Vehicle control method and device, processor and electronic equipment

Abstract

The invention discloses a vehicle control method and device, a processor and electronic equipment. The method comprises the steps that state information of a vehicle is obtained, and the state information is used for representing the dynamic running state of the vehicle in the running process; the vehicle is detected based on the state information in response to the condition that the vehicle is in a brake recovery working condition, a detection result is obtained, and the brake recovery working condition is used for representing the working condition that kinetic energy is converted into electric energy and recovered through a motor driving the vehicle in the deceleration process of the vehicle, and the motor outputs negative torque to assist deceleration; the detection result is used for representing whether the vehicle meets conditions for controlling steering wheel starting jitter suppression of the vehicle; determining a control strategy of the vehicle based on the detection result; and according to the control strategy, controlling a steering wheel of the vehicle to start jitter suppression or quit jitter suppression. The technical problem that the vehicle cannot be effectively controlled is solved.

Description

Technical Field

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

[0002] Currently, addressing vehicle vibration issues often relies on physical optimization of the vehicle's suspension system. This can be achieved through partial vehicle mold modifications, material alterations, or redesigning the suspension stiffness and damping characteristics to improve vibration isolation efficiency. However, these methods require implementation in the later stages of vehicle development, necessitating not only re-simulation verification and bench testing of the vehicle's suspension system but also facing risks such as production line adjustments, escalating costs, and extended project cycles.

[0003] Furthermore, because the aforementioned risks are difficult to accurately model and predict in the early stages of vehicle simulation, they often require later real-vehicle road tests to be discovered, resulting in a very small window for rectification and insufficient verification of the feasibility and reliability of optimization solutions. Therefore, technical problems still exist regarding the inability to effectively control vehicles.

[0004] There is currently no effective solution to the aforementioned technical problems. Summary of the Invention

[0005] This application provides a vehicle control method, apparatus, processor, and electronic device to at least solve the technical problem of ineffective vehicle control.

[0006] According to one aspect of the embodiments of this application, a vehicle control method is provided. The method may include: acquiring vehicle state information, wherein the state information represents the dynamic operating state of the vehicle during driving; responding to the vehicle being in a regenerative braking condition, detecting the vehicle based on the state information to obtain a detection result, wherein the regenerative braking condition represents a condition in which the vehicle converts kinetic energy into electrical energy and recovers it during deceleration by driving the vehicle's motor, and the motor outputs negative torque to assist deceleration, and the detection result indicates whether the vehicle meets the conditions for controlling the vehicle's steering wheel start-up vibration suppression; determining a vehicle control strategy based on the detection result, wherein the control strategy represents the rules for performing or discontinuing steering wheel start-up vibration suppression; and controlling the vehicle's steering wheel to either perform or discontinue vibration suppression according to the control strategy.

[0007] Optionally, the status information includes at least one of the following: vehicle speed, vehicle braking deceleration, vehicle power drive system operating mode, and vehicle engine speed. In response to the vehicle being in regenerative braking mode, the vehicle is detected based on the status information to obtain detection results, including: in response to the vehicle being in regenerative braking mode, the vehicle is detected to determine the relationship between the vehicle speed and a first vehicle speed threshold, the relationship between the braking deceleration and a first braking deceleration threshold, whether the operating mode is a non-direct drive mode, and the relationship between the engine speed and a first engine speed threshold, to obtain the detection results.

[0008] Optionally, determining the relationship between the rotational speed and the first rotational speed threshold includes: in response to the vehicle speed being lower than the first vehicle speed threshold and the operating mode being a non-direct drive mode, obtaining the braking torque limit value of the motor and the actual regenerative braking torque of the vehicle, wherein the braking torque limit value is positively correlated with the braking deceleration, and the actual regenerative braking torque is used to represent the magnitude of the negative torque actually output by the vehicle's braking system; in response to the actual regenerative braking torque being greater than or equal to the braking torque limit value, determining that the rotational speed is greater than or equal to the first rotational speed threshold.

[0009] Optionally, in response to the vehicle being in a regenerative braking condition, the vehicle is detected based on state information to obtain a detection result, including: in response to the vehicle speed being lower than a first vehicle speed threshold, the braking deceleration being less than a first braking deceleration threshold, the operating mode being a non-direct drive mode, and the speed being lower than a first speed threshold, determining that the detection result indicates that the vehicle meets the conditions for controlling the vehicle's steering wheel start-up vibration suppression.

[0010] Optionally, in response to the vehicle being in a regenerative braking condition, the vehicle is detected based on the state information to obtain detection results, including: in response to the vehicle being in a regenerative braking condition, the vehicle is detected to determine the relationship between the vehicle speed and a second vehicle speed threshold, the relationship between the braking deceleration and a second braking deceleration threshold, whether the operating mode is pure electric mode or parallel mode, and the relationship between the rotational speed and a second rotational speed threshold, to obtain detection results.

[0011] Optionally, the method further includes: determining a first braking recovery sub-condition and a second braking recovery sub-condition corresponding to the braking recovery condition, wherein the first braking recovery sub-condition is used to indicate a high-load braking recovery state in which the braking torque limit value of the motor has reached or exceeded the maximum allocable limit value of the front axle of the vehicle, and the second braking recovery sub-condition is used to indicate a low-load braking recovery state in which the braking torque limit value is lower than the difference between the front axle limit threshold of the vehicle and a preset offset; and determining the relationship between the speed and a second speed threshold based on the first braking recovery sub-condition and the second braking recovery sub-condition.

[0012] Optionally, in response to the vehicle being in a regenerative braking condition, the vehicle is detected based on state information to obtain detection results, including: in response to the vehicle speed being greater than a second vehicle speed threshold, the braking deceleration being greater than a second braking deceleration threshold, the operating mode being pure electric mode or parallel mode, or the speed being higher than a second speed threshold, determining that the detection result indicates that the vehicle meets the conditions for controlling the vehicle's steering wheel to exit vibration suppression.

[0013] Optionally, based on the detection results, a control strategy for the vehicle is determined, including: in response to the detection results indicating that the vehicle meets the conditions for controlling the vehicle's steering wheel to initiate vibration suppression, determining the control strategy to adjust the torque of the front axle of the vehicle and the engine speed; and in response to the detection results indicating that the vehicle meets the conditions for controlling the vehicle's steering wheel to exit vibration suppression, determining the control strategy to terminate vibration suppression.

[0014] According to another aspect of the embodiments of this application, a vehicle control device is also provided. The device may include: an acquisition unit, configured to acquire vehicle state information, wherein the state information represents the dynamic operating state of the vehicle during driving; a detection unit, configured to detect the vehicle based on the state information in response to the vehicle being in a regenerative braking condition, and obtain a detection result, wherein the regenerative braking condition represents a condition in which the vehicle converts kinetic energy into electrical energy and recovers it during deceleration by driving the vehicle's motor, and the motor outputs negative torque to assist deceleration, and the detection result indicates whether the vehicle meets the conditions for controlling the vehicle's steering wheel start-up vibration suppression; a determination unit, configured to determine a vehicle control strategy based on the detection result, wherein the control strategy represents the rules for performing or discontinuing steering wheel start-up vibration suppression; and a control unit, configured to control the vehicle's steering wheel start-up vibration suppression or discontinuing vibration suppression according to the control strategy.

[0015] According to another aspect of the embodiments of this application, a processor is also provided. The processor is used to run a program, wherein the program executes the methods of the embodiments of this application during runtime.

[0016] According to another aspect of the embodiments of this application, an electronic device is also provided, including: a memory storing an executable program; and a processor for running the program, wherein the program executes the method of the embodiments of this application when it runs.

[0017] According to another aspect of the embodiments of this application, a computer-readable storage medium is also provided. The computer-readable storage medium includes a stored program, wherein, when the program is executed, it controls the device where the computer-readable storage medium is located to perform the method of the embodiments of this application.

[0018] According to another aspect of the embodiments of this application, a vehicle is also provided. The vehicle includes a memory and a processor. The memory stores an executable program; the processor is used to run the program, which, when running, implements the methods described in the embodiments of this application.

