Vehicle control method and device, vehicle and computer readable storage medium

Abstract

The application discloses a vehicle control method and device, a vehicle and a computer readable storage medium, and relates to the technical field of vehicle control. The method comprises the following steps: acquiring a target acceleration of the vehicle and an actual acceleration of the vehicle, and calculating an acceleration difference value according to the target acceleration of the vehicle and the actual acceleration of the vehicle; acquiring a current slope of the vehicle, entering a vehicle energy recovery slope working condition according to the current slope of the vehicle and the acceleration difference value, and performing torque compensation according to the acceleration difference value to obtain a driving torque of the vehicle; adjusting the actual acceleration of the vehicle according to the driving torque of the vehicle to obtain an adjusted acceleration; and exiting the torque compensation of the vehicle energy recovery slope working condition according to the adjusted acceleration. In this way, by monitoring the slope and the acceleration difference value, it is identified that the vehicle is in a downhill coasting working condition, energy recovery is automatically triggered and torque compensation is performed, the driving smoothness and comfort in the downhill working condition are improved, abnormal fluctuations in the vehicle speed are avoided, and the compensation is timely exited after the working condition is ended, so that excessive intervention is prevented.

Description

Technical Field

[0001] This invention relates to the field of vehicle control technology, and in particular to a vehicle control method, device, vehicle, and computer-readable storage medium. Background Technology

[0002] In existing vehicle coasting energy recovery schemes, acceleration closed-loop calculations can only be entered if the difference between the current vehicle's distance to the vehicle in front and the set safe distance is less than the safe distance. If the distance to the vehicle in front is too far, acceleration closed-loop calculations will not be entered. When there is no vehicle in front or the distance to the vehicle in front is too far, there is a difference between the driver's expected target acceleration and the actual acceleration in the coasting energy recovery on the slope, and the driving performance is slightly worse in the uphill condition, resulting in poor energy recovery effect. Summary of the Invention

[0003] In view of this, the purpose of the present invention is to overcome the shortcomings of the prior art and provide a vehicle control method, device, vehicle and computer-readable storage medium for managing and controlling the reclamation energy recovery of new energy vehicles on slope conditions.

[0004] This invention provides the following technical solution: In a first aspect, the present invention provides a vehicle control method, the method comprising: Obtain the target acceleration and the actual acceleration of the vehicle, and calculate the acceleration difference based on the target acceleration and the actual acceleration of the vehicle; The vehicle's current slope is obtained, and the vehicle enters the energy recovery ramp condition based on the current slope and the acceleration difference. Torque compensation is performed based on the acceleration difference to obtain the vehicle's driving torque. The actual acceleration of the vehicle is adjusted based on the vehicle's driving torque to obtain the adjusted acceleration. The torque compensation is adjusted based on the acceleration after exiting the vehicle's energy recovery ramp condition.

[0005] In an optional implementation, the step of performing torque compensation based on the acceleration difference to obtain the vehicle driving torque includes: Based on the proportional-integral control algorithm, the compensation torque is obtained according to the acceleration difference; The vehicle drive torque is obtained based on the compensation torque and the driver's required torque.

[0006] In an optional implementation, the step of obtaining the compensation torque based on the acceleration difference using the proportional-integral control algorithm includes: The proportional torque is obtained by multiplying the proportional gain parameter by the acceleration difference. The integral torque is obtained by multiplying the integral gain parameter by the cumulative acceleration difference over time. The sum of the proportional torque and the integral torque is used as the compensation torque.

[0007] In an optional implementation, obtaining the target vehicle acceleration includes: Calculate the difference between the driver's required torque and the vehicle's running resistance; The ratio of the difference to the vehicle mass is taken as the target acceleration of the vehicle.

[0008] In an optional implementation, the step of entering the vehicle energy recovery ramp condition based on the vehicle's current gradient and the acceleration difference includes: If the current slope of the vehicle is greater than a preset slope threshold, the acceleration difference is greater than a preset difference threshold, and the vehicle state meets the preset state requirements, then the vehicle enters the energy recovery ramp operation mode.

