Vehicle power parameter determination method and vehicle

Abstract

This application provides a method for determining vehicle dynamic parameters and a vehicle. The method relates to the field of vehicle control technology. The method includes: acquiring current vehicle data and current road condition data, where the current vehicle data includes the vehicle's total mass; determining the current equivalent inertia of rotating components in the vehicle based on the current vehicle data and current road condition data, where the current equivalent inertia represents the inertia of the rotating components in the vehicle equivalent to the inertia at the vehicle's wheel ends; determining a current rotational mass conversion factor for the vehicle based on the current equivalent inertia and the vehicle's total mass; and determining the vehicle's dynamic parameters based on the current rotational mass conversion factor and a power strategy. This method ensures that the dynamic parameters are adapted to the actual driving requirements at the wheel ends when determining the vehicle's dynamic parameters, thereby ensuring the vehicle's dynamic performance.

Description

Technical Field

[0001] This application relates to the field of vehicle control technology, and more specifically, to a method for determining vehicle dynamic parameters and a vehicle in the field of vehicles. Background Technology

[0002] The Rotating Mass Conversion Factor (RMCF) refers to the ratio that converts the rotational inertia of rotating components in a vehicle (e.g., engine flywheel, driveshaft, motor rotor, etc.) into equivalent translational inertia. In related technologies, the wheel-end driving force of a vehicle is typically determined based on the RMCF, and the torque of the power source is determined based on the wheel-end driving force, thus controlling the vehicle's powertrain based on the torque of the power source. However, existing technologies that control the powertrain based on RMCF often fail to adapt to the actual driving requirements at the wheels.

[0003] Therefore, determining the vehicle's power parameters to match the actual driving needs at the wheels has become an urgent problem to be solved. Summary of the Invention

[0004] This application provides a method for determining vehicle power parameters and a vehicle, which can ensure that the power parameters can be adapted to the actual driving needs at the wheel ends when determining the vehicle power parameters, so as to ensure the vehicle power performance.

[0005] Firstly, a method for determining vehicle dynamic parameters is provided, including: Acquire current vehicle data and current road condition data, including the vehicle's total mass; based on the current vehicle data and current road condition data, determine the current equivalent inertia of rotating components in the vehicle, which represents the inertia of rotating components in the vehicle equivalent to the inertia at the vehicle's wheel ends; based on the current equivalent inertia and the vehicle's total mass, determine the vehicle's current rotational mass conversion factor; based on the current rotational mass conversion factor and the power strategy, determine the vehicle's power parameters.

[0006] In the above technical solution, the current equivalent inertia of the rotating component is determined based on current vehicle data and current road condition data. A current rotational mass conversion factor is then obtained based on the current equivalent inertia and the vehicle's mass. Finally, power parameters are determined based on this current rotational mass conversion factor and the power strategy. Compared to existing technologies that determine power parameters based on a fixed rotational mass conversion factor, this application can determine a dynamically changing rotational mass conversion factor. This allows the power parameters determined based on the dynamically changing rotational mass conversion factor and the power strategy to adapt to the real-time inertia of the rotating component. Consequently, the wheel-end driving force determined based on the power parameters can accurately match the actual driving requirements needed to overcome the real-time inertia and driving resistance of the rotating component at the current moment, ensuring vehicle power performance.

[0007] In conjunction with the first aspect, in some implementations of the first aspect, the current equivalent inertia of the rotating components in the vehicle is determined based on the current vehicle data and the current road condition data, including: determining the predicted equivalent inertia at the current moment based on the equivalent inertia and the rate of change of equivalent inertia at the previous moment; determining the target deviation based on the difference between the current vehicle data and the current road condition data and the target vehicle data and the target road condition parameters at the current moment; and determining the current equivalent inertia of the rotating components based on the predicted equivalent inertia and the target deviation at the current moment.

[0008] In the above technical solution, the predicted equivalent inertia at the current moment is determined based on the equivalent inertia and the rate of change of equivalent inertia at the previous moment; and the target deviation between the current vehicle data and current road condition data and the target vehicle data and target road condition parameters at the current moment is determined, so as to obtain the current equivalent inertia based on the predicted equivalent inertia and the target deviation. Compared with the prior art, where the equivalent inertia of the rotating component is a fixed value, this application predicts the equivalent inertia at the current moment based on the equivalent inertia at the previous moment, the rate of change of equivalent inertia, and the target deviation of sensor data, which can achieve highly robust real-time estimation of equivalent inertia.

[0009] Combining the first aspect and the above implementation methods, in some implementation methods of the first aspect, determining the predicted equivalent inertia at the current moment based on the equivalent inertia and the rate of change of equivalent inertia at the previous moment includes: determining the change in equivalent inertia based on the product of the target time interval and the rate of change of equivalent inertia, where the target time interval is the time interval between the previous moment and the current moment; and determining the predicted equivalent inertia at the current moment based on the equivalent inertia and the change in equivalent inertia at the previous moment.

[0010] In the above technical solution, the change in equivalent inertia is determined by the product of the target time interval and the rate of change of equivalent inertia at the previous moment, and the predicted equivalent inertia at the current moment is determined by the sum of the equivalent inertia at the previous moment and the change in equivalent inertia. Compared with the prior art, where the equivalent inertia of the rotating component is a fixed value, the embodiments of this application enable the predicted equivalent inertia to inherit the equivalent inertia at the previous moment and reasonably reflect the changing trend of the equivalent inertia within the target time interval, thereby improving the accuracy of the predicted equivalent inertia at the current moment.

[0011] Combining the first aspect and the above implementation methods, in some implementation methods of the first aspect, the vehicle's power parameters are determined based on the current rotational mass conversion coefficient and the power strategy, including: determining the target weight based on the driving intention and the current rotational mass conversion coefficient; determining the power parameters based on the cost function and the preset constraint range corresponding to the power parameters to be determined; wherein, the driving intention is used to represent the vehicle's power demand, the cost function is determined based on the wheel-end driving force, power source energy consumption and the target weight, and the power parameters to be determined include the power source torque and the gearbox transmission ratio.

[0012] In the above technical solution, the target weight is determined based on the driving intention and the current rotational mass conversion coefficient, and the power parameters are determined based on the cost function and the preset constraint range corresponding to the power parameters to be determined. Compared with the prior art, which determines the power strategy based on a fixed rotational mass conversion coefficient, the target weight determined in this application based on the driving intention and a dynamic rotational mass conversion coefficient can match the power parameters determined based on the target weight with the driving intention and the real-time inertia of the rotating components. This allows the wheel-end driving force determined based on the power parameters to accurately match the actual driving demand required to overcome the real-time inertia and driving resistance of the rotating components at the current moment, ensuring vehicle power performance and avoiding energy waste caused by excessive output wheel-end driving force, thereby achieving a balance between vehicle power performance and power source energy consumption.

[0013] In combination with the first aspect and the above implementation methods, in some implementation methods of the first aspect, the current vehicle data also includes a first power parameter and a second power parameter. The method further includes: obtaining the wheel-end driving force based on the power parameter to be determined and the first power parameter, wherein the first power parameter includes the power system transmission parameters and the wheel radius; and obtaining the power source energy consumption based on the power parameter to be determined and the second power parameter, wherein the second power parameter includes the power source speed and the power source efficiency.