[0019] In this embodiment, by acquiring the vehicle's state information, and when the vehicle is in a regenerative braking state, the vehicle is detected based on the state information to determine whether the vehicle meets the conditions for controlling steering wheel vibration suppression. This determines the vehicle's control strategy: to initiate steering wheel vibration suppression or to discontinue vibration suppression. In other words, this embodiment, based on state information and regenerative braking conditions, effectively initiates or discontinues steering wheel vibration suppression without altering the vehicle's physical structure, thereby solving the technical problem of ineffective vehicle control and achieving effective vehicle control. Attached Figure Description

[0020] The accompanying drawings, which are included to provide a further understanding of this application and form part of this application, illustrate exemplary embodiments and are used to explain this application, but do not constitute an undue limitation of this application. In the drawings:

[0021] Figure 1 This is a flowchart of a vehicle control method according to an embodiment of this application;

[0022] Figure 2 This is a schematic diagram of a powertrain system according to an embodiment of this application;

[0023] Figure 3 This is a schematic diagram of an assembly mode switching process according to an embodiment of this application;

[0024] Figure 4 This is a schematic diagram illustrating the suspension vibration isolation characteristics according to an embodiment of this application;

[0025] Figure 5 This is a schematic diagram illustrating the effect of regenerative braking torque on the dynamic stiffness of the suspension according to an embodiment of this application;

[0026] Figure 6 This is a schematic diagram of a vehicle control device according to an embodiment of this application. Detailed Implementation

[0027] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present application.

[0028] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this application described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0029] According to an embodiment of this application, an embodiment of a vehicle control method is provided. It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Furthermore, although a logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in a different order than that shown here.

[0030] Figure 1 This is a flowchart of a vehicle control method according to an embodiment of this application, such as... Figure 1 As shown, the method may include the following steps.

[0031] Step S102: Obtain vehicle status information.

[0032] In the technical solution provided by step S102 of this application, the status information can be used to represent the dynamic operating status of the vehicle during driving.

[0033] In this embodiment, obtaining vehicle status information involves real-time collection of multi-dimensional operating parameters closely related to the vehicle's braking regenerative braking condition during driving, in order to accurately determine whether the vehicle is in a specific condition that is likely to cause steering wheel vibration.

[0034] Optionally, the aforementioned status information may include, but is not limited to: vehicle speed, braking deceleration, operating mode of the power drive system (e.g., series mode, parallel mode, or pure electric mode), engine speed (e.g., engine required speed), actual regenerative braking torque of the front and rear axle motors (e.g., actual regenerative torque), and the charging and discharging capacity of the power battery.

[0035] Optionally, the aforementioned state information collectively constitutes a complete description of the vehicle's dynamic operating state. For example, when the vehicle speed is below 50 km / h, the braking deceleration is less than -2 m / s², the powertrain is in series mode, and the engine's required speed is below 1300 rpm, a condition can be triggered where the vehicle's motor's negative torque compresses the rear suspension, leading to deterioration of vibration isolation performance and consequently causing noticeable steering wheel vibration. In this situation, relying solely on a single parameter (e.g., monitoring only vehicle speed) is insufficient to accurately identify the actual risk; a comprehensive assessment of the coupling relationship between multiple state information is necessary.

[0036] Optionally, the aforementioned status information can be obtained through an on-board sensor network, which may include wheel speed sensors, brake pressure sensors, engine speed sensors, etc. This is just an example and no specific limitation is made here.

[0037] In this embodiment, to accurately identify the trigger boundaries of high-risk vibration conditions without affecting the overall vehicle energy recovery efficiency, and thus provide a basis for decision-making regarding whether to activate or deactivate vibration suppression, vehicle status information can be obtained. This avoids the subsequent mis-triggered control strategy under risk-free conditions, preventing a decline in energy recovery performance. Simultaneously, it ensures timely response in critical conditions where vibration risk truly exists, reducing steering wheel vibration amplitude and improving ride comfort without requiring physical modifications to the vehicle's hardware suspension system. This achieves low-cost, high-efficiency noise, vibration, and harshness (NVH) optimization.

[0038] Step S104: In response to the vehicle being in the regenerative braking condition, the vehicle is detected based on the state information to obtain the detection result.

[0039] In the technical solution provided in step S104 of this application, the regenerative braking condition can be used to indicate a condition in which, during vehicle deceleration, kinetic energy is converted into electrical energy and recovered through the vehicle's motor, and the motor outputs negative torque to assist in deceleration. The detection result can be used to indicate whether the vehicle meets the conditions for controlling steering wheel start-up vibration suppression.

[0040] In this embodiment, the aforementioned regenerative braking condition refers to the vehicle's control system actively calling the drive motor to operate as a generator during deceleration, converting the vehicle's kinetic energy into electrical energy and storing it in energy storage devices such as power batteries or capacitors. At the same time, the motor outputs a negative torque opposite to the vehicle's direction of motion to achieve an auxiliary braking effect, thereby reducing the frequency of use of traditional friction braking systems.

[0041] Optionally, the above-mentioned regenerative braking condition is particularly significant when the vehicle is in the low to medium speed range. At this time, the motor regenerates a large torque, which can easily generate a significant reverse pull on the powertrain, causing the engine and the suspension system to shift in attitude. This causes the dynamic stiffness of the rear suspension to enter the nonlinear region, resulting in a sharp decrease in vibration isolation performance. Engine vibration is transmitted to the vehicle body through the suspension system, and finally manifests as perceptible shaking on the steering wheel.

[0042] Optionally, to accurately identify the aforementioned vibrations, multiple state information can be combined for logical judgment. For example, a set of strict activation conditions (AND logic) can be constructed based on multi-dimensional parameters such as vehicle speed, braking deceleration, power drive system operating mode, and engine required speed. That is, only when the vehicle speed is below 50 km / h, braking deceleration is less than -2 m / s², the power drive system is in series or transition mode, and the engine required speed is below 1300 rpm, is it determined to be a high-risk vibration condition. At the same time, exit conditions (OR logic) are set, that is, if the vehicle speed is above 60 km / h, braking deceleration is greater than -1.0 m / s², switching to pure electric mode or parallel mode, or the engine speed exceeds 1500 rpm, the detection is immediately exited and vibration suppression intervention is stopped.

[0043] Optionally, the above detection logic can be implemented by the vehicle control unit (VCU) through table lookup or real-time calculation, without the need for additional hardware.

[0044] In this embodiment, when the vehicle is in the regenerative braking condition, the vehicle is detected based on the state information. Without changing the suspension hardware structure, the specific operating range that actually causes steering wheel vibration can be identified, avoiding the accidental triggering of the control strategy under risk-free conditions, thereby ensuring a balance between energy recovery efficiency and driving smoothness.

[0045] Step S106: Based on the detection results, determine the vehicle control strategy.

[0046] In the technical solution of step S106 of this application, the control strategy can be used to represent the rules for starting or exiting vibration suppression of the vehicle's steering wheel.

[0047] In this embodiment, the aforementioned control strategy can proactively intervene in the vehicle's powertrain control logic to suppress steering wheel vibration when the vibration suppression activation condition is detected. Alternatively, it can restore the original energy recovery and control strategy and terminate the vibration suppression intervention when the vibration suppression exit condition is detected.

[0048] Optionally, the above control strategy can be dynamically coordinated based on the operating condition level determined by the detection results. For example, the control strategy could be to limit the regenerative braking torque capability of the front axle motor, increase the minimum required engine speed, and optimize the regenerative braking force distribution ratio between the front and rear axles.

[0049] Specifically, when detection results indicate that the vehicle is in a high-risk vibration condition, the VCU can immediately activate control strategies. For example, by dynamically reducing the maximum regenerative torque output by the front axle motor through a vehicle speed-torque lookup table, the maximum regenerative torque can be kept below a set threshold T. limt1 This reduces the disturbance of the powertrain's posture caused by the negative torque of the motor. Then, based on a two-dimensional mapping table (MAP) of the current vehicle speed and the actual recovered torque, the minimum required engine speed can be increased in real time. For example, under heavy braking conditions, the engine speed can be increased from below 1000 rpm to 1300 rpm or higher, allowing the engine to operate in a frequency range with better suspension vibration isolation performance and reducing vibration transmission rate. Simultaneously, while ensuring the stability of the chassis system, such as the normal functioning of the Vehicle Dynamics Control (VDC) system and the Anti-lock Braking System (ABS), some of the braking torque demand can be transferred from the front axle to the rear axle motor, further reducing the direct pressure of the front axle negative torque on the rear suspension. When the test results indicate that the operating condition has exited the risk range, the above intervention can be immediately stopped, and the original energy recovery can be restored, ensuring that the overall vehicle economy is not affected in the long term.