[0009] In an optional implementation, adjusting the actual acceleration of the vehicle based on the vehicle's driving torque to obtain the adjusted acceleration includes: Determine whether the vehicle's brake pedal is currently depressed; If so, the actual acceleration of the vehicle is adjusted according to the vehicle's driving torque to obtain the adjusted acceleration; If not, calculate the regenerative braking torque, and calculate the sum of the vehicle driving torque and the regenerative braking torque as the candidate regenerative braking torque; The minimum value among the candidate energy recovery torque, the energy recovery torque corresponding to the battery controller, and the energy recovery torque corresponding to the drive motor controller is taken as the target energy recovery torque. The actual acceleration of the vehicle is adjusted according to the target energy recovery torque to obtain the adjusted acceleration.

[0010] In an optional implementation, the method further includes: If the current slope of the vehicle is less than or equal to the preset slope threshold, then torque compensation for the vehicle's energy recovery ramp condition is terminated.

[0011] In a second aspect, the present invention provides a vehicle control device, the device comprising: The acquisition module is used to acquire the target acceleration and the actual acceleration of the vehicle, and to calculate the acceleration difference based on the target acceleration and the actual acceleration of the vehicle. The first control module is used to obtain the current slope of the vehicle, enter the vehicle energy recovery slope working condition according to the current slope of the vehicle and the acceleration difference, and perform torque compensation according to the acceleration difference to obtain the vehicle driving torque. An adjustment module is used to adjust the actual acceleration of the vehicle according to the vehicle's driving torque to obtain the adjusted acceleration. The second control module is used for torque compensation when exiting the vehicle energy recovery ramp condition based on the adjusted acceleration.

[0012] Thirdly, the present invention provides a vehicle including a memory and a processor, the memory storing a computer program that, when executed by the processor, implements the vehicle control method as described in any of the foregoing embodiments.

[0013] Fourthly, the present invention provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the vehicle control method as described in any of the foregoing embodiments.

[0014] This invention discloses a vehicle control method, device, vehicle, and computer-readable storage medium. The method acquires a target acceleration and an actual acceleration of the vehicle; calculates the acceleration difference based on the target acceleration and the actual acceleration; acquires the current slope of the vehicle; enters an energy recovery ramp operation mode based on the current slope and the acceleration difference; and performs torque compensation based on the acceleration difference to obtain the vehicle's driving torque. The actual acceleration of the vehicle is adjusted based on the driving torque to obtain an adjusted acceleration; and the torque compensation for exiting the energy recovery ramp operation mode is based on the adjusted acceleration. Thus, by monitoring the slope and the acceleration difference, the system identifies when the vehicle is in a downhill coasting condition, automatically triggers energy recovery and performs torque compensation, ensuring that the actual acceleration accurately follows the target acceleration. This significantly improves driving smoothness and comfort in downhill conditions and avoids abnormal speed fluctuations. Simultaneously, it optimizes energy recovery efficiency while ensuring safety, increases driving range, and promptly exits compensation after the operation mode ends to prevent excessive intervention, achieving intelligent and adaptive energy management. Attached Figure Description

[0015] To more clearly illustrate the technical solution of the present invention, the accompanying drawings used in the embodiments will be briefly described below. It should be understood that the following drawings only show some embodiments of the present invention and should not be regarded as a limitation on the scope of protection of the present invention. In the various drawings, similar components are numbered similarly.

[0016] Figure 1 A flowchart of the vehicle control method proposed in this embodiment is shown; Figure 2 Another schematic flowchart of the vehicle control method proposed in this embodiment is shown; Figure 3 Another flowchart of the vehicle control method proposed in this embodiment is shown; Figure 4 A schematic diagram of the vehicle control device proposed in this embodiment is shown.

[0017] Explanation of reference numerals in the attached diagram: 400 - Vehicle control device; 401 - Acquisition module; 402 - First control module; 403 - Adjustment module; 404 - Second control module. Detailed Implementation

[0018] The technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments.

[0019] The components of the embodiments of the invention described and illustrated herein can typically be arranged and designed in various different configurations. Therefore, the following detailed description of the embodiments of the invention provided in the accompanying drawings is not intended to limit the scope of the claimed invention, but merely to illustrate selected embodiments of the invention. All other embodiments obtained by those skilled in the art based on the embodiments of the invention without inventive effort are within the scope of protection of the invention.

[0020] In the following, the terms “comprising,” “having,” and their cognates, which may be used in various embodiments of the invention, are intended only to indicate a particular feature, number, step, operation, element, component, or combination thereof, and should not be construed as excluding, firstly, the presence of one or more other features, numbers, steps, operations, elements, components, or combinations thereof, or adding the possibility of one or more features, numbers, steps, operations, elements, components, or combinations thereof.

