Vehicle control method, storage medium, controller and vehicle

Abstract

The invention discloses a vehicle control method, a storage medium, a controller and a vehicle, and relates to the technical field of vehicles. The control method of the vehicle comprises the steps that in response to a torque request, closed-loop target power and whole vehicle demand torque are determined; obtaining the actual power of the target to be corrected, and generating the maximum allowable request power based on the power deviation between the closed-loop target power and the actual power; limiting the required torque of the whole vehicle by utilizing the maximum allowable request power to obtain the target wheel end torque of the whole vehicle; and controlling a driving motor of the vehicle based on the target wheel end torque of the whole vehicle. According to the method, through real-time detection and closed-loop compensation of the power deviation, the operation safety boundary of the high-voltage component can be dynamically guaranteed within the full working condition range. Meanwhile, the potential deviation of a power system and the requirements of a driver are effectively balanced, it is ensured that the power response of the whole vehicle meets the expectation, the energy recovery efficiency is maximized, and therefore the endurance performance is optimized.

Description

Technical Field

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

[0002] The powertrain system of a vehicle (such as a pure electric vehicle or a hybrid vehicle) integrates components such as a drive motor, various high-voltage loads, and a boost DC module, and its operating conditions are complex and variable. Deviations in any component of the system, such as motor efficiency deviating from its calibration value or inaccurate estimation of high-voltage load power consumption, will cause power deviations in the entire powertrain system. If these deviations are not controlled, they may lead to overcharging or over-discharging of the battery or boost DC module, affecting system safety and lifespan; on the other hand, they may result in underutilization of battery discharge capacity, causing a decrease in overall vehicle performance; or insufficient charging during energy recovery, weakening braking regenerative efficiency and reducing driving range. Summary of the Invention

[0003] The purpose of this invention is to provide a vehicle control method, storage medium, controller, and vehicle to improve the efficiency and accuracy of road surface adhesion coefficient estimation.

[0004] In a first aspect, embodiments of the present invention propose a vehicle control method, the method comprising the following steps: in response to a torque request, determining a closed-loop target power and a vehicle-wide required torque; obtaining the actual power of a target to be corrected, and generating a maximum permissible requested power based on the power deviation between the closed-loop target power and the actual power, wherein the target to be corrected includes a vehicle power battery and / or a boost DC module; using the maximum permissible requested power to limit the vehicle-wide required torque to obtain a vehicle-wide target wheel-end torque; and controlling the vehicle's drive motor based on the vehicle-wide target wheel-end torque.

[0005] In some embodiments, determining the closed-loop target power in response to a torque request includes: in response to a drive torque request, calculating the sum of the maximum permissible discharge power of the vehicle's battery and the power consumed by the load, and taking the smaller of the sum and the maximum permissible discharge power of the vehicle's boost DC power to obtain the closed-loop target power; and in response to a braking torque request, calculating the difference between the maximum permissible charging power of the vehicle's battery and the power consumed by the load, and taking the smaller of the difference and the maximum permissible charging power of the vehicle's boost DC power to obtain the closed-loop target power.

[0006] In some embodiments, generating the maximum permissible requested power based on the power deviation between the closed-loop target power and the actual power includes: generating the maximum permissible requested power using a PID controller based on the power deviation; wherein, under the drive torque request, the power deviation is the closed-loop target power minus the actual power; and under the braking torque request, the power deviation is the actual power minus the closed-loop target power.

[0007] In some embodiments, when the power deviation is greater than 0, before limiting the vehicle's required torque using the maximum permissible requested power, the method further includes: under a drive torque request, determining that the vehicle's required torque is greater than or equal to the vehicle's maximum drive target torque, and that the actual power of the target to be corrected is less than the maximum permissible discharge power of the target to be corrected; under a braking torque request, determining that the vehicle's required torque is greater than or equal to the vehicle's maximum feedback target torque, and that the actual power of the target to be corrected is less than the maximum permissible charging power of the target to be corrected.

[0008] In some embodiments, limiting the vehicle's required torque using the maximum permissible requested power to obtain the target wheel-end torque includes: calculating the maximum permissible requested torque based on the maximum permissible requested power; taking the smaller of the maximum permissible requested torque and the maximum permissible output torque of the vehicle drive motor; in response to the vehicle's required torque being greater than the smaller torque, using the smaller torque as the target wheel-end torque; and in response to the vehicle's required torque being less than or equal to the smaller torque, using the vehicle's required torque as the target wheel-end torque.

[0009] In some embodiments, before controlling the drive motor of the vehicle based on the target wheel-end torque of the vehicle, the method further includes: performing a smoothing filter on the target wheel-end torque of the vehicle.

[0010] In some embodiments, obtaining the actual power of the target to be calibrated includes: obtaining the current and voltage of the target to be calibrated; multiplying the current and voltage of the target to be calibrated, and performing a second-order low-pass filter on the multiplication result to obtain the actual power of the boost DC module.