[0050] In this embodiment, based on the detection results, a vehicle control strategy is determined, enabling precise intervention, timely withdrawal, and minimal disturbance control rules. It avoids simply reducing energy recovery efficiency or passively tolerating vibrations, instead addressing NVH issues caused by the dynamic characteristics of the control system in an economical and flexible manner while meeting safety and comfort requirements. While ensuring energy recovery efficiency, it also resolves the steering wheel vibration issue in dual-motor hybrid vehicles during low-to-medium speed braking regeneration.

[0051] Step S108: According to the control strategy, control the vehicle's steering wheel to activate or deactivate vibration suppression.

[0052] In the technical solution of step S108 of this application, according to the control strategy, controlling the steering wheel of the vehicle to start or stop vibration suppression can be achieved by converting the torque limit, speed increase and torque distribution adjustment instructions set in the control strategy into real-time control commands for each execution unit of the power drive system, and simultaneously monitoring the execution effect to ensure that the control action is accurate, smooth and conflict-free.

[0053] In this embodiment, coordinated commands can be sent to the Motor Control Unit (MCU), Engine Electronic Control Unit (ECU), and Brake Control Unit (BCU) according to the parameters determined by the control strategy, under the unified scheduling of the vehicle controller (VCU).

[0054] For example, when it is determined that vibration suppression needs to be activated, the VCU can first issue a torque limit command to the front and rear axle motor controllers to limit the regenerative braking torque of the front axle to T. limt1 Within this range, and simultaneously send a new minimum speed target value n to the engine controller. min This immediately raises the minimum target engine speed to over 1300 rpm. Simultaneously, a torque redistribution request is sent to the braking system, smoothly transferring some of the braking force demand to the rear axle motor, ensuring that the total braking force remains unchanged and vehicle stability is unaffected. The entire process can be completed with a millisecond-level response time, avoiding new vibrations or driving experience fluctuations caused by control delays or abrupt changes. When the detection result triggers the exit condition for vibration suppression, the VCU can immediately remove the above restrictions, restoring the original energy recovery strategy and engine speed control logic, allowing the control system to seamlessly return to the economy-first mode.

[0055] In this embodiment, by transforming the abstract control strategy into executable and verifiable physical actions, the nonlinear squeezing effect of the suspension caused by the negative torque of the motor can be effectively suppressed, reducing the vibration amplitude of the steering wheel and significantly improving driving comfort. Because the control actions are adaptive and reversible, they can actively intervene in high-risk conditions and quickly return to their original state after the condition is resolved. This ensures that the vehicle's energy recovery efficiency and driving performance are not affected in the long term, achieving a synergistic balance between NVH performance optimization and economic goals. It provides an efficient, reliable, and mass-producible engineering solution for the vibration problem of dual-motor hybrid vehicles under low-to-medium speed braking regeneration conditions.

[0056] In steps S102 to S108 of this application, by acquiring vehicle state information and, when the vehicle is in regenerative braking mode, detecting the vehicle based on the state information, it is determined whether the vehicle meets the conditions for controlling steering wheel vibration suppression. This determines the vehicle control strategy: to initiate steering wheel vibration suppression or to discontinue vibration suppression. In other words, this application, based on state information and regenerative braking conditions, effectively initiates or discontinues steering wheel vibration suppression without altering the vehicle's physical structure, thereby solving the technical problem of ineffective vehicle control and achieving effective vehicle control.

[0057] The method described in this embodiment will be further described below.

[0058] As an optional embodiment, the state information includes at least one of the following: vehicle speed, vehicle braking deceleration, vehicle power drive system operating mode, and vehicle engine speed. In step S104, in response to the vehicle being in a regenerative braking condition, the vehicle is detected based on the state information to obtain a detection result, including: in response to the vehicle being in a regenerative braking condition, the vehicle is detected to determine the relationship between the vehicle speed and a first vehicle speed threshold, the relationship between the braking deceleration and a first braking deceleration threshold, whether the operating mode is a non-direct drive mode, and the relationship between the engine speed and a first engine speed threshold, thereby obtaining the detection result.

[0059] In this embodiment, the state information may include at least one of four key parameters: vehicle speed, braking deceleration, operating mode of the power drive system, and engine speed, to comprehensively characterize the dynamic operating characteristics of the vehicle during regenerative braking. If the vehicle is in regenerative braking mode, the above four state information items can be detected in parallel to form a multi-condition joint criterion, thereby generating highly reliable detection results.

[0060] Optionally, because the engine excitation spectrum is more easily coupled with the natural frequency of the suspension at low speeds, the vibration transmission path is more sensitive. Therefore, after confirming that the vehicle is currently in regenerative braking mode, it can be determined whether the vehicle speed is below a first vehicle speed threshold (e.g., 50 km / h). Then, it can be determined whether the braking deceleration is less than a first braking deceleration threshold (e.g., -2 m / s²). It can be detected whether the powertrain is in a non-direct drive mode, i.e., series mode or transition mode, eliminating the risk of false triggering in pure electric mode (no engine vibration source) and parallel mode (engine vibration is mostly canceled out by the wheel-end transmission system). It can be checked whether the required engine speed is below a first speed threshold (e.g., 1300 rpm), because below this speed the engine excitation frequency is below 30 Hz, which is in the low-frequency range where the vibration isolation performance of the suspension system significantly decreases.

[0061] Optionally, the aforementioned first braking deceleration threshold corresponds to the critical point where the motor recovery torque is sufficient to cause the rear suspension dynamic stiffness to enter the nonlinear region, at which point the suspension vibration isolation rate deteriorates sharply.

[0062] Optionally, if all four detection conditions are met, the detection result "satisfies the jitter suppression start condition" can be output.

[0063] In this embodiment, vehicle detection based on state information avoids misactivation of the control strategy due to fluctuations in a single state (e.g., vehicle speed briefly falling below a threshold but insufficient braking deceleration), thus maximizing energy recovery efficiency while ensuring comfort. These steps effectively suppress steering wheel vibration caused by nonlinear compression of the rear suspension and reduce vibration amplitude. Furthermore, since it is implemented using existing onboard sensors and ECU computing power, no additional hardware or modifications to the suspension structure are required, offering engineering advantages such as zero cost, high robustness, and ease of mass production. This provides an efficient, safe, and reusable underlying control logic for NVH optimization of hybrid drive systems in low-to-medium speed braking recovery scenarios.

[0064] As an optional embodiment, determining the relationship between the rotational speed and a first rotational speed threshold includes: in response to the vehicle speed being lower than the first vehicle speed threshold and the operating mode being a non-direct drive mode, obtaining the braking torque limit value of the motor and the actual regenerative braking torque of the vehicle, wherein the braking torque limit value is positively correlated with the braking deceleration, and the actual regenerative braking torque is used to represent the magnitude of the negative torque actually output by the vehicle's braking system; in response to the actual regenerative braking torque being greater than or equal to the braking torque limit value, determining that the rotational speed is greater than or equal to the first rotational speed threshold.

[0065] In this embodiment, the first rotational speed threshold can be 1300 rpm. The first vehicle speed threshold can be 50 km / h.

[0066] Optionally, when the vehicle speed is below the first vehicle speed threshold (50 km / h) and the power drive system is in a non-direct drive mode (series or transition mode), two key dynamic variables can be further obtained. One is the braking torque limit value T of the front axle motor obtained from the vehicle speed lookup table. limt1 The braking torque limit increases with vehicle speed, reflecting the maximum regenerative braking capability that the vehicle can tolerate at different speeds. Secondly, the actual output regenerative braking torque T of the vehicle... Act This refers to the magnitude of the negative torque currently being executed, which is fed back in real time by the motor controller. It represents the intensity of the control system's real-time demand for kinetic energy recovery.