[0021] Furthermore, the terms "first," "second," and "third" are used only to distinguish descriptions and should not be interpreted as indicating or implying relative importance.

[0022] Unless otherwise specified, all terms used herein (including technical and scientific terms) shall have the same meaning as commonly understood by one of ordinary skill in the art to which the various embodiments of the invention pertain. Terms (such as those defined in commonly used dictionaries) shall be interpreted as having the same meaning as in their contextual meaning in the relevant technical field and shall not be interpreted as having an idealized or overly formal meaning, unless clearly defined in the various embodiments of the invention.

[0023] Example 1 This disclosure provides a vehicle control method for managing and controlling the reclamation energy of new energy vehicles on slopes.

[0024] Please see Figure 1 The vehicle control method includes steps S101 to S104, and each step is described in detail below.

[0025] Step S101: Obtain the target acceleration and the actual acceleration of the vehicle, and calculate the acceleration difference based on the target acceleration and the actual acceleration.

[0026] In this embodiment, the target acceleration and the actual acceleration of the vehicle are obtained. The target acceleration reflects the driver's desired motion state, while the actual acceleration reflects the vehicle's current actual motion state. For example, if the target acceleration is 40 km / h and the actual acceleration is 32 km / h, there is an acceleration difference of 8 km / h.

[0027] Furthermore, by calculating the acceleration difference between the vehicle's target acceleration and actual acceleration, the degree of deviation between the vehicle's desired state and its actual state is quantified, thereby determining whether intervention is necessary.

[0028] In one specific embodiment, obtaining the target vehicle acceleration includes: calculating the difference between the driver's required torque and the vehicle's driving resistance; and using the ratio of the difference to the vehicle's mass as the target vehicle acceleration.

[0029] In this embodiment, the difference between the driver's required torque T_1 and the vehicle's driving resistance f is calculated, and the ratio of this difference to the vehicle's mass m is taken as the vehicle's target acceleration a_1. That is, the formula for calculating the vehicle's target acceleration a_1 is: a_1=(T_1-f) / m.

[0030] Understandably, by using the driver's required torque T_1, the vehicle's driving resistance f, and the vehicle's mass m, under the current driver's torque input and road load, the ideal longitudinal acceleration that the vehicle should theoretically achieve can be obtained. This ensures that the target acceleration is not an empirical setpoint or a calibration lookup value, but a closed-loop control benchmark with consistent physical dimensions that can be strictly calculated from real-time operating parameters.

[0031] It should be noted that the actual acceleration of the vehicle, a_2 = (V_1 - V_2) / t_1, is calculated based on the vehicle's current speed V_1 and its speed V_2 at t_1 a unit of time ago.

[0032] Step S102: Obtain the current slope of the vehicle, enter the vehicle energy recovery ramp condition according to the current slope of the vehicle and the acceleration difference, and perform torque compensation according to the acceleration difference to obtain the vehicle driving torque.

[0033] In this embodiment, the vehicle's current slope is calculated using a gyroscope. Based on the difference between the vehicle's current slope and acceleration, the vehicle enters the energy recovery ramp operation mode. This effectively distinguishes the difference between inertial coasting on flat roads and energy demand on ramps, avoiding accidental or missed entry into the operation mode and significantly improving the energy recovery coverage and start-up timeliness during the ramp coasting phase. Furthermore, torque compensation is performed based on the acceleration difference to obtain the vehicle's driving torque, making the energy recovery intensity positively correlated with the degree of deviation from driving expectations.

[0034] It should be noted that the driver's required torque is a core control variable in the vehicle's electronic control system. It refers to the instantaneous torque request value that the driver expects to output to the vehicle's drive wheels, as represented by the input of the accelerator pedal. It is not the physically measured torque, but rather a target torque command signal generated by mapping together the pedal opening, the rate of change of opening, filtering algorithms, and driving modes.

[0035] Meanwhile, entering the vehicle energy recovery ramp condition is not based solely on an instantaneous judgment of a single parameter threshold, but rather on a multi-level state activation process that integrates physical state recognition, driving intention confirmation, and system safety constraints, with a time confirmation mechanism.