[0011] Secondly, embodiments of the present invention provide a computer-readable storage medium having a computer program stored thereon, wherein when the computer program is executed by a processor, it implements the vehicle control method described in the first aspect embodiment.

[0012] Thirdly, embodiments of the present invention provide a controller, comprising: at least one processor, and a memory communicatively connected to the at least one processor; wherein the memory stores a computer program executable by the at least one processor, and when the computer program is executed by the at least one processor, the at least one processor performs the vehicle control method described in the first aspect embodiment.

[0013] Fourthly, embodiments of the present invention provide a vehicle comprising: the controller described in the third aspect embodiment.

[0014] The vehicle control method, storage medium, controller, and vehicle of this invention, through real-time detection and closed-loop compensation of power deviation, can dynamically ensure the operational safety boundary of high-voltage components across all operating conditions. Simultaneously, it effectively balances potential deviations in the power system with driver demands, ensuring the vehicle's power response meets expectations and maximizing energy recovery efficiency, thereby optimizing range performance. Attached Figure Description

[0015] Figure 1 This is a schematic diagram of the power deviation problem in a hybrid vehicle according to an embodiment of the present invention; Figure 2 This is a flowchart of a vehicle control method according to an embodiment of the present invention; Figure 3 This is a system architecture diagram of a vehicle control method according to an embodiment of the present invention; Figure 4 This is a flowchart of a motor power closed-loop control according to an embodiment of the present invention; Figure 5 This is a flowchart of motor power closed-loop control according to another embodiment of the present invention; Figure 6 This is a structural block diagram of a controller according to an embodiment of the present invention; Figure 7 This is a structural block diagram of a vehicle according to an embodiment of the present invention. Detailed Implementation

[0016] Embodiments of the present invention are described in detail below, examples of which are illustrated in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain the present invention, and should not be construed as limiting the present invention.

[0017] This addresses issues such as deteriorated vehicle acceleration performance and deteriorated vehicle feedback performance caused by inaccurate battery or boost DC module overcharging or over-discharging, insufficient battery or boost DC discharge, and inaccurate battery or boost DC charging during vehicle operation (e.g., pure electric vehicles, hybrid vehicles) due to inaccurate drive motor efficiency, inaccurate high-voltage load power consumption, inaccurate boost DC module efficiency, etc.

[0018] Taking hybrid vehicles as an example, their powertrain systems contain more components than those of pure electric vehicles, including not only the drive motor, various high-voltage loads, and boost DC modules, but also the engine and generator. Figure 1 As shown, engine torque may be inaccurate due to high altitude, high intake / ambient temperature, and individual engine differences; drive motor and generator may have inaccurate motor efficiency due to inaccurate motor torque, stator and rotor temperature changes, ambient temperature, and individual motor differences; high-voltage load may have inaccurate load power due to inaccurate transmitted message power, unknown Disus (Di-Suspension, intelligent active suspension system) power, and unknown battery heating power; boost DC module may have inaccurate boost DC efficiency due to the lack of accurate efficiency parameters and individual boost DC module differences. Figure 1 The PTC (Positive Temperature Coefficient) mentioned refers to a thermistor with a positive temperature coefficient, used for heating the cab or battery.

[0019] Deviations in all of the aforementioned components will cause power deviations in the entire hybrid system, manifested as deviations in the actual power of the battery or the actual power of the boost DC converter. These deviations can lead to serious consequences: deteriorated performance, reduced regenerative braking, shortened driving range, shortened component lifespan, power loss, limited pure electric capability, and overcharging or over-discharging of the battery or boost DC converter. Therefore, this invention proposes a vehicle control method, a storage medium, a controller, and a vehicle.

[0020] The following description, with reference to the accompanying drawings, outlines an embodiment of the vehicle control method, storage medium, controller, and vehicle of the present invention.

[0021] Figure 2This is a flowchart of a vehicle control method according to an embodiment of the present invention. The vehicle control method can be executed by the vehicle's overall controller and is applicable to various vehicle types, including pure electric vehicles and hybrid vehicles. The vehicle is equipped with a power battery and a boost DC (Direct Current) module. This boost DC module can be a DC-DC converter, with its low-voltage end connected to the power battery and its high-voltage end connected to high-voltage loads, including the drive motor. It is used to boost the voltage of the power battery to provide the required operating voltage for the high-voltage loads such as the drive motor, and to achieve high- and low-voltage electrical isolation, ensuring the safe and efficient operation of the system.

[0022] like Figure 2 As shown, the vehicle control method includes the following steps: S11, in response to torque requests, determines the closed-loop target power and the vehicle's required torque.