[0067] Optionally, if the actual braking regeneration torque T Act Greater than or equal to the braking torque limit value T limt1This indicates that the motor is operating close to or has reached the maximum regenerative braking capacity allowed by the control system. At this point, the negative torque of the motor on the powertrain is sufficient to cause the rear suspension dynamic stiffness to enter the nonlinear region, severely degrading the suspension's vibration isolation performance. Engine vibration is easily transmitted to the steering wheel through the suspension, causing noticeable shaking. In this situation, it can be determined that the current operating condition is high-threat, and the engine speed must be actively increased to enhance the suspension's vibration isolation capability. Therefore, the minimum required engine speed is set as the first speed threshold (≥1300 rpm), allowing the engine to enter a more stable vibration isolation frequency band and improving the attenuation rate of structural vibration transmission.

[0068] Alternatively, conversely, if the actual regenerative braking torque T Act Much lower than T limt1 (For example, less than T) limt1 With offset T offset If the difference is less than 100 rpm, it indicates that the current recovered torque is still within a safe range and has little impact on the suspension attitude. At this time, there is no need to increase the speed, and the minimum required engine speed can be maintained at a low level (e.g., 1000 rpm), taking into account both fuel economy and static noise control.

[0069] In this embodiment, by dynamically binding the engine speed control with the actual regenerative braking torque, an adaptive response is achieved where the higher the torque, the higher the engine speed, ensuring that the suspension system always operates within the range of optimal vibration isolation performance. Compared to a fixed speed strategy, this embodiment significantly reduces the time spent operating at ineffective high speeds while ensuring a reduction in steering wheel vibration amplitude, thereby improving energy recovery efficiency and overall vehicle economy.

[0070] As an optional embodiment, in step S104, in response to the vehicle being in the regenerative braking condition, the vehicle is detected based on the state information to obtain the detection result, including: in response to the vehicle speed being lower than a first vehicle speed threshold, the braking deceleration being less than a first braking deceleration threshold, the operating mode being a non-direct drive mode, and the speed being lower than a first speed threshold, the detection result is determined to be that the vehicle meets the conditions for controlling the steering wheel start-up vibration suppression of the vehicle.

[0071] In this embodiment, in response to the vehicle being in regenerative braking mode, it does not simply determine whether vibration suppression is triggered based on a single parameter. Instead, it integrates four key state information—vehicle speed, braking deceleration, operating mode of the power drive system, and engine speed—to construct a rigorous, multi-dimensional, and collaborative detection logic to accurately identify high-risk conditions that could actually cause steering wheel vibration.

[0072] Optionally, after confirming that the vehicle is currently in the regenerative braking condition, four conditions can be checked in sequence: the vehicle speed is lower than the first vehicle speed threshold, the braking deceleration is less than the first braking deceleration threshold, the operating mode is the non-direct drive mode, and the speed is lower than the first speed threshold.

[0073] Optionally, the vehicle speed is below a first vehicle speed threshold (e.g., 50 km / h), which can be determined based on real vehicle NVH tests. This first vehicle speed threshold is the dividing point where steering wheel vibration significantly increases in the low-speed range, because the suspension system is more sensitive to the engine excitation frequency at low speeds.

[0074] Optionally, the braking deceleration is less than a first braking deceleration threshold (e.g., -2 m / s²), which corresponds to the critical point where the motor recovers negative torque and the rear suspension dynamic stiffness breaks through the linear region and enters nonlinear hardening. At this point, the suspension vibration isolation rate drops sharply and the vibration transmission rate soars.

[0075] Optionally, the power drive system operates in a non-direct drive mode, i.e., in a series mode or transition mode, which can eliminate interference scenarios where there is no engine vibration source in pure electric mode and the engine vibration is partially canceled by the wheel-end transmission system in parallel mode.

[0076] Optionally, the engine speed requirement is lower than a first speed threshold (e.g., 1300 rpm). Below this speed, the engine excitation frequency enters the low-frequency range below 30 Hz, which happens to overlap with the natural frequency of the rear suspension system, resulting in rapid deterioration of vibration isolation performance and aggravated vibration transmission.

[0077] In this embodiment, when all four conditions are met, it can be determined that the "steering wheel vibration suppression activation condition is met," and a high-confidence detection result is output to trigger subsequent control strategies. This logic can adopt an "AND" relationship to ensure that intervention is only initiated under extreme conditions where various risk factors are superimposed and the vibration transmission path is completely open, avoiding false triggering due to fluctuations in a single state information, thereby maximizing the preservation of energy recovery efficiency and improving the reliability of the user's driving experience.

[0078] As an optional embodiment, step S104, in response to the vehicle being in a regenerative braking condition, detects the vehicle based on state information and obtains detection results, including: in response to the vehicle being in a regenerative braking condition, detecting the vehicle, determining the relationship between the vehicle speed and a second vehicle speed threshold, the relationship between the braking deceleration and a second braking deceleration threshold, whether the operating mode is pure electric mode or parallel mode, and the relationship between the rotational speed and a second rotational speed threshold, and obtaining detection results.

[0079] In this embodiment, in response to the vehicle being in regenerative braking mode, the relationship between four key state parameters and the corresponding second threshold can still be continuously monitored and compared to construct a complete exit judgment logic, thereby accurately identifying when to terminate vibration suppression and restore normal energy recovery and engine control mode.

[0080] Optionally, the system can acquire the vehicle's current speed, braking deceleration, powertrain operating mode, and engine speed requirements in real time, and compare these data with preset second speed thresholds (e.g., 60 km / h), second braking deceleration thresholds (e.g., -1.0 m / s²), and second engine speed thresholds (e.g., 1500 rpm), respectively. Simultaneously, it can determine whether the operating mode is pure electric or parallel. If any of the following conditions are met—that is, the vehicle speed is higher than 60 km / h, the braking deceleration is greater than -1.0 m / s², the powertrain has switched to pure electric or parallel operating mode, or the engine speed requirements exceed 1500 rpm—then it is determined that the current operating condition no longer poses a risk of causing steering wheel vibration. The system immediately outputs a detection result that meets the exit conditions, triggering the vibration suppression exit process.

[0081] As an optional embodiment, the method further includes: determining a first braking recovery sub-condition and a second braking recovery sub-condition corresponding to the braking recovery condition, wherein the first braking recovery sub-condition represents a high-load braking recovery state in which the braking torque limit value of the motor has reached or exceeded the maximum allocable limit value of the front axle of the vehicle, and the second braking recovery sub-condition represents a low-load braking recovery state in which the braking torque limit value is lower than the difference between the front axle limit threshold of the vehicle and a preset offset; and determining the relationship between the speed and a second speed threshold based on the first braking recovery sub-condition and the second braking recovery sub-condition.

[0082] In this embodiment, the regenerative braking condition can be further subdivided into two dynamic sub-conditions, namely, the first regenerative braking sub-condition and the second regenerative braking sub-condition, so as to achieve fine and adaptive adjustment of the minimum required engine speed, thereby accurately matching the vibration isolation requirements of the suspension system under different energy recovery intensities.

[0083] Optionally, the aforementioned first regenerative braking sub-condition describes the vehicle being in a high-load regenerative braking state, i.e., the current braking torque limit value T of the front axle motor. limt1 The allocated upper limit has been reached or exceeded, and the actual recovered torque T Act The system is approaching its set limit, indicating that the motor is recovering kinetic energy at near-maximum capacity. At this point, the negative torque output by the motor exerts a significant pulling effect on the powertrain, easily causing the rear suspension dynamic stiffness to enter the non-linear region, leading to severe steering wheel vibration. Under the first braking recovery sub-condition, it can be determined that the dynamic load on the suspension has exceeded the safe vibration isolation boundary. Therefore, it is necessary to actively increase the engine operating point to ensure the speed is not lower than the second speed threshold (e.g., 1300 rpm) to ensure the engine operates in the frequency range where the suspension system has the highest vibration isolation efficiency, effectively attenuating vibration transmission.