[0036] Please see Figure 2 In one specific embodiment, step S102 includes steps S1021 to S1022, and each step is described below.

[0037] Step S1021: Based on the proportional-integral control algorithm, the compensation torque is obtained according to the acceleration difference.

[0038] In this embodiment, the acceleration difference is calculated based on the proportional-integral control algorithm to obtain the driver's compensation torque. This allows for both rapid response to acceleration deviations using the proportional term (suppressing acceleration drop during uphill coasting) and elimination of steady-state errors using the integral term (overcoming the cumulative deviation caused by the continuous resistance of the slope). This ensures that the vehicle can stably track the target acceleration under different slopes and initial speeds.

[0039] It should be noted that the proportional-integral (PI) control algorithm is a linear feedback control strategy. It amplifies the current deviation of the controlled variable (i.e., the difference between the target value and the actual value) proportionally, and at the same time amplifies the cumulative amount of the deviation over time by another coefficient. The two are then algebraically added together to generate a control output signal, thereby achieving synergistic optimization of the system's dynamic response speed and steady-state control accuracy.

[0040] This embodiment utilizes a proportional-integral control algorithm applied to the vehicle acceleration control loop, taking the acceleration difference as input and outputting a torque command for compensation. The proportional part provides an instantaneous, linear response to the deviation, enabling the system to quickly suppress the sudden increase in acceleration caused by gravity when going downhill. The integral part continuously accumulates historical deviations to eliminate steady-state tracking errors caused by continuous slope resistance, changes in rolling resistance, or model errors, ensuring that the actual acceleration can still stably converge to the driver's expected value after a long period of coasting.

[0041] In one specific embodiment, step S1021 includes: calculating the product of the proportional gain parameter and the acceleration difference to obtain the proportional torque; calculating the product of the integral gain parameter and the cumulative acceleration difference over time to obtain the integral torque; and using the sum of the proportional torque and the integral torque as the compensation torque.

[0042] In this embodiment, the formula for calculating the proportional torque Tp is: Tp=P×a_3, where P is the proportional gain parameter and a_3 is the acceleration difference; the formula for calculating the integral torque Ti is: Ti=I∫dt×a_3, where I is the integral gain parameter; further, the proportional torque and the integral torque are added together to obtain the compensation torque.

[0043] It should be further explained that the proportional gain parameter reflects the immediate correction force for the current acceleration deviation, and its value is determined through actual vehicle calibration. For example, the value range is 80–150 N·m·s² / m. This ensures response speed while avoiding torque overshoot and vehicle speed oscillation in scenarios with small inclines or low speeds. The proportional gain parameter P is approximately inversely proportional to the vehicle mass m, i.e., P∝1 / m, ensuring that different vehicle platforms have similar acceleration closed-loop bandwidth.

[0044] The integral gain parameter reflects the ability to remember and cumulatively correct deviation duration. Its value needs to be calibrated in conjunction with the proportional gain parameter, for example, within the range of 12–25 N·m·s / m. When the vehicle mass increases, to maintain the same integral action intensity in the closed-loop acceleration, the integral gain parameter value needs to increase accordingly, exhibiting an approximately proportional relationship, to compensate for the decrease in deviation accumulation rate caused by increased inertia. Simultaneously, if the proportional gain parameter is too large while the integral gain parameter is not adjusted synchronously, low-frequency oscillations are likely to occur; conversely, if the integral gain parameter is too large while the proportional gain parameter is too small, the system converges slowly and exhibits significant tailing. Therefore, during calibration, the integral gain parameter is always adjusted in conjunction with the proportional gain parameter, and an anti-integral saturation mechanism is embedded: when the compensation torque reaches the upper or lower threshold, or when the vehicle is in a state where energy recovery is prohibited (e.g., the brake pedal is depressed / battery SOC reaches its upper limit), the integral term update is automatically frozen to prevent integral saturation from causing reverse overshoot after exiting the operating condition.

[0045] Understandably, compensation torque is a key collaborative control quantity in vehicle powertrain control. It refers to the additional torque component actively added to counteract non-ideal system characteristics, external disturbances, or to meet specific functional objectives. In essence, it is a dynamic correction term to the basic required torque or reference control torque, which is embedded in the torque command link in a mathematical superposition manner to ensure that the final output torque can still accurately respond to driving intentions, ensure safety and comfort, and meet regulatory and functional safety requirements under complex operating conditions.