[0014] In the above technical solution, the wheel-end driving force is obtained based on the power parameters to be determined and the first power parameters (including the final drive ratio, gearbox transmission efficiency, motor transmission efficiency, motor reduction ratio, and wheel radius), and the power source energy consumption is determined based on the power parameters to be determined and the second power parameters (including engine speed, motor speed, and motor efficiency). Compared with the prior art, where the wheel-end driving force and power source energy consumption are determined separately by looking up tables, this application obtains the wheel-end driving force and power source energy consumption based on the power parameters to be determined, enabling the optimization of wheel-end driving force and power source energy consumption simultaneously when determining the power parameters.

[0015] Combining the first aspect and the above-mentioned implementation methods, in some implementation methods of the first aspect, the power source torque includes engine torque and motor torque. Based on the power parameters to be determined and the first power parameters, the wheel-end driving force is obtained, including: determining the wheel-end driving force corresponding to the engine based on the first effective driving torque transmitted to the wheel end by the engine torque to be determined and the wheel radius, wherein the first effective driving torque is obtained based on the engine torque to be determined, the gearbox transmission ratio to be determined, the power system transmission parameters, and the wheel radius; obtaining the wheel-end driving force corresponding to the motor based on the second effective driving torque transmitted to the wheel end by the motor torque to be determined and the wheel radius, wherein the second effective driving torque is obtained based on the motor torque to be determined, the power system transmission parameters, and the wheel radius; and obtaining the wheel-end driving force based on the wheel-end driving force corresponding to the engine and the wheel-end driving force corresponding to the motor.

[0016] In the above technical solution, the wheel-end driving force corresponding to the engine is obtained by using the first effective driving torque transmitted to the wheel end based on the engine torque to be determined and the wheel radius; the wheel-end driving force corresponding to the motor is obtained by using the second effective driving torque transmitted to the wheel end based on the motor torque to be determined and the wheel radius; finally, the wheel-end driving force is obtained by using the wheel-end driving force corresponding to the engine and the wheel-end driving force corresponding to the motor. Compared with the prior art, which only determines the torque distribution ratio of each power source through experimental calibration, the wheel-end driving force determined in this application based on the engine torque, motor torque, and gearbox transmission ratio to be determined enables optimization of the wheel-end driving force when the power parameters are determined based on the cost function.

[0017] Combining the first aspect and the above-mentioned implementation methods, in some implementation methods of the first aspect, the power source torque includes engine torque and motor torque. Based on the power parameters to be determined and the second power parameters, the power source energy consumption is obtained, including: obtaining the engine thermal efficiency to be determined based on the engine speed and the engine torque to be determined; obtaining the motor power to be determined based on the motor operating mode, motor speed, and the motor torque to be determined; and obtaining the power source energy consumption based on the engine thermal efficiency to be determined and the motor power.

[0018] In the above technical solution, the fuel consumption rate of the engine to be determined is determined based on the engine speed and the engine torque to be determined, and the battery power to be determined is obtained based on the working mode of the power battery, the motor speed, and the motor torque to be determined. Finally, the power source energy consumption is determined based on the engine thermal efficiency and motor power to be determined. Compared with the prior art, where the engine thermal efficiency and motor power are determined by looking up a table or are fixed values, the power source energy consumption (including engine thermal efficiency and motor power) determined based on the engine torque and motor torque to be determined in this application can be optimized when the engine torque and motor torque are determined based on the cost function.

[0019] Combining the first aspect and the above implementation methods, in some implementation methods of the first aspect, a target weight is determined based on the driving intention and the current rotational mass conversion coefficient, including: determining a first weight corresponding to the driving intention and a preset rotational mass conversion coefficient corresponding to the driving intention based on the driving intention; determining a second weight based on the vehicle's accelerator pedal opening and the rate of change of the accelerator pedal opening; determining a third weight based on the current rotational mass conversion coefficient and the preset rotational mass conversion coefficient; and determining the target weight based on the first weight, the second weight, and the third weight.

[0020] In the above technical solution, a first weight and a preset rotational mass conversion coefficient are determined based on driving intention; a second weight is determined based on accelerator pedal opening and accelerator pedal change rate; and a third weight is determined based on the current rotational mass conversion coefficient and a preset rotational mass conversion coefficient. A target weight is then determined based on the first, second, and third weights. Compared to existing technologies that do not optimize the power control strategy based on driving intention and the dynamic inertia of rotating components, this application, by determining the target weight based on driving intention, preset rotational mass conversion coefficient, accelerator pedal opening, and accelerator pedal change rate, ensures that the power parameters obtained based on the target weight are adapted to the driving intention and the inertial state of the rotating components.

[0021] Combining the first aspect and the above implementation methods, in some implementation methods of the first aspect, a third weight is determined based on the current rotational mass conversion coefficient and the preset rotational mass conversion coefficient, including: determining the rotational mass conversion coefficient deviation based on the current rotational mass conversion coefficient and the preset rotational mass conversion coefficient; determining the rotational mass conversion coefficient correction amount corresponding to the driving intention; and determining the third weight based on the rotational mass conversion coefficient deviation and the rotational mass conversion coefficient correction amount.

[0022] In the above technical solution, the deviation of the rotational mass conversion coefficient is determined based on the current rotational mass conversion coefficient and the preset rotational mass conversion coefficient. A correction coefficient is then determined based on the driving intention and the deviation, and a third weight is determined based on the deviation and the correction coefficient. Compared to existing technologies that do not optimize the power control strategy based on the driving intention and the dynamic inertia of the rotating component, this embodiment can correct the third weight based on the driving intention and the deviation between the current rotational mass conversion coefficient and the preset rotational mass conversion coefficient. This allows the target weight to further align with the driving intention and the inertial state of the rotating component, enabling the obtained power parameters to better adapt to the driving intention and the inertial state of the rotating component.

[0023] Secondly, a vehicle dynamic parameter determination device is provided, comprising: an acquisition module for acquiring current vehicle data and current road condition data, wherein the current vehicle data includes the vehicle's total mass; a processing module for determining the current equivalent inertia of rotating components in the vehicle based on the current vehicle data and current road condition data, wherein the current equivalent inertia represents the inertia of the rotating components in the vehicle equivalent to the inertia at the vehicle's wheel ends; determining the current rotational mass conversion factor of the vehicle based on the current equivalent inertia and the vehicle's total mass; and determining the vehicle's dynamic parameters based on the current rotational mass conversion factor and a dynamic strategy.

[0024] Thirdly, a vehicle is provided, including a memory and a processor, the memory for storing executable program code, and the processor for calling and running the executable program code from the memory, causing the vehicle to perform the vehicle dynamic parameters determination method in the first aspect or any possible implementation thereof.

[0025] Fourthly, a computer program product is provided, comprising: computer program code, which, when run on a computer, causes the computer to execute the vehicle dynamic parameters determination method in the first aspect or any possible implementation thereof.

[0026] Fifthly, a computer-readable storage medium is provided, which stores computer program code that, when executed on a computer, causes the computer to perform the vehicle dynamic parameters determination method in the first aspect or any possible implementation thereof. Attached Figure Description

[0027] Figure 1 This is a schematic diagram of the structure of a vehicle power control system provided in an embodiment of this application; Figure 2 This is a schematic flowchart of a method for determining vehicle dynamic parameters provided in an embodiment of this application; Figure 3 This is a schematic flowchart of another method for determining vehicle dynamic parameters provided in the embodiments of this application; Figure 4 This is a schematic diagram of a vehicle dynamic parameter determination device provided in an embodiment of this application; Figure 5 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application. Detailed Implementation

[0028] The technical solutions in this application will be clearly and thoroughly described below with reference to the accompanying drawings. In the description of the embodiments of this application, unless otherwise stated, " / " means "or," for example, A / B can mean A or B. "And / or" in the text is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Furthermore, in the description of the embodiments of this application, "multiple" refers to two or more than two.