[0023] The torque request originates from the vehicle controller's interpretation of the driver's operating intentions. For example, it can be a positive drive torque request interpreted from the accelerator pedal opening and its rate of change, or a negative braking torque request interpreted from the brake pedal opening and brake master cylinder pressure. The vehicle's required torque can be calculated based on this torque request, taking into account factors such as current vehicle speed, driving mode, and system status, using a pre-calibrated drive or braking torque mapping table.

[0024] In some embodiments of the present invention, the torque request is a drive torque request; determining the closed-loop target power includes: calculating the sum of the maximum allowable discharge power of the vehicle's battery and the power consumed by the load, and taking the smaller of the sum and the maximum allowable discharge power of the vehicle's boost DC to obtain the closed-loop target power; Specifically, when the torque request is a drive torque request, the total available discharge power is calculated by summing the maximum allowable discharge power of the power battery in the current state with the real-time power consumption of all high-voltage loads. Then, this total available discharge power is compared with the maximum allowable discharge power of the boost DC module, and the smaller of the two is taken as the closed-loop target power under drive conditions. Subsequent closed-loop control based on this target power ensures that the vehicle's drive target power does not exceed the safe discharge capacity boundary of the battery and any critical component in the high-voltage power distribution system.

[0025] In some embodiments of the present invention, the torque request is a braking torque request; determining the closed-loop target power includes: calculating the difference between the maximum allowable charging power of the vehicle's battery and the power consumed by the load, and taking the smaller of the difference and the maximum allowable charging power of the vehicle's boost DC to obtain the closed-loop target power.

[0026] Specifically, when the torque request is a braking torque request, the maximum allowable charging power of the vehicle's power battery under the current state is calculated, and the real-time power consumption of all high-voltage loads is subtracted from it to obtain the net charging power available for energy recovery. Subsequently, this net charging power is compared with the maximum allowable charging power of the boost DC module, and the smaller value is taken as the closed-loop target power (usually a negative value) under regenerative braking conditions. Subsequent closed-loop control based on this target power ensures that the vehicle fully utilizes the battery's charging capacity while strictly adhering to the charging safety limits of each component of the high-voltage electrical system when recovering energy.

[0027] To address potential component damage and after-sales quality issues caused by over-discharge and overcharge of boost DC modules, this invention determines the closed-loop target power by comprehensively considering the maximum allowable power boundaries of the power battery and the boost DC module, thus constructing a more comprehensive high-voltage system protection mechanism. During discharge, the sum of the battery's maximum allowable discharge power and the load power consumption is divided by the minimum value of the boost DC's maximum allowable discharge power. This not only prevents the risk of over-discharge of the battery but also avoids damage to the boost DC module due to overload. During energy recovery, the difference between the battery's maximum allowable charging power and the load power consumption is divided by the minimum value of the boost DC's maximum allowable charging power. This not only suppresses the possibility of battery overcharging but also effectively protects the boost DC module from charging loads exceeding its design range. This dual-constraint protection strategy significantly improves the operational safety of the high-voltage electrical system at the system level, reduces the component failure rate caused by single-point failures, and thus effectively improves the overall vehicle quality and after-sales reliability.

[0028] S12, obtain the actual power of the target to be corrected, and generate the maximum allowable requested power based on the power deviation between the closed-loop target power and the actual power.

[0029] Among them, the target to be calibrated refers to the key links in the entire power transmission path that need to be monitored and closed-loop calibrated, typically including the vehicle's power battery and / or boost DC module.

[0030] In some embodiments of the present invention, obtaining the actual power of the target to be corrected includes: obtaining the current and voltage of the target to be corrected; multiplying the current and voltage of the target to be corrected, and performing a second-order low-pass filter on the multiplication result to obtain the actual power of the target to be corrected.

[0031] Specifically, the current and voltage signals of the target to be calibrated (such as the high-voltage side of a power battery or boost DC module) can be sampled in real time using a corresponding high-voltage sensor; the real-time sampled current and voltage values ​​are multiplied to obtain the instantaneous power; then, the instantaneous power value is processed by a second-order low-pass filter to effectively filter out high-frequency interference caused by switching noise, sampling jitter, etc., so as to obtain the actual power value that can stably reflect the true power trend of the component.

[0032] In other embodiments of the present invention, obtaining the actual power of the target to be calibrated includes: for a specific component (such as a drive motor controller), directly reading the internal state parameters in its controller local area network bus signal, such as the estimated values ​​of the input / output current and voltage of the DC bus, or the instantaneous power value directly reported by the controller; using this read value as the actual power of the component, or using it as the final actual power after cross-validation and fusion with the sensor sampling value.

[0033] The maximum permissible requested power is generated by dynamically adjusting the deviation between the closed-loop target power and the actual power.