[0046] Step S1022: Obtain the vehicle driving torque based on the compensation torque and the driver's required torque.

[0047] In this embodiment, the vehicle driving torque is obtained by superimposing the compensation torque and the torque required by the driver. This preserves the driver's control over the power output, avoids the abrupt drag caused by energy recovery intervention, and significantly improves the driving smoothness and subjective acceptance during slope coasting.

[0048] It should be noted that when the vehicle is going downhill, the system can increase the energy recovery torque, thereby increasing the vehicle's energy recovery and improving its range; when the vehicle is going uphill, the system can decrease the energy recovery torque, causing the vehicle to decelerate more slowly and improving the uphill driving experience.

[0049] In one specific embodiment, step S102 includes: if the current slope of the vehicle is greater than a preset slope threshold, the acceleration difference is greater than a preset difference threshold, and the vehicle state meets the preset state requirements, then the vehicle enters the energy recovery ramp working condition.

[0050] In this embodiment, if the current slope of the vehicle is greater than the preset slope threshold and the acceleration difference is greater than the preset difference threshold, it can be known that the vehicle is on a downhill section with a large slope and the actual acceleration is significantly greater than the target acceleration. At the same time, the vehicle's speed, accelerator pedal opening, brake pedal, energy recovery entry conditions and other vehicle states meet the preset state requirements, then the vehicle enters the energy recovery ramp condition and outputs the state bit S_1 of the vehicle entering the energy recovery ramp condition.

[0051] It should be noted that the preset slope threshold and preset difference threshold are set according to actual needs, and are not limited in this embodiment. Meanwhile, the preset state requirements include: vehicle speed exceeding a certain speed threshold (set according to actual needs); accelerator pedal opening being zero (i.e., the driver fully releases the accelerator pedal), or an extremely small opening showing a decreasing trend; brake pedal opening being zero; and the energy recovery entry condition meeting the following requirements: the power battery state of charge (SOC) has not reached the charging limit, the drive motor and its controller are working normally and energy recovery is allowed, key node communication is normal, the vehicle is not in certain special modes, and other safety conditions.

[0052] Understandably, at higher speeds, the accelerator and brake pedals are completely released, allowing the vehicle to coast naturally, and all vehicle systems are functioning normally and energy recovery is permitted. When the gradient is sufficiently steep and the actual acceleration significantly exceeds expectations, the system determines that additional energy recovery is needed to stabilize the vehicle speed, thus activating slope compensation. This multi-condition verification mechanism greatly improves the accuracy and safety of the control logic.

[0053] Step S103: Adjust the actual acceleration of the vehicle according to the vehicle driving torque to obtain the adjusted acceleration.

[0054] In this embodiment, the actual acceleration of the vehicle is adjusted according to the vehicle's driving torque, so that the adjusted acceleration of the vehicle approaches the target acceleration of the vehicle as soon as possible, thereby offsetting the additional acceleration effect brought about by gravity downhill.

[0055] Please see Figure 3 In one specific embodiment, step S103 includes steps S1031 to S1034, and each step is described in detail below.

[0056] Step S1031: Determine whether the current state of the vehicle's brake pedal is depressed.

[0057] In this embodiment, it is determined whether the vehicle's brake pedal is currently depressed.

[0058] Step S1032: If yes, then adjust the actual acceleration of the vehicle according to the vehicle driving torque to obtain the adjusted acceleration.

[0059] In this embodiment, when the brake pedal is pressed, the acceleration is directly corrected based on the driving torque to achieve coordinated response of motor braking and mechanical braking, thereby shortening the braking response delay.

[0060] Step S1033: If not, calculate the regenerative braking torque and calculate the sum of the vehicle driving torque and the regenerative braking torque as the candidate regenerative braking torque.

[0061] In this embodiment, when the brake pedal is not depressed, the electronic stability control system (ESC) calculates the regenerative braking torque and merges it with the drive torque to form a candidate regenerative braking torque.

[0062] Step S1034: The minimum value among the candidate energy recovery torque, the energy recovery torque corresponding to the battery controller, and the energy recovery torque corresponding to the drive motor controller is taken as the target energy recovery torque. The actual acceleration of the vehicle is adjusted according to the target energy recovery torque to obtain the adjusted acceleration.