[0029] Hereinafter, the terms "first" and "second" are used for descriptive purposes only and should not be construed as implying or suggesting relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature.

[0030] In related technologies, the wheel-end driving force of a vehicle is typically determined by looking up a fixed RMCF (Rail Drive Force Computation Table) in a table, and the torque of the power source is determined based on the wheel-end driving force. The powertrain system in the vehicle is then controlled based on the torque of the power source. This leads to a mismatch between the wheel-end driving force obtained from the fixed RMCF and the actual required wheel-end driving force. Consequently, if the output wheel-end driving force is greater than the actual required wheel-end driving force, energy is wasted; if the output wheel-end driving force is less than the actual required wheel-end driving force, power response lag occurs.

[0031] To address the aforementioned technical issues, this application provides a method for determining vehicle power parameters and a vehicle that can adapt the power parameters to the actual driving requirements at the wheel ends when determining the vehicle's power parameters, thereby ensuring the vehicle's power performance.

[0032] Figure 1 This is a schematic diagram of the structure of a vehicle power control system provided in an embodiment of this application, as shown below. Figure 1 As shown, the vehicle's power control system 100 can be configured in the vehicle, which can be a hybrid vehicle, that is, the vehicle includes multiple power sources, such as an engine and a drive motor.

[0033] For example, the vehicle's powertrain control system 100 may include a sensor 10, a vehicle domain controller (VDC) 11, a power control unit 12, a power source 13, and a transmission 14.

[0034] Sensor 10 is used to collect current vehicle data and current road condition data. The current vehicle data includes data from the target sensor and the overall vehicle mass. Sensor 10 may include a target sensor, speed sensors for the input and output shafts of the gearbox, a motor sensor (e.g., a motor rotor position encoder), a load cell, and a slope sensor, etc. The target sensor may include speed sensors (e.g., vehicle speed sensor, wheel speed sensor, speed sensors for the input and output shafts of the gearbox, and a motor sensor) and an acceleration sensor.

[0035] Among them, the vehicle speed sensor is used to collect the vehicle's speed signal; the wheel speed sensor is used to collect the angular velocity of the wheels; the input and output shaft speed sensors of the gearbox are used to collect the input and output shaft speeds of the gearbox; the motor sensor is used to collect the motor rotor speed; and the acceleration sensor is used to collect the vehicle's longitudinal acceleration. In other words, the data from the target sensors can include vehicle speed, wheel angular velocity, gearbox input and output shaft speeds, motor rotor speed, and vehicle acceleration. The weighing sensor is used to collect the vehicle's total mass. The gradient sensor is used to collect the vehicle's current road condition data, i.e., the gradient of the road surface.

[0036] For example, the vehicle domain controller 11 can obtain the current equivalent inertia of rotating components in the vehicle based on the current vehicle data and current road condition data collected by the sensor 10. These rotating components may include engine flywheels, drive shafts, motor rotors, clutches, differentials, and wheels, etc. The current equivalent inertia represents the inertia of the rotating components in the vehicle equivalent to the inertia at the vehicle wheel ends. Based on the current equivalent inertia and the vehicle's total mass, a current rotational mass conversion factor is obtained; then, based on the current rotational mass conversion factor and the power strategy, the vehicle's power parameters are determined.

[0037] After determining the vehicle's power parameters, the vehicle domain controller 11 can send the power parameters to the power controller 12, so that the power controller 12 can control the power source 13 and the transmission 14 based on the power parameters. The power source 13 may include an engine and a drive motor, and the power parameters may include the torque of the power source 13 and the gear ratio of the transmission 14.

[0038] Figure 2This is a schematic flowchart illustrating a method for determining vehicle dynamic parameters provided in an embodiment of this application. This method can be executed by a vehicle or a vehicle domain controller within the vehicle. Figure 2 As shown, the method includes S201 to S204, and S201 to S204 are described in detail below.

[0039] S201. Obtain current vehicle data and current road condition data.

[0040] The current vehicle data includes the vehicle's overall weight.

[0041] Optionally, the current vehicle data may also include data from target sensors, including speed sensors and acceleration sensors.

[0042] Optionally, current road condition data may include the slope of the road surface.

[0043] S202. Based on the current vehicle data and current road condition data, determine the current equivalent inertia of the rotating components in the vehicle.

[0044] Next, the current equivalent inertia of rotating components in the vehicle can be determined in real time based on current vehicle data and current road condition data using the Kalman Filter or Extended Kalman Filter (EKF) algorithm. The current equivalent inertia represents the inertia of the rotating components in the vehicle equivalent to the inertia at the vehicle's wheel ends; that is, it converts the additional driving force consumed by all rotating components during acceleration into the translational inertia of the wheel ends.

[0045] In some embodiments, determining the current equivalent inertia of a rotating component in a vehicle based on current vehicle data and current road condition data includes: determining the predicted equivalent inertia at the current moment based on the equivalent inertia and the rate of change of equivalent inertia at the previous moment; determining the target deviation based on the difference between the current vehicle data and current road condition data and the target vehicle data and the target road condition parameters at the current moment; and determining the current equivalent inertia of the rotating component based on the predicted equivalent inertia and the target deviation at the current moment.

[0046] For example, when determining the current equivalent inertia (i.e., the equivalent inertia at the current moment), the predicted state vector from the previous moment can be obtained first. The predicted state vector from the previous moment contains three components: the equivalent inertia from the previous moment (unit: kg), the rate of change of the equivalent inertia from the previous moment to the current moment (unit: kg / s), and the vehicle mass from the previous moment (unit: kg). In some examples, the state vector from the previous moment can be represented as: ; in, Indicates the current moment. Indicates the previous moment. Represents the equivalent inertia at the previous moment. Its physical meaning is equivalent to the sum of the calculated results of dividing the inertia of each rotating component by the square of the radius of the corresponding rotating component. It represents the rate of change of equivalent inertia. This indicates the vehicle's mass at the previous moment.

[0047] During real-time acceleration, rotating components may experience changes in inertia due to factors such as clutch slippage during gear shifting, changes in viscous friction characteristics caused by changes in gearbox oil temperature, and dynamic compression of the rolling radius caused by changes in tire pressure with temperature. Therefore, the equivalent inertia change rate of rotating components can be determined to determine the equivalent inertia based on the equivalent inertia change rate.

[0048] In some examples, the equivalent rate of change of inertia for the target time interval (i.e., the equivalent rate of change of inertia corresponding to the previous time step) can be based on the time step preceding the previous time step (i.e., the time step 1). From the previous time (i.e., the first time) to the last time (i.e., the first time) The rate of change of the equivalent inertia at time (i.e., the 1st) The process noise is determined by comparing the equivalent inertia change rate at the current moment with that at the previous moment. This process noise represents the random interference caused by dynamic factors such as clutch slip ratio changes, transmission oil temperature fluctuations, and tire pressure changes within the sampling time period in the equivalent inertia change rate at the previous moment. Confirmed. In some examples, the equivalent rate of change of inertia for the target time interval can be determined by referring to formula (1): (1); in, This represents the rate of change of the equivalent inertia at the previous moment; Indicates the first The rate of change of equivalent inertia at time t; The process noise represents the rate of change of the equivalent inertia at the previous moment.