[0034] In some embodiments of the present invention, the maximum permissible requested power is generated based on the power deviation between the closed-loop target power and the actual power, including: using a PID (Proportional-Integral-Derivative) controller to generate the maximum permissible requested power based on the power deviation; wherein, under a drive torque request, the power deviation is the closed-loop target power minus the actual power; under a braking torque request, the power deviation is the actual power minus the closed-loop target power.

[0035] Specifically, a PID controller is used, with the calculated power deviation as its input signal, for real-time adjustment. The output of the PID controller is the maximum permissible requested power for the system limit in the next control cycle. This effectively compensates for the persistent steady-state deviation in the system, ensuring the accuracy and stability of the power closed-loop.

[0036] To ensure the correctness of the control logic direction, the definition of deviation is oriented: under the drive torque request, power deviation = closed-loop target power - actual power; under the braking torque request, power deviation = actual power - closed-loop target power.

[0037] For example, the PID controller can also be replaced with any of the following advanced controllers or strategies to achieve better dynamic performance or adapt to specific needs: 1) Fuzzy PID controller: Combining fuzzy logic with PID control, it can adjust PID parameters online and nonlinearly based on power deviation and its rate of change through a fuzzy rule base, thereby achieving better adaptability and robustness than fixed parameter PID when the system operating conditions change over a wide range. 2) Model Predictive Controller: Based on a simplified predictive model of the vehicle powertrain, this controller not only considers the current power deviation but also predicts the dynamic behavior of the system within a finite time domain. By solving an optimization problem online, it directly calculates the optimal control sequence that enables the predicted output to best track the target and satisfy various constraints (such as battery power limits). The first element of this sequence is output as a correction value for the maximum permissible requested power, achieving more advanced and comprehensive coordinated control.

[0038] 3) Sliding Mode Variable Structure Controller: A sliding surface with respect to power deviation is designed, which forces the system state to be constrained to the sliding surface within a finite time and slides along it to the equilibrium point. This controller is highly robust to parameter changes and external disturbances, ensuring that the power closed-loop system responds quickly and stably even with model uncertainties.

[0039] 4) Adaptive controller: By identifying key system parameters (such as equivalent internal resistance, efficiency coefficient, etc.) online in real time and dynamically updating the controller's internal model or parameters, the control system can actively adapt to system characteristic drift caused by component aging, environmental changes, etc., and maintain high-precision control performance over long periods.

[0040] S13 uses the maximum permissible requested power to limit the required torque of the whole vehicle, and obtains the target wheel-end torque of the whole vehicle.

[0041] In some embodiments of the present invention, the vehicle's required torque is limited by the maximum permissible requested power to obtain the target wheel-end torque of the vehicle, including: calculating the maximum permissible requested torque based on the maximum permissible requested power; taking the smaller of the maximum permissible requested torque and the maximum permissible output torque of the vehicle drive motor; taking the smaller torque as the target wheel-end torque of the vehicle in response to the vehicle's required torque being greater than the smaller torque; and taking the vehicle's required torque as the target wheel-end torque of the vehicle in response to the vehicle's required torque being less than or equal to the smaller torque.

[0042] Specifically, the maximum permissible requested torque T corresponding to the maximum permissible requested power P can be obtained using the torque-power conversion formula T=9549×P / n, where n is the real-time speed of the drive motor. This T represents the upper limit of torque currently supported by the power battery and high-voltage DC module. The maximum permissible output torque of the drive motor can be obtained from a table looking up the external characteristic curve of the drive motor based on the speed n and the temperature state of the drive motor. Then, it is compared with T, and the smaller value between the two is taken as the final torque limit value. When the vehicle's required torque is greater than this final torque limit value, the final torque limit value is taken as the target wheel-end torque of the vehicle; when the vehicle's required torque is less than or equal to the final torque limit value, the vehicle's required torque is taken as the target wheel-end torque of the vehicle.

[0043] Therefore, by verifying both the dynamic power boundary and the physical boundary of the motor, the power output of the whole vehicle can be maximized while ensuring the safe operation of the high-voltage system.

[0044] S14 controls the vehicle's drive motor based on the target wheel-end torque of the entire vehicle.

[0045] Specifically, the vehicle controller converts the target wheel-end torque into the required torque at the drive motor shaft based on the current gear ratio and efficiency, and sends a torque command to the motor controller. Upon receiving the command, the motor controller, considering the current rotor position, speed, and bus voltage, adjusts the inverter's three-phase current in real time using algorithms such as field-oriented control or direct torque control to drive the motor and output precise torque. Simultaneously, this process works in conjunction with the engine (in hybrid vehicles), braking system, etc., to ensure smooth switching of the hybrid mode and precise vehicle power response, thereby achieving stable and efficient execution of the target wheel-end torque.

[0046] For example, the number of drive motors can be multiple, such as two, referred to as the front drive motor and the rear drive motor respectively. Correspondingly, the motor controller includes an FMCU (Front Motor Control Unit) and an RMCU (Rear Motor Control Unit), which are used to control the front drive motor and the rear drive motor respectively.