[0084] Optionally, the aforementioned second regenerative braking sub-condition corresponds to the low-load regenerative braking state, i.e., the front axle braking torque limit value T.limt1 With preset offset T offset The difference (i.e., T) limt1 -T offset It is still significantly higher than the actual recovered torque T. Act This indicates that the motor has not yet approached its maximum regenerative braking capacity, and the control system still has sufficient margin. At this point, the negative torque of the motor has a weak disturbance on the rear mount, insufficient to cause the mount's dynamic stiffness to enter the nonlinear region, and the risk of engine vibration transmission is low. In this state, there is no need to increase the engine speed; it is sufficient to maintain the speed within the economical operating range of no less than 1000 rpm. This ensures both idle noise control and avoids increased fuel consumption caused by excessive speed increases.

[0085] In this embodiment of the application, by comparing T in real time Act With (T) limt1 -T offset The system automatically distinguishes between the two sub-conditions mentioned above based on the magnitude of the braking force, and dynamically determines the relationship between the minimum required engine speed and the second speed threshold. In the first regenerative braking sub-condition, the engine speed can be increased to above 1300 rpm. In the second regenerative braking sub-condition, the speed is allowed to drop back to around 1000 rpm, maintaining an idle speed of 900 rpm only at extremely low vehicle speeds (e.g., ≤5 km / h) to meet noise reduction requirements. This judgment logic can be implemented using a two-dimensional MAP table, combining vehicle speed and actual regenerative torque for table lookup, giving the speed control a high degree of adaptability to different operating conditions.

[0086] As an optional embodiment, in step S104, in response to the vehicle being in the regenerative braking condition, the vehicle is detected based on the state information to obtain the detection result, including: in response to the vehicle speed being greater than a second vehicle speed threshold, the braking deceleration being greater than a second braking deceleration threshold, the operating mode being pure electric mode or parallel mode, or the speed being higher than a second speed threshold, determining that the detection result is that the vehicle meets the conditions for controlling the vehicle's steering wheel to exit vibration suppression.

[0087] In this embodiment, in response to the vehicle being in regenerative braking mode, four core status information items can be continuously collected: vehicle speed, braking deceleration, power drive system operating mode, and engine required speed.

[0088] Optionally, after collecting four core status information items—vehicle speed, braking deceleration, power drive system operating mode, and engine required speed—the data can be compared in real time with a second vehicle speed threshold (e.g., 60 km / h), a second braking deceleration threshold (e.g., -1.0 m / s²), and a second speed threshold (e.g., 1500 rpm), and it can also determine whether the operating mode is pure electric mode or parallel mode.

[0089] Optionally, any one of the above four conditions must be met. For example, if the vehicle speed has increased to over 60 km / h, it indicates that the vehicle has entered the high-speed cruising zone, and the low-frequency vibration transmission path of the suspension is no longer sensitive. Or, if the braking deceleration recovers to greater than -1.0 m / s², it indicates that the motor's regenerative torque has significantly weakened, and the pulling force on the rear suspension is insufficient to cause the motor's regenerative torque to enter the nonlinear region. Or, if the operating mode has been switched to pure electric mode, the engine is completely stopped and there is no vibration source, or it has entered parallel mode, where engine vibration is mainly absorbed by the wheel-end drive system rather than transmitted through the rear suspension. Or, if the engine's required speed has exceeded 1500 rpm, it indicates that the engine's operating frequency has moved away from the low-frequency range where the suspension's vibration isolation performance drops sharply. In this case, it can be determined that the current vehicle state no longer has a physical cause to cause steering wheel vibration, thus determining the detection result as "meeting the vibration suppression exit condition".

[0090] In this embodiment, vibration suppression is not a fixed, long-term effective mode, but rather an emergency response mechanism that is temporarily activated only within a specific high-risk window. Once the vehicle leaves this high-risk window, continuing to restrict regenerative braking torque or forcibly increase engine speed will lead to decreased energy recovery efficiency, increased fuel consumption, sluggish power response, and may even affect the driver's expected experience with the brake pedal. Therefore, it is necessary to decisively disengage the mechanism as soon as the risk is eliminated, achieving intelligent control.

[0091] As an optional embodiment, step S106, based on the detection results, determines the vehicle control strategy, including: in response to the detection results indicating that the vehicle meets the conditions for controlling the vehicle's steering wheel to initiate vibration suppression, determining the control strategy to adjust the torque of the front axle of the vehicle and the engine speed; and in response to the detection results indicating that the vehicle meets the conditions for controlling the vehicle's steering wheel to exit vibration suppression, determining the control strategy to terminate vibration suppression.

[0092] In this embodiment, after confirming whether the current operating condition meets the start or stop conditions for vibration suppression based on multi-dimensional state detection, the corresponding control strategy can be dynamically generated and executed according to the detection results, so as to achieve precise intervention and smooth switching of the vehicle power drive system.

[0093] Optionally, when the detection results determine that the vehicle meets the conditions for suppressing steering wheel start-up vibration, the cooperative control strategy can be activated immediately. Instead of maintaining the original energy recovery and engine speed settings, the strategy shifts to an optimization objective focused on suppressing vibration transmission. Specifically, this control strategy can include two parallel adjustment actions. One is to actively limit the regenerative braking torque of the front axle motor, obtaining the current maximum allowable regenerative torque limit T based on a table consulted according to vehicle speed. limt1 And the actual regenerative torque output from the front axle is forcibly constrained to this maximum regenerative torque limit T. limt1This reduces the pulling effect of the motor's negative torque on the powertrain, preventing the rear mount from entering the nonlinear stiffness range due to excessive compression. Secondly, it simultaneously increases the engine's minimum required speed. Based on a two-dimensional map of vehicle speed and actual recovered torque, a target engine speed higher than the original strategy (e.g., no less than 1300 rpm) is dynamically calculated and set. This shifts the engine's operating frequency out of the low-frequency range where the mount's vibration isolation performance deteriorates drastically, fundamentally weakening the intensity of vibration transmitted to the vehicle body through the mount. At the same time, while ensuring chassis stability (e.g., VDC and ABS functions are unaffected), some braking torque can be smoothly transferred to the rear axle motor, further reducing the direct load of the front axle's negative torque on the rear mount and achieving coordinated torque distribution between the front and rear axles.

[0094] Optionally, when the detection results determine that the vehicle meets the conditions for disengaging steering wheel vibration suppression, the above intervention measures can be terminated immediately, restoring the original energy recovery and engine control logic. This means that the front axle regenerative braking torque limit is lifted, restoring the original recovery capability curve that optimizes the vehicle's economy. The minimum engine speed requirement drops back to the normal strategy setting (e.g., 1000 rpm or lower), no longer forcibly increased to adapt to vibration suppression. The front-to-rear axle torque distribution ratio also reverts to the default stability control strategy, no longer artificially biased towards the rear axle. The entire process can be completed by the vehicle control unit (VCU) with a millisecond-level response speed, ensuring smooth and shock-free control switching without affecting the driver's perception of the brake pedal and the vehicle's dynamic response.

[0095] Optionally, during vibration suppression activation, the steering wheel vibration amplitude is reduced through the synergistic effect of torque limiting and speed increase. In the exit phase, the control system quickly restores the original control strategy, ensuring that the energy recovery rate is not compromised by long-term intervention, providing an efficient, flexible, and sustainable technical path for vibration control in new energy vehicles.

[0096] In this embodiment, by acquiring the vehicle's state information, and when the vehicle is in a regenerative braking state, the vehicle is detected based on the state information to determine whether the vehicle meets the conditions for controlling steering wheel vibration suppression. This determines the vehicle's control strategy: to initiate steering wheel vibration suppression or to discontinue vibration suppression. In other words, this embodiment, based on state information and regenerative braking conditions, effectively initiates or discontinues steering wheel vibration suppression without altering the vehicle's physical structure, thereby solving the technical problem of ineffective vehicle control and achieving effective vehicle control.

[0097] The technical solutions of the embodiments of this application will be illustrated below with reference to preferred embodiments.

[0098] Currently, in low-speed braking regeneration conditions of dual-motor hybrid vehicles, the large negative torque of motor energy recovery causes changes in the attitude of the suspension + engine assembly. After compression, the dynamic stiffness of the rear suspension enters the nonlinear region, and the engine vibration is transmitted to the steering wheel through the rear suspension, causing obvious shaking.