[0063] In this embodiment, the target energy recovery torque is selected by multi-source torque limit constraints of the battery and motor controllers, i.e., the minimum value among the candidate energy recovery torque, the energy recovery torque corresponding to the battery controller, and the energy recovery torque corresponding to the drive motor controller. The actual acceleration of the vehicle is adjusted according to the target energy recovery torque to obtain the adjusted acceleration, ensuring that the energy recovery operation is always within the triple safety boundary (battery SOC / temperature rise limit, motor back EMF / power limit, and ESC hydraulic redundancy limit), which greatly improves the robustness of the system and the functional safety level of the vehicle.

[0064] Step S104: Exit torque compensation for the vehicle energy recovery ramp condition based on the adjusted acceleration.

[0065] In this embodiment, when the difference between the adjusted acceleration and the vehicle's target acceleration is reduced to a certain preset allowable range, i.e., a preset difference threshold, the vehicle's actual acceleration is very close to the target acceleration, and the error is basically eliminated, then the torque compensation for the vehicle's energy recovery ramp condition is discontinued.

[0066] In one specific embodiment, the method further includes: if the current slope of the vehicle is less than or equal to the preset slope threshold, then exiting the torque compensation of the vehicle energy recovery slope condition.

[0067] In this embodiment, when the current slope of the vehicle is less than or equal to the preset slope threshold, it can be known that the vehicle is currently in a flat road condition and the torque compensation of the vehicle energy recovery slope condition can be withdrawn.

[0068] It should be noted that there are two exit mechanisms for exiting the vehicle energy recovery ramp operation: the main exit path (based on acceleration convergence) and the auxiliary exit path (based on slope disappearance). The main path uses whether the deviation between the adjusted acceleration and the target acceleration continuously meets the convergence condition as the criterion: when the absolute difference between the adjusted acceleration and the target acceleration is less than the preset convergence threshold (e.g., 0.15 m / s²) for N consecutive control cycles (e.g., 5–8 cycles, corresponding to 50–80 ms), the system determines that the acceleration has stably followed, the compensation purpose has been achieved, and the exit process is initiated. This threshold setting avoids false exits due to sensor noise or short-term disturbances, and also prevents dragging sensations caused by long-term compensation stagnation.

[0069] The auxiliary path is based on changes in the physical scene: if the current slope of the vehicle (estimated by IMU or high-precision map combined with wheel speed fusion) drops to equal to or below the preset slope threshold (e.g., 3%), and this state continues for more than the anti-shake time (e.g., 200 ms), then the system will be forced to exit regardless of whether the acceleration has fully converged. This ensures that after the vehicle enters a gentle slope or flat road, the system will not continue to maintain the slope mode due to residual small deviations, thus avoiding meaningless energy recovery intervention.

[0070] The vehicle control method proposed in this embodiment acquires the target acceleration and the actual acceleration of the vehicle, calculates the acceleration difference based on the target acceleration and the actual acceleration, acquires the current slope of the vehicle, enters the vehicle energy recovery slope condition based on the current slope and the acceleration difference, and performs torque compensation based on the acceleration difference to obtain the vehicle driving torque; adjusts the actual acceleration of the vehicle based on the vehicle driving torque to obtain the adjusted acceleration; and exits the torque compensation of the vehicle energy recovery slope condition based on the adjusted acceleration. In this way, by monitoring the slope and the acceleration difference, the method identifies when the vehicle is in a downhill coasting condition, automatically triggers energy recovery and performs torque compensation, ensuring that the actual acceleration accurately follows the target acceleration, thereby significantly improving the driving smoothness and comfort in downhill conditions and avoiding abnormal speed fluctuations. Simultaneously, it optimizes energy recovery efficiency while ensuring safety, increases driving range, and promptly exits compensation after the condition ends to prevent excessive intervention, achieving intelligent and adaptive energy management.

[0071] Example 2 Furthermore, this disclosure provides a vehicle control device 400, please refer to [link to relevant documentation]. Figure 4 The device includes: The acquisition module 401 is used to acquire the target acceleration of the vehicle and the actual acceleration of the vehicle, and to calculate the acceleration difference based on the target acceleration of the vehicle and the actual acceleration of the vehicle. The first control module 402 is used to obtain the current slope of the vehicle, enter the vehicle energy recovery slope working condition according to the current slope of the vehicle and the acceleration difference, and perform torque compensation according to the acceleration difference to obtain the vehicle driving torque. The adjustment module 403 is used to adjust the actual acceleration of the vehicle according to the vehicle driving torque to obtain the adjusted acceleration; The second control module 404 is used for torque compensation when exiting the vehicle energy recovery ramp condition based on the adjusted acceleration.