[0047] In this multi-drive motor architecture, the vehicle controller calculates the required torque for the front and rear axles based on the target wheel-end torque of the entire vehicle, combined with the current vehicle status (such as drive mode, wheel slip ratio, road adhesion coefficient, etc.), using a preset torque distribution strategy (such as a real-time distribution algorithm based on optimal efficiency or dynamic stability). Subsequently, the required torque for each axle is converted into precise torque commands for the front and rear drive motor axles according to the transmission ratio and mechanical efficiency of the corresponding drive system. The vehicle controller sends the torque commands for the front and rear motors to the FMCU and RMCU, respectively. Upon receiving the commands, the FMCU and RMCU independently execute high-precision torque closed-loop control based on the real-time status of their respective motors (such as rotor position, speed, and temperature), driving the corresponding motors to output the target torque, ultimately achieving a dynamic, efficient, and stable output of the target wheel-end torque for the entire vehicle.

[0048] The vehicle control method provided in this invention targets the sum / difference between the battery's maximum allowable charging / discharging power and the load's power consumption, taking the smaller of these two values ​​and the maximum allowable charging / discharging power of the boost DC power module. It uses the actual power of the power battery or boost DC module, filtered by a second-order low-pass filter, as the closed-loop feedback quantity. A PID correction stage is added to the control logic to adjust the maximum allowable drive power and maximum allowable feedback power of the drive motor in a closed loop. This effectively prevents overcharging and over-discharging of high-voltage components, ensuring system safety and lifespan, and guaranteeing full utilization of the power battery's charging and discharging capabilities. Therefore, under complex operating conditions and component performance fluctuations, this method can stably maintain the vehicle's designed dynamics, maximize energy recovery efficiency, and thus improve range performance, providing a unified solution that balances safety, performance, and energy efficiency for pure electric and hybrid vehicles.

[0049] In some embodiments of the present invention, before controlling the drive motor of the vehicle based on the target wheel-end torque of the vehicle, the method further includes: performing smoothing filtering on the target wheel-end torque of the vehicle.

[0050] Specifically, a first-order low-pass filter, a slope limiter, or a more advanced motion planning algorithm can be used to smooth the target wheel-end torque of the vehicle. When using a first-order low-pass filter, a reasonable filtering time constant is set so that the target torque command output by the vehicle controller can respond quickly to changes in driver intent while effectively filtering out short-term high-frequency fluctuations caused by power closed-loop regulation or sensor noise. When using a slope limiter, an upper limit is set on the rate of change of the target torque to ensure smooth rise and fall of the torque command, avoiding vehicle jerking or transmission system shocks caused by sudden torque changes. Through smoothing filtering, the vehicle's ride comfort and powertrain durability can be improved while maintaining responsiveness.

[0051] In some embodiments of the present invention, when the power deviation is greater than 0, before limiting the vehicle's required torque using the maximum permissible requested power, the method further includes: under a drive torque request, determining that the vehicle's required torque is greater than or equal to the vehicle's maximum drive target torque, and that the actual power of the target to be corrected is less than the maximum permissible discharge power of the target to be corrected; under a braking torque request, determining that the vehicle's required torque is greater than or equal to the vehicle's maximum feedback target torque, and that the actual power of the target to be corrected is less than the maximum permissible charging power of the target to be corrected.

[0052] Specifically, under a drive torque request, when the power deviation is greater than 0, the closed loop does not immediately amplify the maximum allowable discharge power. Instead, it checks whether the current vehicle torque demand is equal to the vehicle's maximum drive target torque. When they are equal, it indicates that the driver's torque demand exceeds the vehicle's maximum drive target torque. If the discharge is insufficient (e.g., the actual power of the battery does not reach its maximum allowable discharge power, or the actual power of the boost DC module does not reach its maximum allowable discharge power), the closed loop then increases the maximum allowable discharge power. Conversely, under a drive torque request, when the power deviation is less than 0, it indicates that over-discharge has occurred, and the closed-loop PID will reduce the maximum allowable discharge power after closed-loop correction (i.e., the maximum allowable requested power under the drive torque request).

[0053] Similarly, under braking torque request, when the power deviation is greater than 0, the closed loop does not immediately amplify the maximum allowable charging power. Instead, it checks whether the current vehicle torque demand is equal to the vehicle's maximum feedback target torque. When they are equal, it indicates that the driver's torque demand exceeds the current vehicle's maximum feedback target torque. If the discharge is insufficient (e.g., the actual power of the battery does not reach its maximum allowable charging power, or the actual power of the boost DC module does not reach its maximum allowable charging power), the "maximum allowable charging power" is then increased through the closed loop. Correspondingly, under braking torque request, when the power deviation is less than 0, it indicates that overcharging has occurred, and the closed-loop PID will reduce the maximum allowable charging power after closed-loop correction (i.e., the maximum allowable request power under braking torque request).