[0099] The aforementioned problems are difficult to detect during the initial suspension design simulation phase of a project, and generally only emerge during the later stages of vehicle road testing. In related technologies, the main solutions to these problems are to improve the suspension's vibration isolation rate and reduce structural vibration transmission through nonlinear optimization of the suspension (local model modification) and redesign of the suspension structure. However, this stage of re-optimization of the suspension structure significantly increases R&D and production costs, carries the risk of project delays, and lacks sufficient subsequent road testing to verify the reliability of the new structure.

[0100] To address the aforementioned issues, this application proposes a method for suppressing vehicle vibration during braking in hybrid electric vehicles. Specifically, in low-speed regenerative braking conditions of dual-motor hybrid electric vehicles, the large negative torque generated by the regenerative braking forces the dynamic stiffness of the suspension into the nonlinear region, causing engine vibration to be transmitted through the rear suspension to the steering wheel, resulting in significant vibration. To improve engine suspension vibration isolation and reduce structural vibration transmission under these conditions, while minimizing impact on overall vehicle fuel economy, this method employs a coordinated control approach across three dimensions: appropriately increasing the minimum engine speed, reducing the regenerative braking torque capacity, and altering the front-to-rear axle torque distribution ratio. This eliminates the need for redesigning the suspension structure in later stages of the project, saving on R&D and production costs, and allows for sufficient road testing to validate the feasibility of this strategy.

[0101] The embodiments of this application will be further described below.

[0102] Figure 2 This is a schematic diagram of a powertrain system according to an embodiment of this application, such as... Figure 2 As shown, the system includes: 201, 202, 203, 204, 205, and 206. 201 can represent a clutch; 202 can represent an engine; 203 can represent a generator; 204 can represent a coupler; 205 can represent a drive motor; and 206 can represent a power battery.

[0103] Clutch 201 can be used to controllably engage or disengage the mechanical connection between engine 202 and generator 203, enabling the switching of power transmission paths and supporting smooth switching between pure electric mode, series mode and parallel mode.

[0104] Engine 202 can be an internal combustion engine used to generate mechanical power, and can operate in parallel or series mode.

[0105] The generator 203 can be mechanically coupled to the engine 202, and has both power generation and starting functions. In series mode, it converts the engine power into electrical energy to input the power battery, and in parallel mode, it can assist the drive system in outputting torque.

[0106] Coupler 204 can be used to realize power synthesis and splitting, allowing power coupling and decoupling between engine 202, generator 203 and drive motor 205. It is the core transmission mechanism that supports multi-mode operation (such as series, parallel and pure electric).

[0107] The drive motor 205 can serve as one of the main drive sources to directly drive the vehicle, and during regenerative braking, it acts as a generator to convert the vehicle's kinetic energy into electrical energy to feed back into the power battery. This system features a dual-motor architecture, and the drive motor 205 can preferably be a front axle drive motor.

[0108] The power battery 206 can be used to store electrical energy, provide an energy source for the drive motor 205 and the generator 203, and receive electrical energy generated during the regenerative braking process. It is the core carrier of energy circulation.

[0109] In this embodiment, during the regenerative braking operation of a dual-motor hybrid electric vehicle at low to medium vehicle speeds, the negative torque of the motor energy recovery causes a change in the posture of the (mount + engine) assembly. This compression causes the rear mount to enter a non-linear region, and engine vibration is transmitted through the rear mount to the steering wheel inside the vehicle, resulting in noticeable shaking. Therefore, the activation conditions (AND) for shaking suppression can be determined as follows.

[0110] When the vehicle speed is below 50 km / h (the steering wheel vibration caused by engine vibration excitation transmitted to the vehicle through the suspension is particularly noticeable at low and medium speeds); when the braking deceleration is less than -2 m / s² (below -2 m / s², the braking regenerative torque begins to compress, the suspension enters the nonlinear region and the suspension stiffness begins to exceed 2000 N / mm, the vibration isolation performance drops sharply, and the transmission rate increases sharply); when the assembly (the operating mode of the power drive system) is in series mode or transition mode (there is no engine vibration excitation in pure electric mode, and most of the engine vibration excitation in parallel mode is transmitted and canceled by the wheel-end transmission system); when the required engine speed is below 1300 rpm (below 1300 rpm, i.e., the excitation frequency is below 30 Hz, the vibration isolation performance of the engine suspension begins to decline rapidly, and the transmission rate begins to increase).

[0111] Optionally, the jitter suppression exit condition (OR) is as follows.

[0112] Vehicle speed greater than 60 km / h; braking deceleration greater than -1.0 m / s²; powertrain operating in pure electric or parallel mode; engine speed required to be greater than 1500 rpm.

[0113] Optionally, the steering wheel vibration suppression processing can be performed by referring to the Control Unit Reference (CUR) table at vehicle speed to obtain the braking torque limiting capability T. limt1 That is, when the vehicle speed is below 50 km / h, the regenerative braking torque capacity T is limited. limt1 The specific calculation principle for the limiting values ​​is to measure whether the optimized steering wheel vibration amplitude meets the subjective NVH evaluation indicators, while maintaining the original calculation strategy for the engine required speed n. For example, if the steering wheel vibration amplitude decreases from 12 mm / s before improvement to 7 mm / s after improvement, the corresponding vehicle speed v settings [5 10 20 30 40 50 60 70 80 90 100] and braking torque limiting capability T are... limt1 Set to [100 100 100 100 120 140 160 180 200 200 200]. Assume the original braking regenerative torque capacity is T. limt2 The actual torque for regenerative braking is T. Act The comprehensive braking regenerative torque capacity is T. limt Calculate T limt There are three possible scenarios.

[0114] When T limt2 >T limt1 >T Act Then T limt You can directly from T limt2 A periodic step jump to T limt1 When T limt2 >T Act >T limt1 Then T limt1 You can directly from T limt2 A periodic step jump to T Act Then, reduce the speed to T at a rate not exceeding the allowable descent rate for brake electro-hydraulic matching, such as 2000 Nm / s. limt1 When T limt1 >T limt2 >T Act Then T limt =T limt2 .

[0115] Optionally, the aforementioned braking regenerative torque capability limit T limt1All of this applies to the front axle motor. Therefore, for dual-motor hybrid four-wheel drive vehicles, based on the limitation of the front axle's regenerative braking torque capacity, the front and rear axle regenerative braking torque distribution ratio can be actively changed. That is, without affecting braking stability performance (chassis functions such as VDC, MSR, and ABS have certain limitations on the front and rear axle regenerative braking torque distribution ratio to prevent the inability to control the vehicle posture in time during extreme instability conditions), and within the range of the rear axle motor's regenerative braking torque capacity, the total regenerative braking torque demand should be distributed to the rear axle motor as much as possible.

[0116] Optionally, the minimum required engine speed n can be obtained by looking up CUR using vehicle speed. min The specific limit values ​​need to be differentiated between the large braking condition (corresponding to the first regenerative braking sub-condition) and the small braking condition (corresponding to the second regenerative braking sub-condition). When the vehicle is under large braking condition, the regenerative braking torque T... Act Strictly subject to T limt1 The constraint is T Act =T limt1 At this point, the impact of the motor's recovered negative torque on the suspension attitude (suspension dynamic stiffness) decreases, but cannot be ignored, so n min For speeds above 1300 rpm, the vibration isolation range of the engine mounts is increased, further improving the steering wheel vibration amplitude, reducing it from 7 mm / s after the first improvement (limiting regenerative braking torque) to 5 mm / s after the second improvement; when driving under light braking conditions, the regenerative braking torque T Act Less than (T) limt1 -T offset ), T Act Away from T limt1 There's still some distance to go before the limitation is reached. At this point, the effect of the motor's regenerative negative torque on the suspension attitude (suspension dynamic stiffness) is negligible, so n min For speeds above 1000 rpm, maintain the original vibration isolation range of the engine mounts; idling condition n min ≤900rpm to maintain engine static noise requirements.