[0049] Next, based on the rate of change of equivalent inertia at the target time interval and the equivalent inertia at the previous time, the predicted value of the equivalent inertia at the current time can be determined, that is, the predicted equivalent inertia at the current time.

[0050] Furthermore, the predicted vehicle mass at the current moment can be determined based on the process noise between the vehicle mass at the previous moment and the vehicle mass at the current moment. This process noise represents the changes in vehicle mass caused by factors such as passenger boarding / alighting, cargo loading / unloading, and fuel consumption, as well as the random influence of weighing sensor measurement noise on the vehicle mass. In some examples, the method for determining the predicted vehicle mass at the current moment can be referenced as shown in formula (2): (2); in, This indicates the predicted vehicle weight at the current moment. Indicates the total vehicle mass at the previous moment; The process noise represents the current moment's vehicle mass.

[0051] For example, after obtaining the predicted equivalent inertia at the current moment, the sensor data at the current moment (i.e., the actual measured current vehicle data and current road condition data that may have deviations) can be compared with the sensor data that should theoretically be measured at the current moment (i.e., the target vehicle data and the target road condition parameters at the current moment) to determine the amount of deviation between the actual sensor data and the predicted sensor data at the current moment, i.e., the observation residual.

[0052] The current vehicle data in the sensor data may include: vehicle acceleration, vehicle speed signal, wheel angular velocity, and vehicle mass; the current road condition data in the sensor data may include the slope of the road surface.

[0053] For example, the predicted sensor data at the current moment can be determined based on the predicted equivalent inertia at the current moment. In some examples, the predicted sensor data for each sensor at the current moment can be determined based on the predicted equivalent inertia at the current moment, the rate of change of the predicted equivalent inertia at the current moment, and the predicted vehicle mass at the current moment.

[0054] The predicted equivalent inertia change rate at the current moment can be determined based on the process noise between the equivalent inertia change rate at the previous moment and the equivalent inertia change rate at the current moment. This process noise represents the random interference caused by dynamic factors such as clutch slip ratio changes, transmission oil temperature fluctuations, and tire pressure changes within the sampling time period in the equivalent inertia change rate at the previous moment. In some examples, the determination of the predicted equivalent inertia change rate at the current moment can be referenced to formula (3): (3); in, This represents the predicted rate of change of equivalent inertia at the current moment. The process noise represents the rate of change of the equivalent inertia at the current moment.

[0055] For example, since the kinetic energy of rotating components in a vehicle is dynamically changing, the total kinetic energy of the vehicle includes the kinetic energy of the vehicle's translational motion and the kinetic energy of the rotating components' rotational motion (i.e., inertia). In some examples, the total kinetic energy of the vehicle is determined with reference to formula (4): (4); in, This indicates the total kinetic energy of the vehicle. This represents the kinetic energy of the vehicle's translational motion. This represents the kinetic energy of the rotating component's rotational motion. This indicates the current overall vehicle weight. This indicates the vehicle's current speed.

[0056] After differentiating the total kinetic energy of the vehicle over time, the rate of change of the total kinetic energy is obtained. In some examples, the rate of change of the total kinetic energy is determined by referring to formula (5): (5); in, This represents the rate of change of the vehicle's total kinetic energy. This represents the vehicle's actual acceleration (i.e., the target acceleration).

[0057] Since the net power of the vehicle driving force and the work done by the driving resistance is equal to the rate of change of the total kinetic energy of the vehicle (see formula (6)), it can be determined that the net driving force after subtracting the driving resistance from the vehicle driving force is equal to the driving force required to accelerate the overall mass of the vehicle and the current equivalent inertia, and the driving force that is consumed or released due to the dynamic change of the equivalent inertia (see formula (7)).

[0058] (6); (7); in, Indicates the driving force of the vehicle. This indicates the resistance to movement. It represents the net power generated by the vehicle's driving force and the work done by driving resistance. This represents the driving force required to produce acceleration based on the overall mass and current equivalent inertia of the vehicle. This indicates the additional driving force consumed or released due to the dynamic change of the equivalent inertia.

[0059] Therefore, the vehicle's true acceleration can be determined based on the net driving force, the driving force required to generate acceleration due to the overall mass of the vehicle and its current equivalent inertia, and the additional driving force consumed or released due to the dynamic changes in the equivalent inertia. The method for determining the vehicle's true acceleration can be found in formula (8): (8); in, It represents the effective driving force used to generate translational acceleration after subtracting driving resistance and the inertia of rotating components from the vehicle's driving force. It represents the sum of the vehicle's total mass and the equivalent inertia of its rotating components, which is the total equivalent mass that the vehicle needs to propel during acceleration.

[0060] Therefore, based on the vehicle's actual acceleration, the actual sensor data that each sensor should theoretically measure at the current moment can be determined, and the target deviation between the actual sensor data and the sensor data measured by each sensor at the current moment can be determined.

[0061] In some examples, the target acceleration that the accelerometer should theoretically measure can be determined based on the predicted equivalent inertia, the predicted rate of change of equivalent inertia, the predicted vehicle mass, and the vehicle speed signal, driving force, driving resistance, and road surface slope actually measured by the sensor at the current moment. The method for determining the target acceleration can be referenced in formula (9): (9); in, Represents the target acceleration at the current moment. . Indicates the target acceleration of the vehicle . This is the component of gravity along the slope direction (i.e., parallel to the road surface).

[0062] This indicates the vehicle's driving force at the current moment; This indicates the driving resistance at the current moment; This indicates the actual vehicle speed signal measured at the current moment; This indicates the actual slope of the road surface measured at the current moment. This represents the predicted equivalent inertia at the current moment. This indicates the predicted vehicle weight at the current moment. This indicates the predicted rate of change of equivalent inertia.

[0063] In some examples, the target vehicle speed signal (i.e., the actual vehicle speed signal) that the speed sensor should theoretically measure can be determined based on the current predicted equivalent inertia, the predicted rate of change of equivalent inertia, the predicted vehicle mass, and the vehicle speed signal, driving force, and driving resistance measured by the sensor. The method for determining the target vehicle speed signal can be referenced in formula (10): (10); in, The time derivative of the target vehicle speed signal at the current moment. .

[0064] In some examples, the target wheel angular velocity (i.e., the actual wheel angular velocity) that the wheel speed sensor should theoretically measure can be determined based on the current predicted equivalent inertia, the predicted rate of change of equivalent inertia, the predicted vehicle mass, and the vehicle speed signal and wheel angular velocity measured by the sensor. The method for determining the target wheel angular velocity can be referred to as formula (11): (11); in, It represents the difference between the time derivative of the target wheel angular velocity at the current moment and the time derivative of the target vehicle speed signal. This represents the linear velocity of the wheel, which can be determined based on the product of the wheel's angular velocity and its radius (i.e., ...). ).

[0065] In some examples, the target vehicle mass (i.e., the actual vehicle mass) that the weighing sensor should theoretically measure can be determined based on the predicted vehicle mass at the current moment. The method for determining the target vehicle mass can be found in formula (12): (12); in, This indicates the target vehicle mass that the weighing sensor should theoretically measure. This indicates the predicted vehicle mass at the current moment.