[0054] The maximum target driving torque and the maximum target feedback torque of the vehicle mentioned above are the performance boundaries of the drive motor itself and the performance boundaries of the battery and the boost DC, and all of them are the smaller values.

[0055] Specifically, these two limits are not the capabilities of a single component, but rather the global minimum value obtained by taking the smallest value among the physical performance boundaries of the drive motor itself, the charging and discharging power boundaries of the power battery, and the input / output power boundaries of the boost DC module. This ensures that under any operating condition, the final output torque command will not exceed the safe operating range of any critical component, thus achieving coordinated protection for both the high-voltage drive system and the energy system.

[0056] The following is combined Figures 3-5 Taking a hybrid vehicle as an example, the vehicle control method of this embodiment of the invention is explained as follows: like Figure 3 As shown, the vehicle controller used to execute the method of the present invention includes a torque limiting module, a torque distribution module, a motor power closed-loop module, and a power generation module.

[0057] See Figure 3 The torque limiting module acquires the power consumption and performance boundaries of various components (such as air conditioning, PTC, DC-DC converters, etc.) and receives torque requests from the accelerator and brake pedals. It then sends the torque requests, load power consumption, and the performance boundaries of the battery and boost DC module (i.e., the maximum allowable charging and discharging power of the battery and the maximum allowable charging and discharging power of the boost DC module) to the motor power closed-loop module. Based on the torque requests, the maximum allowable charging and discharging power of the battery, the maximum allowable charging and discharging power of the boost DC module, and the load consumption, the motor power closed-loop module determines the closed-loop target power and sends it to the torque limiting module. The torque limiting module coordinates the performance boundaries of each component based on the "torque limiting" strategy and sends the limited torque demand to the torque distribution module. The torque distribution module outputs the motor torque demand to the FMCU and RMCU. Furthermore, the torque limiting module can also send the power generation demand to the series generator module, which outputs the engine torque demand and the generator target speed to the GMCU and ECM. FMCU and RMCU output torque according to torque demand, while GMCU (Generator Motor Control Unit) and ECM (Engine Control Manager) output torque and adjust speed normally according to demand.

[0058] The front and rear drive motors and generator cause the battery and boost DC to charge and discharge. The BMS (Battery Management System) and PDC (Power-train Domain Controller, which may include a boost DC module) collect their respective current and voltage, and send them to the motor power closed-loop module as closed-loop feedback quantities via CAN (Controller Area Network) bus or inter-core communication.

[0059] For example, the power generation demand can be calculated by the torque limiting module based on the formula: Power generation demand = Net power demand of drive system + Total power consumption of high voltage accessories + Target net charging power of battery, with the goal of ensuring the energy balance of high voltage system and limited by the maximum capacity of generator set itself, and is ultimately used to control the coordinated output of engine-generator set.

[0060] Taking the closed-loop feedback as an example of the actual power of the boost DC module, such as Figure 4 , Figure 5 As shown, the motor power closed-loop module compares the closed-loop target power and the closed-loop feedback quantity to generate the closed-loop deviation quantity.

[0061] See Figure 4 When the torque request is a drive torque request, the motor power closed-loop module executes the following closed-loop strategy: 1) Take the smaller of "maximum allowable battery discharge power + load power consumption" and "maximum allowable DC discharge power" to generate the target power for the drive closed loop; 2) The current and voltage of the PDC output boost DC module are phased and then filtered by a second-order low-pass filter to output the actual boost DC power. 3) The power deviation is obtained by subtracting the actual power of the boost DC from the target power of the drive closed loop; 4) The "power deviation" is input to the proportional-integral-derivative circuit, and the output drives the closed-loop correction power, which serves as the maximum allowable discharge power after closed-loop correction. 5) The maximum allowable discharge power participates in the limiting current on the discharge side of the drive motor, and the input vehicle demand torque is smoothed by limiting the output before the target wheel end torque of the vehicle. 6) The target wheel-end torque of the entire vehicle is smoothed and output to the drive motor; then, after torque distribution, it is output to the front and rear motors. See Figure 5 When the torque request is a braking torque request, the motor power closed-loop module executes the following closed-loop strategy: 1) Take the smaller of "maximum allowable battery charging power - load power consumption" and "maximum allowable boost DC charging power", and then multiply by -1 (maximum allowable battery charging power, load power consumption, and maximum allowable boost DC charging power are all positive values) to generate the target power for the feedback closed loop; 2) The current and voltage of the PDC output boost DC module are multiplied together and then filtered by a second-order low-pass filter to output the actual power of the boost DC. 3) Subtract the actual power of the boost DC from the target power of the feedback closed loop, and then multiply by -1 to obtain the power deviation; 4) The power deviation is input to the proportional-integral-derivative circuit, and the output is the feedback closed-loop correction power, which serves as the maximum allowable charging power after closed-loop correction. 5) The maximum allowable charging power participates in the limiting current on the drive motor feedback side, and the input vehicle demand torque is smoothed by limiting the output before the target wheel end torque of the vehicle. 6) The target wheel-end torque of the whole vehicle is smoothed and output as the target wheel-end torque of the whole vehicle after passing through the drive motor torque smoothing; then, after torque distribution, it is output to the front and rear motors.