[0117] Optionally, in actual operation, the minimum required engine speed n can be obtained by looking up the MAP in two dimensions using vehicle speed and regenerative braking torque. min Assuming the vehicle speed v is set to [5 10 20 30 40 50 60 70 80 90 100], and the actual regenerative braking torque is set to [60 80 100 120 140 160 180 200], the actual braking torque T under heavy braking and light braking conditions is... Act The boundary hysteresis is T. limt1 / (T) limt1 -T offset Given the corresponding vehicle speed T limt1=[100 100 100 100 120 140 160 180 200 200 200], and (T limt1 -T offset = [60 60 60 60 80 100 120 140 160 160 160], minimum required rotational speed n min Several key points such as n min (v≥10, ≥Tlimt1)=1300rpm, n min (v≥10,≤(T) limt1 -T offset =1000rpm, n min (v≤5, ) = 900rpm, n min The remaining MAP points are obtained by interpolation from the aforementioned key points, resulting in the final n. min (v, T) Act =[900 900 900 900 900 900 900;1000 1050 1100 1100 1100 1100 1100;1000 1150 1300 1300 1300 1300 1300;1000 1150 1300 1300 1300 1300;1000 1000 1150 1300 1300 1300 1300 1300;1000 1000 1000 1150 1300 1300 1300 1300 1300;1000 1000 1000 1150 1300 1300 1300 1300;1000 1000 1000 1000 1150 1300 1300 1300; 1000 1000 1000 1000 1000 1150 1300 1300; 1000 1000 1000 1000 1000 1000 1150 1300; 1000 1000 1000 1000 1000 1000 1150 1300; 1000 1000 1000 1000 1000 1000 1150 1300]. Engine required speed n = Max(n, n min ).

[0118] Figure 3 This is a schematic diagram of an assembly mode switching process according to an embodiment of this application, such as... Figure 3As shown, if a start-up request is detected, the operating mode can be switched from pure electric mode 301 to transition mode one 302; if a shutdown is successful, the operating mode can be switched from transition mode one 302 back to pure electric mode 301. If dragging is successful, the operating mode can be switched from transition mode one 302 to series mode 303; if a shutdown request is detected, the operating mode can be switched from series mode 303 back to transition mode one 302. If a connection request is detected, the operating mode can be switched from series mode 303 to transition mode two 304; if separation is successful, the operating mode can be switched from transition mode two 304 back to series mode 303. If connection is successful, the operating mode can be switched from transition mode two 304 to parallel mode 305; if a separation request is detected, the operating mode can be switched from parallel mode 305 back to transition mode two 304.

[0119] In this embodiment, transition mode one 302 may include a start-up mode and a stop mode. Transition mode two 304 may include a clutch engagement mode and a clutch disengagement mode.

[0120] Figure 4 This is a schematic diagram illustrating the suspension vibration isolation characteristics according to an embodiment of this application, as shown below. Figure 4 As shown, different engine speeds correspond to different vibration transmission rates.

[0121] Figure 5 This is a schematic diagram illustrating the effect of regenerative braking torque on the dynamic stiffness of the suspension according to an embodiment of this application, as shown below. Figure 5 As shown, the suspension stiffness under different motor torques is illustrated for the recovery and acceleration conditions.

[0122] It should be noted that the user information (including but not limited to user device information, user personal information, etc.) and data (including but not limited to data used for analysis, data stored, data displayed, etc.) involved in this application are all information and data authorized by the user or fully authorized by all parties. Furthermore, the collection, use and processing of the relevant data must comply with the relevant laws, regulations and standards of the relevant countries and regions, and corresponding operation entry points are provided for users to choose to authorize or refuse.

[0123] According to an embodiment of this application, a vehicle control device is also provided. It should be noted that this vehicle control device can be used to execute the vehicle control method described in the embodiments.

[0124] Figure 6 This is a schematic diagram of a vehicle control device according to an embodiment of this application. Figure 6 As shown, the vehicle control device 600 may include: an acquisition unit 602, a detection unit 604, a determination unit 606, and a control unit 608.

[0125] The acquisition unit 602 is used to acquire the vehicle's status information, wherein the status information is used to represent the dynamic operating status of the vehicle during driving.

[0126] The detection unit 604 is used to detect the vehicle based on state information in response to the vehicle being in the regenerative braking condition, and to obtain the detection result. The regenerative braking condition refers to the condition in which the vehicle converts kinetic energy into electrical energy and recovers it during deceleration by driving the vehicle's motor, and the motor outputs negative torque to assist in deceleration. The detection result is used to indicate whether the vehicle meets the conditions for controlling the suppression of steering wheel start-up vibration.

[0127] The determining unit 606 is used to determine the vehicle's control strategy based on the detection results, wherein the control strategy is used to represent the rules for initiating or discontinuing vibration suppression of the vehicle's steering wheel.

[0128] The control unit 608 is used to control the vehicle's steering wheel to activate or deactivate vibration suppression according to the control strategy.

[0129] Optionally, the status information includes at least one of the following: vehicle speed, vehicle braking deceleration, vehicle power drive system operating mode, and vehicle engine speed. The detection unit 604 includes: a first detection subunit, used to detect the vehicle in response to the vehicle being in a braking regeneration condition, determine the relationship between the vehicle speed and a first vehicle speed threshold, the relationship between the braking deceleration and a first braking deceleration threshold, whether the operating mode is a non-direct drive mode, and the relationship between the engine speed and a first engine speed threshold, and obtain the detection result.

[0130] Optionally, the first detection subunit includes: an acquisition subunit, configured to acquire the braking torque limit value of the motor and the actual regenerative braking torque of the vehicle in response to the vehicle speed being lower than a first vehicle speed threshold and the operating mode being a non-direct drive mode, wherein the braking torque limit value is positively correlated with the braking deceleration, and the actual regenerative braking torque is used to represent the magnitude of the negative torque actually output by the vehicle's braking system; and a first determination subunit, configured to determine that the rotational speed is greater than or equal to a first rotational speed threshold in response to the actual regenerative braking torque being greater than or equal to the braking torque limit value.

[0131] Optionally, the detection unit 604 includes a second determining subunit, configured to determine that the vehicle meets the conditions for controlling steering wheel start-up vibration suppression in response to the vehicle speed being lower than a first vehicle speed threshold, the braking deceleration being less than a first braking deceleration threshold, the operating mode being a non-direct drive mode, and the rotational speed being lower than a first rotational speed threshold.

[0132] Optionally, the detection unit 604 includes: a second detection subunit, used to detect the vehicle in response to the vehicle being in a regenerative braking condition, determine the relationship between the vehicle speed and a second vehicle speed threshold, the relationship between the braking deceleration and a second braking deceleration threshold, whether the operating mode is pure electric mode or parallel mode, and the relationship between the rotational speed and a second rotational speed threshold, and obtain the detection results.

[0133] Optionally, the vehicle control device 600 further includes: a third determining subunit, used to determine a first braking recovery sub-condition and a second braking recovery sub-condition corresponding to the braking recovery condition, wherein the first braking recovery sub-condition indicates a high-load braking recovery state in which the braking torque limit value of the motor has reached or exceeded the maximum distributable limit value of the front axle of the vehicle, and the second braking recovery sub-condition indicates a low-load braking recovery state in which the braking torque limit value is lower than the difference between the front axle limit threshold of the vehicle and a preset offset; and a fourth determining subunit, used to determine the relationship between the rotational speed and a second rotational speed threshold based on the first braking recovery sub-condition and the second braking recovery sub-condition.

[0134] Optionally, the detection unit 604 includes a fifth determining subunit, used to determine the detection result as meeting the conditions for controlling the vehicle's steering wheel to exit vibration suppression in response to the vehicle speed being greater than a second vehicle speed threshold, the braking deceleration being greater than a second braking deceleration threshold, the operating mode being pure electric mode or parallel mode, or the rotational speed being higher than a second rotational speed threshold.

[0135] Optionally, the determining unit 606 includes: a sixth determining subunit, configured to determine a control strategy of adjusting the torque of the front axle and the engine speed in response to the detection result indicating that the vehicle meets the conditions for controlling the steering wheel to start vibration suppression; and a seventh determining subunit, configured to determine a control strategy of terminating vibration suppression in response to the detection result indicating that the vehicle meets the conditions for controlling the steering wheel to exit vibration suppression.