[0072] In one embodiment, the first control module 402 is further configured to obtain a compensation torque based on the acceleration difference using a proportional-integral control algorithm; and to obtain the vehicle drive torque based on the compensation torque and the driver's required torque.

[0073] In one embodiment, the first control module 402 is further configured to calculate the product of the proportional gain parameter and the acceleration difference to obtain the proportional torque; calculate the product of the integral gain parameter and the acceleration difference over time to obtain the integral torque; and use the sum of the proportional torque and the integral torque as the compensation torque.

[0074] In one embodiment, the acquisition module 401 is further configured to calculate the difference between the driver's required torque and the vehicle's driving resistance; and to use the ratio of the difference to the vehicle's mass as the vehicle's target acceleration.

[0075] In one embodiment, the first control module 402 is further configured to enter the vehicle energy recovery ramp condition if the current slope of the vehicle is greater than a preset slope threshold, the acceleration difference is greater than a preset difference threshold, and the vehicle state meets the preset state requirements.

[0076] In one embodiment, the adjustment module 403 is further configured to determine whether the vehicle's brake pedal is currently depressed; if so, adjust the actual acceleration of the vehicle according to the vehicle's drive torque to obtain the adjusted acceleration; if not, calculate the regenerative braking torque and calculate the sum of the vehicle's drive torque and the regenerative braking torque as a candidate regenerative braking torque; take the minimum value among the candidate regenerative braking torque, the regenerative braking torque corresponding to the battery controller, and the regenerative braking torque corresponding to the drive motor controller as the target regenerative braking torque, and adjust the actual acceleration of the vehicle according to the target regenerative braking torque to obtain the adjusted acceleration.

[0077] In one embodiment, the second control module 404 is further configured to exit torque compensation for the vehicle energy recovery ramp condition if the current slope of the vehicle is less than or equal to the preset slope threshold.

[0078] The apparatus provided in this embodiment can execute the steps of the vehicle control method provided in Embodiment 1. To avoid repetition, the steps will not be repeated.

[0079] The vehicle control device proposed in this embodiment acquires the target acceleration and the actual acceleration of the vehicle, calculates the acceleration difference based on the target acceleration and the actual acceleration, acquires the current slope of the vehicle, enters the vehicle energy recovery slope condition based on the current slope and the acceleration difference, and performs torque compensation based on the acceleration difference to obtain the vehicle driving torque; adjusts the actual acceleration of the vehicle based on the vehicle driving torque to obtain the adjusted acceleration; and exits the torque compensation of the vehicle energy recovery slope condition based on the adjusted acceleration. In this way, by monitoring the slope and the acceleration difference, the device identifies when the vehicle is in a downhill coasting condition, automatically triggers energy recovery and performs torque compensation, ensuring that the actual acceleration accurately follows the target acceleration, thereby significantly improving the driving smoothness and comfort in downhill conditions and avoiding abnormal speed fluctuations. Simultaneously, it optimizes energy recovery efficiency while ensuring safety, increases driving range, and promptly exits compensation after the condition ends to prevent excessive intervention, achieving intelligent and adaptive energy management.

[0080] Example 3 Furthermore, this disclosure provides a computer device including a memory and a processor, wherein the memory stores a computer program, and the computer program, when executed by the processor, implements the vehicle control method described in Embodiment 1.

[0081] The device provided in this embodiment can execute the steps of the vehicle control method provided in Embodiment 1. To avoid repetition, the steps will not be repeated.

[0082] Example 4 This disclosure provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the vehicle control method described in Embodiment 1.

[0083] In this embodiment, the computer-readable storage medium may be a read-only memory (ROM), a random access memory (RAM), a magnetic disk, or an optical disk, etc.

[0084] The computer-readable storage medium provided in this embodiment can implement the vehicle control method provided in Embodiment 1. To avoid repetition, it will not be described again here.