[0062] In summary, the vehicle control method of this invention, compared with the prior art, not only covers the coordinated charging and discharging protection of the battery and the boost DC, but also incorporates the generator power into closed-loop management, expanding its applicability in hybrid systems. Simultaneously, by dynamically compensating for insufficient discharge of the battery or boost DC, the vehicle's acceleration performance is improved; and by performing closed-loop correction for insufficient charging, braking energy recovery efficiency and range performance are enhanced. Specifically, this includes: determining the closed-loop target power based on the maximum allowable charging and discharging power of the power battery and the boost DC module, and using the actual power of both after second-order low-pass filtering as feedback, introducing a proportional-integral-derivative correction stage to achieve closed-loop dynamic adjustment of the maximum allowable driving power and feedback power of the drive motor. This systematically solves problems such as decreased vehicle power, deteriorated braking feedback performance, shortened driving range, reduced lifespan of high-voltage components, power interruption during driving, limited pure electric function, and overcharging and over-discharging of the battery or boost DC module. Furthermore, this invention is not only applicable to pure electric vehicles, but also supports hybrid systems including generators, possessing good vehicle scalability.

[0063] The present invention also proposes a computer-readable storage medium.

[0064] In this embodiment, a computer program is stored on a computer-readable storage medium, and when the computer program is executed by a processor, it implements the vehicle control method of the above embodiment.

[0065] The present invention also proposes a controller.

[0066] Figure 6 This is a structural block diagram of a controller according to an embodiment of the present invention.

[0067] like Figure 6 As shown, the controller 500 includes: a memory 503 and at least one processor 501. Figure 6 (One example is shown). The processor 501 and memory 503 are connected, for example, via a bus 502. Optionally, the controller 500 may also include a transceiver 504. It should be noted that in practical applications, the transceiver 504 is not limited to one, and the structure of the controller 500 does not constitute a limitation on the embodiments of the present invention.

[0068] Processor 501 may be a CPU (Central Processing Unit), a general-purpose processor, a DSP (Digital Signal Processor), an ASIC (Application Specific Integrated Circuit), an FPGA (Field Programmable Gate Array), or other programmable logic devices, transistor logic devices, hardware components, or any combination thereof. It can implement or execute the various exemplary logic blocks, modules, and circuits described in conjunction with the disclosure of this invention. Processor 501 may also be a combination that implements computational functions, such as including one or more microprocessor combinations, a combination of a DSP and a microprocessor, etc.

[0069] Bus 502 may include a pathway for transmitting information between the aforementioned components. Bus 502 may be a PCI (Peripheral Component Interconnect) bus or an EISA (Extended Industry Standard Architecture) bus, etc. Bus 502 can be divided into address bus, data bus, control bus, etc. For ease of representation, Figure 6 The bus is represented by a single thick line, but this does not mean that there is only one bus or one type of bus.

[0070] The memory 503 stores a computer program corresponding to the vehicle control method of the above embodiments of the present invention, which is executed by the processor 501. The processor 501 executes the computer program stored in the memory 503 to implement the content shown in the foregoing method embodiments. Figure 6 The controller 500 shown is merely an example and should not be construed as limiting the functionality and scope of use of embodiments of the present invention.

[0071] Figure 7 This is a structural block diagram of a vehicle according to an embodiment of the present invention.

[0072] like Figure 7 As shown, the vehicle 800 includes: the controller 500 described in the above embodiment.

[0073] It should be noted that the logic and / or steps represented in the flowchart or otherwise described herein, for example, can be considered as a sequenced list of executable instructions for implementing logical functions, and can be specifically implemented in any computer-readable medium for use by, or in conjunction with, an instruction execution system, apparatus, or device (such as a computer-based system, a processor-included system, or other system that can fetch and execute instructions from, an instruction execution system, apparatus, or device). For the purposes of this specification, "computer-readable medium" can be any means that can contain, store, communicate, propagate, or transmit programs for use by, or in conjunction with, an instruction execution system, apparatus, or device. More specific examples (a non-exhaustive list) of computer-readable media include: an electrical connection having one or more wires (electronic device), a portable computer disk drive (magnetic device), random access memory (RAM), read-only memory (ROM), erasable and editable read-only memory (EPROM or flash memory), fiber optic devices, and portable optical disc read-only memory (CDROM). Alternatively, the computer-readable medium may be paper or other suitable media on which the program can be printed, since the program can be obtained electronically, for example, by optically scanning the paper or other medium, followed by editing, interpreting, or otherwise processing as necessary, and then stored in a computer memory.