[0066] In some examples, after determining the theoretical target sensor data (e.g., target vehicle data and target road condition data) corresponding to each sensor data at the current moment, a first vector can be determined based on the target sensor data corresponding to each sensor data at the current moment; and a second vector can be determined based on the current sensor data actually measured by each sensor data at the current moment (e.g., current vehicle data and current road condition data). Then, the first vector and the second vector are subtracted to obtain the target deviation.

[0067] The smaller the target deviation, the more accurate the predicted equivalent inertia at the current moment, and the closer the target sensor data obtained based on the predicted equivalent inertia at the current moment is to the actual measured current sensor data.

[0068] For example, after determining the predicted equivalent inertia and the target deviation at the current moment, the predicted equivalent inertia and the target deviation can be added together to obtain the equivalent inertia at the current moment (i.e., the current equivalent inertia).

[0069] In some examples, the equivalent inertia at the current moment can be determined by referring to formula (13): (13); in, This represents the final corrected state vector, which includes the equivalent inertia at the current moment, the rate of change of the equivalent inertia at the current moment, and the vehicle mass at the current moment. The predicted state vector includes the predicted equivalent inertia at the current moment, the predicted rate of change of the predicted equivalent inertia at the current moment, and the predicted vehicle mass at the current moment. This represents the target deviation at the current moment.

[0070] The Kalman gain is determined based on the confidence level of the predicted state vector at the current moment and the confidence level of the actual sensor data measured at the current moment. It is used to weight the target deviation used to correct the predicted state vector at the current moment, thereby adjusting the degree of influence of the target deviation on the determination of the corrected state vector.

[0071] In this embodiment, the predicted equivalent inertia at the current moment is determined based on the equivalent inertia and the rate of change of equivalent inertia at the previous moment; and the target deviation between the current vehicle data and current road condition data and the target vehicle data and target road condition parameters at the current moment is determined, so as to obtain the current equivalent inertia based on the predicted equivalent inertia and the target deviation. Compared with the prior art, where the equivalent inertia of the rotating component is a fixed value, this embodiment predicts the equivalent inertia at the current moment based on the equivalent inertia, the rate of change of equivalent inertia, and the target deviation of the sensor data at the previous moment, which can achieve highly robust real-time estimation of the equivalent inertia.

[0072] In some exemplary embodiments, determining the predicted equivalent inertia at the current moment based on the equivalent inertia and the rate of change of equivalent inertia at the previous moment includes: determining the change in equivalent inertia based on the product of the target time interval and the rate of change of equivalent inertia; and determining the predicted equivalent inertia at the current moment based on the equivalent inertia and the change in equivalent inertia at the previous moment.

[0073] For example, the method for determining the predicted equivalent inertia at the current moment can be referred to as shown in formula (14): (14); in, This represents the predicted equivalent inertia at the current moment. This represents the equivalent inertia at the previous moment. This represents the rate of change of the equivalent inertia at the previous moment. This represents the target time interval between the previous moment and the current moment. The process noise represents the predicted equivalent inertia at the current moment. This process noise is used to represent the prediction uncertainty caused by factors such as the nonlinear abrupt change in clutch slip ratio, the frictional characteristic drift caused by rapid changes in transmission oil temperature, and the estimation error of the equivalent inertia at the previous moment during the state prediction step.

[0074] In this embodiment, the change in equivalent inertia is determined by the product of the target time interval and the rate of change of equivalent inertia at the previous moment, and the predicted equivalent inertia at the current moment is determined by the sum of the equivalent inertia at the previous moment and the change in equivalent inertia. Compared with the prior art, where the equivalent inertia of the rotating component is a fixed value, this embodiment enables the predicted equivalent inertia to inherit the equivalent inertia at the previous moment and reasonably reflect the changing trend of the equivalent inertia within the sampling duration (i.e., the target time interval), thereby improving the accuracy of the predicted equivalent inertia at the current moment.

[0075] S203. Based on the current equivalent inertia and the vehicle's total mass, determine the current rotational mass conversion factor of the vehicle.

[0076] In some examples, the current rotational mass conversion factor of the vehicle can be determined by referring to formula (15): (15); in, This represents the final equivalent inertia obtained. This indicates the final, current overall vehicle mass.

[0077] S204. Based on the current rotational mass conversion factor and power strategy, determine the vehicle's power parameters.

[0078] The power strategy can be a strategy for managing the wheel-end driving force and power source energy consumption of a vehicle. Power parameters can include power source torque and transmission ratio, with power source torque including engine torque and drive motor torque. These power parameters can be those that optimize the wheel-end driving force and power source energy consumption; for example, parameters that maximize wheel-end driving force and minimize power source energy consumption.

[0079] Furthermore, since the power parameters are determined based on the dynamically changing rotational mass conversion coefficient and power strategy, these power parameters can adapt to the real-time inertia of the rotating components. This allows the wheel-end driving force determined based on the power parameters to accurately match the actual driving requirements required to overcome the real-time inertia and driving resistance of the rotating components at the current moment, thereby ensuring the vehicle's power performance.

[0080] For example, after determining the vehicle's power parameters, these parameters can be sent to a powertrain controller, enabling the controller to control the power source and transmission based on these parameters. The power source may include an engine and a drive motor. For instance, the powertrain controller can control the engine based on its torque; control the drive motor based on its torque; and control the transmission based on its gear ratio.

[0081] In some embodiments, determining the vehicle's power parameters based on the current rotational mass conversion factor and the power strategy includes: determining the target weight based on the driving intention and the current rotational mass conversion factor; and determining the power parameters based on the cost function and the preset constraint range corresponding to the power parameters to be determined.

[0082] For example, the current driving intention can be determined based on the accelerator pedal opening, the rate of change of the accelerator pedal opening, and the brake pedal pressure. The driving intention represents the vehicle's power demand and includes both rapid acceleration and energy recovery intentions. For instance, if the accelerator pedal opening is greater than a first preset opening threshold and the rate of change of the accelerator pedal opening is greater than a preset rate of change, the driving intention can be determined to be rapid acceleration; if the accelerator pedal opening is less than or equal to a second preset opening threshold (e.g., the accelerator pedal opening is 0) and the brake pedal pressure is less than a preset pressure, the driving intention can be determined to be energy recovery.

[0083] After identifying the driving intention, a target weight can be determined based on the driving intention and the current rotational mass conversion factor. A cost function is then determined based on the wheel-end driving force, power source energy consumption, and this target weight. Based on this cost function, the power parameters to be determined are obtained. Within the preset constraints corresponding to these power parameters, the power parameters that optimize the wheel-end driving force and power source energy consumption are obtained. These power parameters to be determined include the power source torque and the gearbox transmission ratio.

[0084] In some examples, the preset constraint range corresponding to the power parameter to be determined is used to represent the range of possible values ​​for the power parameter. For example, the preset constraint range may include: the upper and lower limits of engine torque (different engine speeds correspond to different maximum or minimum engine torques), the upper and lower limits of motor torque (different motor speeds and the remaining battery charge correspond to different maximum or minimum motor torques), and the upper and lower limits of transmission ratio (determined by the physical transmission ratio range of each gear in the transmission). In addition, the preset constraint range may also include: the upper and lower limits of engine speed, which can be determined based on the product of the transmission output shaft speed (converted from vehicle speed and final drive ratio) and the transmission ratio; the motor speed, which can be determined based on the product of the transmission output shaft speed and the fixed reduction ratio of the motor; and the battery power being less than or equal to the maximum allowable power corresponding to the current state of charge (SOC) of the battery, to prevent overcharging, over-discharging, or thermal runaway of the battery.