[0136] In this embodiment, the acquisition unit 602 acquires vehicle status information, which represents the dynamic operating state of the vehicle during driving. The detection unit 604, responding to the vehicle being in a regenerative braking state, detects the vehicle based on the status information and obtains a detection result. The regenerative braking state indicates that during deceleration, the vehicle's motor converts kinetic energy into electrical energy and recovers it, while the motor outputs negative torque to assist deceleration. The detection result indicates whether the vehicle meets the conditions for controlling steering wheel start-up vibration suppression. The determination unit 606 determines the vehicle's control strategy based on the detection result. The control strategy represents the rules for suppressing or disabling steering wheel start-up vibration. The control unit 608, according to the control strategy, controls the vehicle's steering wheel to either initiate or disable vibration suppression, thereby solving the technical problem of ineffective vehicle control and achieving effective vehicle control.

[0137] According to another aspect of the embodiments of this application, a processor is also provided. The processor is used to run a program, wherein the program executes the methods of the embodiments of this application during runtime.

[0138] According to another aspect of the embodiments of this application, an electronic device is also provided, including: a memory storing an executable program; and a processor for running the program, wherein the program executes the method of the embodiments of this application when it runs.

[0139] According to another aspect of the embodiments of this application, a computer-readable storage medium is also provided. The computer-readable storage medium includes a stored program, wherein, when the program is executed, it controls the device where the computer-readable storage medium is located to perform the method of the embodiments of this application.

[0140] According to another aspect of the embodiments of this application, a vehicle is also provided. The vehicle includes a memory and a processor. The memory stores an executable program; the processor is used to run the program, which, when running, implements the methods described in the embodiments of this application.

[0141] In the above embodiments of this application, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0142] In the several embodiments provided in this application, it should be understood that the disclosed technical content can be implemented in other ways. The device embodiments described above are merely illustrative; for example, the division of units can be a logical functional division, and in actual implementation, there may be other division methods. For instance, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the displayed or discussed mutual coupling, direct coupling, or communication connection may be through some interfaces; the indirect coupling or communication connection between units or modules may be electrical or other forms.

[0143] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0144] Furthermore, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0145] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, read-only memory (ROM), random access memory (RAM), portable hard drives, magnetic disks, or optical disks.

[0146] The above description is only a preferred embodiment of this application. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the principle of this application, and these improvements and modifications should also be considered within the scope of protection of this application.

Claims

1. A method for controlling a vehicle, characterized in that, include: Obtain the status information of the vehicle, wherein the status information is used to represent the dynamic operating status of the vehicle during driving; In response to the vehicle being in a regenerative braking condition, the vehicle is detected based on the state information to obtain a detection result. The regenerative braking condition indicates that during deceleration, the vehicle converts kinetic energy into electrical energy and recovers it by driving the vehicle's motor, and the motor outputs negative torque to assist in the deceleration. The detection result indicates whether the vehicle meets the conditions for controlling the steering wheel start-up vibration suppression of the vehicle. Based on the detection results, a control strategy for the vehicle is determined, wherein the control strategy is used to represent the rules for activating or deactivating the vibration suppression on the steering wheel of the vehicle. According to the control strategy, the steering wheel of the vehicle is controlled to activate or deactivate the vibration suppression.

2. The method according to claim 1, characterized in that, The status information includes at least one of the following: vehicle speed, vehicle braking deceleration, operating mode of the vehicle's power drive system, and engine speed of the vehicle. In response to the vehicle being in regenerative braking mode, based on the status information, the vehicle is detected to obtain detection results, including: In response to the vehicle being in the regenerative braking condition, the vehicle is detected to determine the relationship between the vehicle speed and a first vehicle speed threshold, the relationship between the braking deceleration and a first braking deceleration threshold, whether the operating mode is a non-direct drive mode, and the relationship between the rotational speed and a first rotational speed threshold, thereby obtaining the detection results.

3. The method according to claim 2, wherein determining the relationship between the rotational speed and the first rotational speed threshold comprises: In response to the vehicle speed being lower than the first vehicle speed threshold, the operating mode is the non-direct drive mode. The braking torque limit value of the motor and the actual braking regeneration torque of the vehicle are obtained. The braking torque limit value is positively correlated with the braking deceleration, and the actual braking regeneration torque is used to represent the magnitude of the negative torque actually output by the braking system of the vehicle. In response to the actual regenerative braking torque being greater than or equal to the braking torque limit value, the rotational speed is determined to be greater than or equal to the first rotational speed threshold.

4. The method according to claim 2, characterized in that, In response to the vehicle being in a regenerative braking state, based on the state information, the vehicle is detected to obtain detection results, including: In response to the vehicle speed being lower than the first vehicle speed threshold, the braking deceleration being less than the first braking deceleration threshold, the operating mode being the non-direct drive mode, and the rotational speed being lower than the first rotational speed threshold, it is determined that the detection result is that the vehicle meets the conditions for controlling the steering wheel of the vehicle to initiate the vibration suppression.

5. The method according to claim 2, characterized in that, In response to the vehicle being in a regenerative braking state, based on the state information, the vehicle is detected to obtain detection results, including: In response to the vehicle being in the regenerative braking condition, the vehicle is detected to determine the relationship between the vehicle speed and a second vehicle speed threshold, the relationship between the braking deceleration and a second braking deceleration threshold, whether the operating mode is pure electric mode or parallel mode, and the relationship between the rotational speed and a second rotational speed threshold, thereby obtaining the detection results.

6. The method according to claim 5, characterized in that, The method further includes: The first braking recovery sub-condition and the second braking recovery sub-condition corresponding to the braking recovery condition are determined. The first braking recovery sub-condition is used to indicate a high-load braking recovery state in which the braking torque limit value of the motor has reached or exceeded the maximum distributable limit value of the front axle of the vehicle. The second braking recovery sub-condition is used to indicate a low-load braking recovery state in which the braking torque limit value is lower than the difference between the front axle limit threshold of the vehicle and a preset offset. Based on the first and second regenerative braking sub-conditions, the relationship between the rotational speed and the second rotational speed threshold is determined.

7. The method according to claim 5, characterized in that, In response to the vehicle being in a regenerative braking state, based on the state information, the vehicle is detected to obtain detection results, including: In response to the vehicle speed being greater than the second vehicle speed threshold, the braking deceleration being greater than the second braking deceleration threshold, the operating mode being the pure electric mode or the parallel mode, or the rotational speed being higher than the second rotational speed threshold, the detection result is determined to be that the vehicle meets the conditions for controlling the vehicle's steering wheel to exit the vibration suppression.

8. The method according to any one of claims 1 to 7, characterized in that, Based on the detection results, the control strategy for the vehicle is determined, including: In response to the detection result that the vehicle meets the condition for controlling the steering wheel of the vehicle to initiate the vibration suppression, the control strategy is determined to be to adjust the torque of the front axle of the vehicle and the engine speed. In response to the detection result indicating that the vehicle meets the condition for controlling the vehicle's steering wheel to exit the vibration suppression, the control strategy is determined to terminate the vibration suppression.

9. A vehicle control device, characterized in that, include: An acquisition unit is used to acquire the status information of the vehicle, wherein the status information is used to represent the dynamic operating status of the vehicle during driving. The detection unit is used to detect the vehicle based on the state information in response to the vehicle being in a regenerative braking condition, and to obtain a detection result. The regenerative braking condition indicates that the vehicle converts kinetic energy into electrical energy and recovers it during deceleration by driving the vehicle's motor, and the motor outputs negative torque to assist the deceleration. The detection result indicates whether the vehicle meets the conditions for controlling the steering wheel start-up vibration suppression of the vehicle. A determining unit is configured to determine a control strategy for the vehicle based on the detection results, wherein the control strategy represents a rule for activating or deactivating the vibration suppression on the steering wheel of the vehicle. The control unit is configured to control the steering wheel of the vehicle to activate or deactivate the vibration suppression according to the control strategy.

10. A processor, characterized in that, The processor is used to run a program, wherein the program, when running, performs the method according to any one of claims 1 to 8.

11. An electronic device, characterized in that, include: Memory, which stores executable programs; A processor for running the program, wherein the program, when running, performs the method according to any one of claims 1 to 8.

12. A computer-readable storage medium, characterized in that, The computer-readable storage medium includes a stored program, wherein, when the program is executed, it controls the device on which the computer-readable storage medium is located to perform the method according to any one of claims 1 to 8.

13. A vehicle, characterized in that, include: Memory, which stores executable programs; A processor for running the program, wherein the program, when running, performs the method according to any one of claims 1 to 8.

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