[0074] It should be understood that various parts of the present invention can be implemented in hardware, software, firmware, or a combination thereof. In the above embodiments, multiple steps or methods can be implemented in software or firmware stored in memory and executed by a suitable instruction execution system. For example, if implemented in hardware, as in another embodiment, it can be implemented using any one or a combination of the following techniques known in the art: discrete logic circuits having logic gates for implementing logical functions on data signals, application-specific integrated circuits (ASICs) having suitable combinational logic gates, programmable gate arrays (PGAs), field-programmable gate arrays (FPGAs), etc.

[0075] In the description of this specification, references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0076] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this invention, "a plurality of" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0077] In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "over," and "on top" of the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0078] Although embodiments of the present invention have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of the present invention.

Claims

1. A method for controlling a vehicle, characterized in that, The method includes the following steps: In response to torque requests, determine the closed-loop target power and the vehicle's required torque; The actual power of the target to be calibrated is obtained, and the maximum allowable requested power is generated based on the power deviation between the closed-loop target power and the actual power, wherein the target to be calibrated includes the vehicle power battery and / or boost DC module; By limiting the required torque of the entire vehicle using the maximum permissible requested power, the target wheel-end torque of the entire vehicle is obtained; The drive motor of the vehicle is controlled based on the target wheel-end torque of the vehicle.

2. The vehicle control method according to claim 1, characterized in that, The step of determining the closed-loop target power in response to a torque request includes: In response to the drive torque request, the sum of the vehicle's maximum allowable battery discharge power and the load power consumption is calculated, and the sum is reduced by the vehicle's maximum allowable DC boost discharge power to obtain the closed-loop target power; In response to the braking torque request, the difference between the maximum allowable charging power of the vehicle's battery and the power consumed by the load is calculated, and the difference is taken as the smaller of the maximum allowable charging power of the vehicle's boost DC to obtain the closed-loop target power.

3. The vehicle control method according to claim 2, characterized in that, The step of generating the maximum allowable requested power based on the power deviation between the closed-loop target power and the actual power includes: The maximum allowable requested power is generated using a PID controller based on the power deviation; Wherein, under the driving torque request, the power deviation is the closed-loop target power minus the actual power; under the braking torque request, the power deviation is the actual power minus the closed-loop target power.

4. The vehicle control method according to claim 1, characterized in that, When the power deviation is greater than 0, before limiting the vehicle's required torque using the maximum permissible requested power, the method further includes: Under the drive torque request, it is determined that the required torque of the whole vehicle is greater than or equal to the maximum drive target torque of the whole vehicle, and the actual power of the target to be corrected is less than the maximum allowable discharge power of the target to be corrected. Under braking torque request, it is determined that the required torque of the vehicle is greater than or equal to the maximum feedback target torque of the vehicle, and the actual power of the target to be corrected is less than the maximum allowable charging power of the target to be corrected.

5. The vehicle control method according to claim 1, characterized in that, The step of limiting the vehicle's required torque using the maximum permissible requested power to obtain the target wheel-end torque of the vehicle includes: Calculate the maximum permissible requested torque based on the maximum permissible requested power; The smaller of the maximum permissible requested torque and the maximum permissible output torque of the vehicle drive motor shall be used. In response to the fact that the required torque for the entire vehicle is greater than the smaller torque, the smaller torque is taken as the target wheel-end torque for the entire vehicle; In response to the vehicle's required torque being less than or equal to the smaller torque, the vehicle's required torque is taken as the vehicle's target wheel-end torque.

6. The vehicle control method according to claim 1, characterized in that, Before controlling the vehicle's drive motor based on the target wheel-end torque of the vehicle, the method further includes: The target wheel-end torque of the vehicle is subjected to smoothing filtering.

7. The vehicle control method according to claim 1, characterized in that, The process of obtaining the actual power of the target to be corrected includes: Obtain the current and voltage of the target to be corrected; The current and voltage of the target to be corrected are multiplied together, and the result is subjected to a second-order low-pass filter to obtain the actual power of the target to be corrected.

8. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by the processor, it implements the vehicle control method as described in any one of claims 1-7.

9. A controller, characterized in that, include: At least one processor, and a memory communicatively connected to the at least one processor; wherein the memory stores a computer program executable by the at least one processor, which, when executed by the at least one processor, causes the at least one processor to perform the vehicle control method as described in any one of claims 1-7.

10. A vehicle, characterized in that, include: The controller as described in claim 9.

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