[0085] In some examples, the cost function can be referenced as shown in formula (16): (16); in, Indicates the target weight. This indicates the wheel-end driving force to be determined. This represents the known maximum wheel-end driving force; This indicates the energy consumption of the power source to be determined. This represents the maximum known energy consumption of a power source.

[0086] Based on the cost function and the preset constraint range corresponding to the dynamic parameters to be determined, when determining the dynamic parameters, one can determine the parameters that enable the dynamic parameters to be determined within the preset constraint range corresponding to the dynamic parameters to be determined. Minimum power parameters. In the minimum case, it can enable the wheel-end driving force Energy consumption of power source Optimal.

[0087] In this embodiment, a target weight is determined based on the driving intention and the current rotational mass conversion coefficient, and the power parameters are determined based on the cost function and the preset constraint range corresponding to the power parameters to be determined. Compared with the prior art, which determines the power strategy based on a fixed rotational mass conversion coefficient, this embodiment determines the target weight based on the driving intention and a dynamic rotational mass conversion coefficient. This allows the power parameters determined based on the target weight to match the driving intention and the real-time inertia of the rotating components. As a result, the wheel-end driving force determined based on the power parameters can accurately match the actual driving demand required to overcome the real-time inertia and driving resistance of the rotating components at the current moment, ensuring vehicle power performance and avoiding energy waste caused by excessive output wheel-end driving force, thereby achieving a balance between vehicle power performance and power source energy consumption.

[0088] In some exemplary embodiments, the current vehicle data may further include a first power parameter and a second power parameter. The method also includes: obtaining the wheel-end driving force based on the power parameter to be determined and the first power parameter; and obtaining the power source energy consumption based on the power parameter to be determined and the second power parameter.

[0089] For example, both the first power parameter and the second power parameter are known parameters that do not require processing. The first power parameter may include powertrain transmission parameters and wheel radius, while the second power parameter may include power source speed and power source efficiency.

[0090] The powertrain transmission parameters may include the final drive ratio, gearbox transmission efficiency, motor transmission efficiency, and motor reduction ratio; the power source speed may include engine speed and motor speed.

[0091] For example, the wheel-end driving force to be determined can be obtained based on the engine torque to be determined, the motor torque to be determined, the gearbox transmission ratio to be determined, and the first power parameter; and the power source energy consumption to be determined can be obtained based on the engine torque to be determined, the motor torque to be determined, and the second power parameter.

[0092] In this embodiment, the wheel-end driving force is obtained based on the power parameters to be determined and a first power parameter (including the final drive ratio, gearbox transmission efficiency, motor transmission efficiency, motor reduction ratio, and wheel radius), and the power source energy consumption is determined based on the power parameters to be determined and a second power parameter (including engine speed, motor speed, and motor efficiency). Compared to the prior art, where the wheel-end driving force and power source energy consumption are determined separately by looking up tables, this embodiment obtains the wheel-end driving force and power source energy consumption based on the power parameters to be determined, enabling optimization of both the wheel-end driving force and power source energy consumption simultaneously when determining the power parameters.

[0093] In some exemplary embodiments, the power source torque in the power parameters to be determined may include engine torque and motor torque. Based on the power parameters to be determined and the first power parameter, the wheel-end driving force is obtained, including: obtaining the wheel-end driving force corresponding to the engine based on the first effective driving torque transmitted from the engine torque to the wheel end and the wheel radius; obtaining the wheel-end driving force corresponding to the motor based on the second effective driving torque transmitted from the motor torque to the wheel end and the wheel radius; and obtaining the wheel-end driving force based on the wheel-end driving force corresponding to the engine and the wheel-end driving force corresponding to the motor.

[0094] For example, the first effective driving torque transmitted from the engine to the wheel end represents the effective driving torque finally transmitted to the wheel end after the engine output torque is amplified step by step through transmission components such as the gearbox and final reducer, and mechanical efficiency losses (i.e., the transmission efficiency of the gearbox and final reducer) are deducted. The first effective driving torque corresponding to the engine can be obtained based on the engine torque to be determined, the gearbox gear ratio to be determined, the powertrain transmission parameters (e.g., the final reducer ratio and the gearbox transmission efficiency), and the wheel radius.

[0095] The second effective driving torque transmitted from the motor to the wheel end represents the effective driving torque finally transmitted to the wheel end after the motor output torque has been amplified step by step through transmission components such as the motor reducer and the main reducer, and mechanical efficiency losses (i.e., the transmission efficiency from the motor to the output shaft) have been deducted. The second effective driving torque corresponding to the motor can be obtained based on the motor torque to be determined, the power system transmission parameters (e.g., the main reduction ratio, the motor transmission efficiency, and the motor reduction ratio), and the wheel radius.

[0096] In some examples, the method for determining the wheel-end driving force can be referred to as shown in formula (17): (17); in, This indicates the driving force at the wheel end. Indicates the first effective driving torque. This indicates the second effective driving torque. This indicates the engine torque to be determined. This indicates the motor torque to be determined. This indicates the gear ratio of the transmission to be determined.

[0097] This indicates the main reduction ratio of the main reducer. This indicates the transmission efficiency of the gearbox and the final drive. This indicates the reduction ratio from the motor to the output shaft corresponding to the motor reducer. This indicates the transmission efficiency from the motor to the output shaft. Indicates the radius of the wheel.

[0098] In this embodiment, the wheel-end driving force corresponding to the engine is obtained by using the first effective driving torque transmitted to the wheel end based on the engine torque to be determined and the wheel radius; and the wheel-end driving force corresponding to the motor is obtained by using the second effective driving torque transmitted to the wheel end based on the motor torque to be determined and the wheel radius; finally, the wheel-end driving force is obtained by using the wheel-end driving force corresponding to the engine and the wheel-end driving force corresponding to the motor. Compared with the prior art, which only determines the torque distribution ratio of each power source through experimental calibration, this embodiment determines the wheel-end driving force based on the engine torque to be determined, the motor torque to be determined, and the gearbox transmission ratio to be determined. This enables the optimization of the wheel-end driving force when determining power parameters based on a cost function.

[0099] In some exemplary embodiments, the energy consumption of the power source is obtained based on the power parameters to be determined and the second power parameters, including: obtaining the engine thermal efficiency to be determined based on the engine speed and the engine torque to be determined; obtaining the motor power to be determined based on the motor operating mode, the motor speed and the motor torque to be determined; and obtaining the energy consumption of the power source based on the engine thermal efficiency to be determined and the motor power.

[0100] For example, engine thermal efficiency can be determined based on engine fuel consumption rate and a preset lower heating value of fuel. The engine fuel consumption rate can be obtained from a preset mapping relationship based on engine speed and the engine torque to be determined. This preset mapping relationship can be an engine universal characteristic table, used to represent the mapping relationship between engine speed, engine torque, and engine fuel consumption rate.