[0085] In all examples shown and described herein, any specific values ​​should be interpreted as merely exemplary and not as limitations; therefore, other examples of exemplary embodiments may have different values.

[0086] It should be noted that similar labels and letters in the following figures indicate similar items. Therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures.

[0087] The above-described embodiments are merely illustrative of several implementations of the present invention, and while the descriptions are specific and detailed, they should not be construed as limiting the scope of the invention. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of the present invention, and these modifications and improvements all fall within the scope of protection of the present invention.

Claims

1. A vehicle control method, characterized in that, The method includes: Obtain the target acceleration and the actual acceleration of the vehicle, and calculate the acceleration difference based on the target acceleration and the actual acceleration of the vehicle; The vehicle's current slope is obtained, and the vehicle enters the energy recovery ramp condition based on the current slope and the acceleration difference. Torque compensation is performed based on the acceleration difference to obtain the vehicle's driving torque. The actual acceleration of the vehicle is adjusted based on the vehicle's driving torque to obtain the adjusted acceleration. The torque compensation is adjusted based on the acceleration after exiting the vehicle's energy recovery ramp condition.

2. The vehicle control method according to claim 1, characterized in that, The step of performing torque compensation based on the acceleration difference to obtain the vehicle driving torque includes: Based on the proportional-integral control algorithm, the compensation torque is obtained according to the acceleration difference; The vehicle drive torque is obtained based on the compensation torque and the driver's required torque.

3. The vehicle control method according to claim 2, characterized in that, The proportional-integral control algorithm, which obtains the compensation torque based on the acceleration difference, includes: The proportional torque is obtained by multiplying the proportional gain parameter by the acceleration difference. The integral torque is obtained by multiplying the integral gain parameter by the cumulative acceleration difference over time. The sum of the proportional torque and the integral torque is used as the compensation torque.

4. The vehicle control method according to claim 1, characterized in that, Obtain the target vehicle acceleration, including: Calculate the difference between the driver's required torque and the vehicle's running resistance; The ratio of the difference to the vehicle mass is taken as the target acceleration of the vehicle.

5. The vehicle control method according to claim 1, characterized in that, The step of entering the vehicle energy recovery ramp based on the vehicle's current slope and the acceleration difference includes: If the current slope of the vehicle is greater than a preset slope threshold, the acceleration difference is greater than a preset difference threshold, and the vehicle state meets the preset state requirements, then the vehicle enters the energy recovery ramp operation mode.

6. The vehicle control method according to claim 1, characterized in that, The step of adjusting the actual acceleration of the vehicle based on the vehicle's driving torque to obtain the adjusted acceleration includes: Determine whether the vehicle's brake pedal is currently depressed; If so, the actual acceleration of the vehicle is adjusted according to the vehicle's driving torque to obtain the adjusted acceleration; If not, calculate the regenerative braking torque, and calculate the sum of the vehicle driving torque and the regenerative braking torque as the candidate regenerative braking torque; The minimum value among the candidate energy recovery torque, the energy recovery torque corresponding to the battery controller, and the energy recovery torque corresponding to the drive motor controller is taken as the target energy recovery torque. The actual acceleration of the vehicle is adjusted according to the target energy recovery torque to obtain the adjusted acceleration.

7. The vehicle control method according to claim 5, characterized in that, The method further includes: If the current slope of the vehicle is less than or equal to the preset slope threshold, then torque compensation for the vehicle's energy recovery ramp condition is terminated.

8. A vehicle control device, characterized in that, The device includes: The acquisition module is used to acquire the target acceleration and the actual acceleration of the vehicle, and to calculate the acceleration difference based on the target acceleration and the actual acceleration of the vehicle. The first control module is used to obtain the current slope of the vehicle, enter the vehicle energy recovery slope working condition according to the current slope of the vehicle and the acceleration difference, and perform torque compensation according to the acceleration difference to obtain the vehicle driving torque. An adjustment module is used to adjust the actual acceleration of the vehicle according to the vehicle's driving torque to obtain the adjusted acceleration. The second control module is used for torque compensation when exiting the vehicle energy recovery ramp condition based on the adjusted acceleration.

9. A vehicle, characterized in that, It includes a memory and a processor, the memory storing a computer program that, when executed by the processor, implements the vehicle control method as described in any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that, It stores a computer program that, when executed by a processor, implements the vehicle control method as described in any one of claims 1 to 7.

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