated data signals can take various forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination thereof. Computer-readable signal media can also be any computer-readable medium other than computer-readable storage media, which can send, propagate, or transmit a program for use by or in connection with an instruction execution system, apparatus, or device. The computer program contained on the computer-readable medium can be transmitted using any suitable medium, including but not limited to wireless, wired, etc., or any suitable combination thereof.

[0134] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to various embodiments of this application. Each block in a flowchart or block diagram may represent a module, segment, or portion of code, which contains one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions indicated in the blocks may occur in a different order than those indicated in the drawings. For example, two consecutively indicated blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in a block diagram or flowchart, and combinations of blocks in a block diagram or flowchart, can be implemented using a dedicated hardware-based system that performs the specified function or operation, or using a combination of dedicated hardware and computer instructions.

[0135] The units described in the embodiments of this application can be implemented in software or hardware, and the described units can also be located in a processor. The names of these units do not necessarily limit the specific unit itself.

[0136] Another aspect of this application provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the vehicle control method as described above. This computer-readable storage medium may be included in the electronic device described in the above embodiments, or it may exist independently and not incorporated into the electronic device.

[0137] Another aspect of this application provides a computer program product or computer program including computer instructions stored in a computer-readable storage medium. A processor of a computer device reads the computer instructions from the computer-readable storage medium and executes the computer instructions, causing the computer device to perform the vehicle control methods provided in the various embodiments described above.

[0138] The above description is merely a preferred exemplary embodiment of this application and is not intended to limit the implementation of this application. Those skilled in the art can easily make corresponding modifications or alterations based on the main concept and spirit of this application. Therefore, the scope of protection of this application should be determined by the scope of protection claimed in the claims.

Claims

1. A vehicle control method, characterized in that, include: Obtain the vehicle's current operating status information, including the vehicle's charge level; If the amount of charge reaches or exceeds a preset charge threshold, the torque efficiency table of the vehicle is obtained. The torque efficiency table includes the wheel-end torque distribution ratio coefficient of the vehicle and the electric drive system efficiency corresponding to the torque distribution ratio coefficient. The wheel-end torque distribution ratio coefficient of the vehicle is determined from the torque efficiency table of the vehicle by means of the amount of charge, wherein the amount of charge is negatively correlated with the efficiency of the electric drive system; According to the wheel end torque distribution ratio coefficient, the engine and / or motor of the vehicle are controlled to output torque in their respective proportions.

2. The method as described in claim 1, characterized in that, The method further includes: If the charge amount does not reach the preset charge amount threshold, the wheel end torque distribution ratio coefficient corresponding to the maximum electric drive efficiency in the torque efficiency table of the vehicle is used as the distribution ratio coefficient of the vehicle.

3. The method as described in claim 1, characterized in that, Before obtaining the torque efficiency table of the vehicle, the method further includes: Based on the total required torque of the vehicle and the operating condition information of the vehicle, calculate the electric drive system efficiency corresponding to different wheel-end torque distribution ratio coefficients. A torque efficiency table for the vehicle is generated based on the different wheel-end torque distribution ratio coefficients and the corresponding electric drive system efficiencies of the vehicle under different wheel-end torque distribution ratio coefficients.

4. The method as described in claim 3, characterized in that, Before calculating the electric drive system efficiency corresponding to different wheel-end torque distribution ratios based on the vehicle's total required torque and the vehicle's operating condition information, the method further includes: The required torque at the wheel ends of the vehicle is determined based on the vehicle's current operating condition information. Obtain the transmission efficiency of the vehicle at the current moment, and calculate the total required torque corresponding to the engine and / or motor of the vehicle based on the transmission efficiency and the required torque.

5. The method as described in claim 4, characterized in that, The operating condition information includes the vehicle speed and accelerator pedal opening at the current moment. The step of driving the required torque at the wheel ends of the vehicle based on the current operating condition information includes: The required torque at the wheel ends of the vehicle is determined based on the vehicle speed and the accelerator pedal opening.

6. The method as described in claim 3, characterized in that, The method further includes: The electric drive system efficiency of the vehicle under different wheel-end torque distribution ratio coefficients is sorted to obtain the sorted electric drive system efficiency. Calculate the difference between the charge quantity and the preset charge quantity threshold, and determine the corresponding target electric drive system efficiency from the sorted electric drive system efficiencies based on the difference; The wheel-end torque distribution ratio coefficient corresponding to the target electric drive system efficiency is used as the wheel-end torque distribution ratio coefficient of the vehicle, wherein the difference is negatively correlated with the electric drive system efficiency.

7. The method as described in claim 1, characterized in that, Determining the wheel-end torque distribution ratio coefficient of the vehicle from the vehicle's torque efficiency table using the amount of charge includes: The wheel-end torque distribution ratio coefficient of the vehicle is defined as the wheel-end torque distribution ratio coefficient corresponding to the lowest efficiency of the electric drive system under different wheel-end torque distribution ratio coefficients.

8. A vehicle control device, characterized in that, The device includes: The first acquisition module is used to obtain the vehicle's operating condition information at the previous moment, including the vehicle's charge level. The second acquisition module is used to acquire the torque efficiency table of the vehicle if the amount of charge reaches or exceeds a preset charge threshold. The torque efficiency table includes the wheel-end torque distribution ratio coefficient of the vehicle and the electric drive system efficiency corresponding to the torque distribution ratio coefficient. A determining module is used to determine the wheel-end torque distribution ratio coefficient of the vehicle from the torque efficiency table of the vehicle using the amount of charge, wherein the amount of charge is negatively correlated with the efficiency of the electric drive system; The control module is used to control the engine and / or motor of the vehicle to output torque in proportion to their respective ratios according to the wheel end torque distribution ratio coefficient.

9. An electronic device, characterized in that, include: One or more processors; A storage device for storing one or more programs, which, when executed by the one or more processors, cause the electronic device to implement the vehicle control method as described in any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that, It stores computer-readable instructions that, when executed by the computer's processor, cause the computer to perform the vehicle control method according to any one of claims 1 to 7.

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