[0101] For example, the operating mode of the motor may include a drive mode (in which the power battery generates electricity for the motor) and a power generation mode (in which the motor charges the power battery). In some examples, when the motor is in drive mode, the method for obtaining the motor power (or battery power) to be determined can refer to formula (18): (18); in, This indicates the motor's electrical power, which is yet to be determined. This indicates the motor torque to be determined. This indicates the motor speed. This represents the motor energy conversion efficiency, determined based on motor torque and motor speed; that is, the energy conversion efficiency of the motor when converting electrical energy into mechanical energy. When the motor is operating in drive mode, the motor's electrical power to be determined... The value is positive.

[0102] In some examples, when the motor is operating in generator mode, the method to obtain the motor power to be determined can refer to formula (19): (19); Among them, when the motor is operating in generator mode, the motor power to be determined is... The value is negative.

[0103] In some examples, the method for obtaining the energy consumption of the power source to be determined can refer to formula (20): (20); in, This indicates the engine's fuel consumption rate. , This indicates the engine speed. This indicates the low calorific value of the fuel (e.g., 42.5 MJ / kg). This indicates the engine thermal efficiency, which is yet to be determined.

[0104] In this embodiment, the engine fuel consumption rate is obtained based on engine speed and the engine torque to be determined, and the battery power is obtained based on the battery operating mode, motor speed, and the motor torque to be determined. Finally, the power source energy consumption is obtained based on the engine thermal efficiency and motor power to be determined. Compared to the prior art, where engine thermal efficiency and motor power are determined by looking up tables or are fixed values, this embodiment obtains the power source energy consumption based on the engine torque and motor torque to be determined, enabling optimization of power source energy consumption when the engine torque and motor torque are determined based on a cost function.

[0105] In some exemplary embodiments, determining a target weight based on driving intention and current rotational mass conversion factor includes: determining a first weight corresponding to driving intention and a preset rotational mass conversion factor corresponding to driving intention based on driving intention; determining a second weight based on the vehicle's accelerator pedal opening and accelerator pedal opening change rate; determining a third weight based on the current rotational mass conversion factor and preset rotational mass conversion factor; and determining a target weight based on the first weight, second weight, and third weight.

[0106] For example, the first weight is used to represent the degree of demand for power relative to the demand for economy (i.e., low energy consumption) under the driving intention. For instance, under the intention of rapid acceleration, it means that the vehicle currently has a high demand for power, so a higher first weight (e.g., 0.85) can be set to prioritize ensuring acceleration response speed; under the intention of energy recovery, it means that the vehicle currently needs to recover more energy through deceleration, i.e., the demand for economy is high, so a lower first weight (e.g., 0.15) can be set to prioritize reducing energy consumption.

[0107] For example, after determining the first weight and the preset rotational mass conversion coefficient, a second weight can be determined based on the accelerator pedal opening and the rate of change of the accelerator pedal opening to represent the intensity of the vehicle's required power at the current moment. The rate of change of the accelerator pedal opening can be determined based on the accelerator pedal opening and the sampling duration. In some examples, the accelerator pedal opening can be normalized, for example, by dividing the currently collected accelerator pedal opening by the maximum accelerator pedal opening, to obtain a normalized accelerator pedal opening with a value range of [0,1]. Furthermore, the rate of change of the accelerator pedal opening can be normalized, for example, by dividing the currently collected rate of change of the accelerator pedal opening by the maximum rate of change of the accelerator pedal opening, to obtain a normalized rate of change of the accelerator pedal opening with a value range of [0,1].

[0108] In some examples, the normalized accelerator pedal opening and the normalized rate of change of accelerator pedal opening can be weighted and summed to obtain the second weight. The second weight can be determined by referring to formula (21): (twenty one); in, This represents the Driver Intent Index, which is the second weight. Normalized accelerator pedal opening, This represents the normalized rate of change of accelerator pedal opening. for The preset weight can be set to 0.4; for The preset weight can be set to 0.6. and These are used to represent the contribution of accelerator pedal opening and accelerator pedal opening rate to the intensity of driving intention, respectively.

[0109] For example, the third weight can be determined based on the difference between the current rotational mass conversion factor and the preset rotational mass conversion factor corresponding to the driving intention. The preset rotational mass conversion factor corresponding to the driving intention represents the ideal inertia the vehicle is expected to achieve under that driving intention. In some examples, the preset rotational mass conversion factor corresponding to a rapid acceleration intention can be set to a smaller value; the smaller the preset rotational mass conversion factor, the smaller the equivalent inertia of the rotating components, and the more efficiently the driving force output by the engine and motor can be transmitted to the wheel ends, thus obtaining stronger power. The preset rotational mass conversion factor corresponding to an energy recovery intention can be set to a larger value; the larger the preset rotational mass conversion factor, the larger the equivalent inertia of the rotating components, the more kinetic energy stored in the rotating components during vehicle coasting or braking, and thus more electrical energy recovered through the motor, resulting in higher energy recovery efficiency.

[0110] For example, after determining the first weight, the second weight, and the third weight, the target weight can be determined based on the sum of the first weight, the second weight, and the third weight. Specifically, if the current rotational mass conversion factor is greater than the preset rotational mass conversion factor, the third weight is negative, thereby reducing the target weight to lower power source energy consumption, i.e., reducing power performance and improving economy, thus avoiding energy waste caused by forcibly pursuing high torque when the equivalent inertia is too large; if the current rotational mass conversion factor is less than the preset rotational mass conversion factor, the third weight is positive, thereby increasing the target weight to increase wheel-end driving force, i.e., improving power performance and reducing economy, thus improving energy recovery efficiency.

[0111] In some examples, boundary constraints can be set for the target weight, for example, the target weight is greater than or equal to 0.05 and less than or equal to 0.95. Setting a lower boundary (e.g., 0.05) aims to preserve a minimum level of power, as the vehicle needs a certain level of power to drive normally even under high fuel economy conditions; setting an upper boundary (e.g., 0.95) aims to preserve a minimum level of fuel economy, as extreme energy waste needs to be avoided even under high fuel economy conditions.

[0112] For example, as shown in formula (16), when the value of J needs to be minimized, the larger the target weight value, the more the power parameters that make the wheel-end driving force as large as possible need to be determined; the smaller the target weight, the more the power parameters that make the power source energy depletion as small as possible need to be determined.

[0113] In this embodiment, a first weight and a preset rotational mass conversion coefficient are determined based on driving intention; a second weight is determined based on accelerator pedal opening and accelerator pedal change rate; and a third weight is determined based on the current rotational mass conversion coefficient and a preset rotational mass conversion coefficient. A target weight is then determined based on the first, second, and third weights. Compared to existing technologies that do not determine target weights for power parameters based on driving intention, preset rotational mass conversion coefficients, accelerator pedal opening, and accelerator pedal change rate, this application ensures that the power parameters obtained based on the target weights are compatible with the driving intention and the inertial state of the rotating components by determining the target weights based on these factors.

[0114] In some exemplary embodiments, determining a third weight based on the current rotational mass conversion factor and a preset rotational mass conversion factor includes: determining the rotational mass conversion factor deviation based on the current rotational mass conversion factor and the preset rotational mass conversion factor; determining the rotational mass conversion factor correction amount corresponding to the driving intention; and determining the third weight based on the rotational mass conversion factor deviation and the rotational mass conversion factor correction amount.

[0115] For example, the method for determining the deviation of the rotational mass conversion factor can be referred to as shown in formula (22): (twenty two); in, This represents the deviation of the normalized rotational mass conversion factor, with a value range of [-1, 1]. This indicates the preset rotational mass conversion factor. This represents the current rotational mass conversion factor. This represents the preset maximum rotational mass conversion factor. Preset minimum rotational mass conversion factor.

[0116] For example, the rotational mass conversion coefficient deviation can be adjusted based on the correction amount of the rotational mass conversion coefficient corresponding to the driving intention. When the driving intention is rapid acceleration, the rotational mass conversion coefficient correction amount can be set to be greater than 1. Thus, when the current rotational mass conversion coefficient is greater than the preset rotational mass conversion coefficient (i.e., the rotational mass conversion coefficient deviation is less than 0), the target weight α of the wheel-end driving force in the cost function can be reduced by decreasing the third weight. This reduces the power demand when the rotational inertia is too large, thereby avoiding inefficiency caused by forcibly pursuing power. Furthermore, when the driving intention is energy recovery, the rotational mass conversion coefficient correction amount can be set to be greater than 1, and the rotational mass conversion coefficient correction amount corresponding to the energy recovery intention can be less than the rotational mass conversion coefficient correction amount corresponding to the rapid acceleration intention. Thus, when the current rotational mass conversion coefficient is less than the preset rotational mass conversion coefficient (i.e., the rotational mass conversion coefficient deviation is greater than 0), the third weight can be increased, i.e., the target weight α can be increased, slightly biased towards power, allowing the vehicle to store kinetic energy with a larger rotational inertia.

[0117] In this embodiment, the deviation of the rotational mass conversion coefficient is determined based on the current rotational mass conversion coefficient and the preset rotational mass conversion coefficient. A correction coefficient is then determined based on the driving intention and the deviation, and a third weight is determined based on the deviation and the correction coefficient. Compared to existing technologies that do not optimize the power control strategy based on the driving intention and the dynamic inertia of the rotating component, this embodiment corrects the third weight based on the driving intention and the deviation between the current rotational mass conversion coefficient and the preset rotational mass conversion coefficient. This allows the target weight to better align with the driving intention and the inertial state of the rotating component, thereby enabling the obtained power parameters to better adapt to the driving intention and the inertial state of the rotating component.

[0118] Figure 3 This is a schematic flowchart illustrating another method for determining vehicle dynamic parameters provided in this application embodiment. This method can be executed by the vehicle or a vehicle domain controller within the vehicle. Figure 3 As shown, the method includes S301 to S305, and S301 to S305 are described in detail below.

[0119] S301. Obtain current vehicle data and current road condition data.

[0120] Optionally, the specific implementation of S301 can be found above. Figure 2 The relevant descriptions of S201 will not be repeated here.

[0121] S302. Based on current vehicle data and current road condition data, determine the current equivalent inertia of rotating components in the vehicle.

[0122] Alternatively, the specific implementation of S302 can be found above. Figure 2 The relevant descriptions of S202 will not be repeated here.

[0123] S303. Based on the current equivalent inertia and the vehicle's total mass, determine the vehicle's current rotational mass conversion factor, and based on the driving intention and the current rotational mass conversion factor, determine the target weight.

[0124] Alternatively, the specific implementation of S303 can be found above. Figure 2 The relevant descriptions of S203 and S204 will not be repeated here.

[0125] S304. Determine the cost function based on the dynamic parameters to be determined and the target weight, and determine the dynamic parameters based on the preset constraint range corresponding to the cost function and the dynamic parameters to be determined.

[0126] The power parameters may include engine torque, electric motor torque, and gearbox ratio.

[0127] Optionally, the specific implementation of S304 can be found above. Figure 2 The relevant description of S204 will not be repeated here.

[0128] S305 controls the power source and transmission based on power parameters.

[0129] For example, after determining the vehicle's power parameters, the power parameters can be sent to the power controller so that the power controller can control the power source (including the engine and drive motor) and the transmission based on the power parameters.

[0130] Alternatively, the specific implementation of S305 can be found above. Figure 2 The relevant description of S204 will not be repeated here.

[0131] In this embodiment, the current equivalent inertia of the rotating component is determined based on current vehicle data and current road condition data. A current rotational mass conversion factor is then obtained based on the current equivalent inertia and the vehicle's mass. Finally, power parameters are determined based on this current rotational mass conversion factor and the power strategy. Compared to existing technologies that determine power parameters based on a fixed rotational mass conversion factor, this embodiment determines a dynamically changing rotational mass conversion factor. This allows the power parameters determined based on the dynamically changing rotational mass conversion factor and the power strategy to adapt to the real-time inertia of the rotating component. Consequently, the wheel-end driving force determined based on the power parameters accurately matches the actual driving requirements needed to overcome the real-time inertia and driving resistance of the rotating component at the current moment, ensuring vehicle power performance.

[0132] It should be understood that the above examples are provided to help those skilled in the art understand the embodiments of this application, and are not intended to limit the embodiments of this application to the specific values ​​or scenarios illustrated. Those skilled in the art can obviously make various equivalent modifications or changes based on the above examples, and such modifications or changes also fall within the scope of the embodiments of this application.

[0133] The above text combined Figures 1 to 3 This application describes in detail the method for determining vehicle power parameters provided in its embodiments. The following will combine... Figure 4 and Figure 5 The device embodiments of this application are described in detail below. It should be understood that the vehicle power parameter determination device of this application embodiment can execute the various vehicle power parameter determination methods described in the foregoing embodiments of this application. That is, the specific working processes of the various products below can be referred to the corresponding processes in the foregoing method embodiments.

[0134] Figure 4 This is a schematic diagram of a vehicle dynamic parameter determination device provided in an embodiment of this application. The vehicle dynamic parameter determination device can be implemented as part or all of a vehicle by software, hardware, or a combination of both. The vehicle can be described below. Figure 5 The vehicle shown. (As shown) Figure 4 As shown, the vehicle power parameter determination device 400 includes: an acquisition module 401 and a processing module 402.

[0135] The acquisition module 401 is used to acquire current vehicle data and current road condition data. The current vehicle data includes the vehicle's overall weight.

[0136] The processing module 402 is used to determine the current equivalent inertia of the rotating components in the vehicle based on the current vehicle data and the current road condition data. The current equivalent inertia is used to represent the inertia of the rotating components in the vehicle equivalent to the inertia at the wheel end of the vehicle. Based on the current equivalent inertia and the total vehicle mass, the current rotational mass conversion factor of the vehicle is determined. Based on the current rotational mass conversion factor and the power strategy, the power parameters of the vehicle are determined.

[0137] In some embodiments, the processing module 402 is specifically used for: Based on the equivalent inertia and the rate of change of equivalent inertia at the previous moment, determine the predicted equivalent inertia at the current moment; based on the current vehicle data and current road condition data, and the difference between them and the target vehicle data and target road condition parameters at the current moment, determine the target deviation; based on the predicted equivalent inertia and the target deviation at the current moment, determine the current equivalent inertia of the rotating component.

[0138] In some embodiments, the processing module 402 is specifically used for: The change in equivalent inertia is determined by the product of the target time interval and the rate of change of equivalent inertia. The target time interval is the time interval between the previous moment and the current moment. The predicted equivalent inertia at the current moment is determined by the equivalent inertia at the previous moment and the change in equivalent inertia.

[0139] In some embodiments, the processing module 402 is specifically used for: The target weight is determined based on the driving intention and the current rotational mass conversion factor; the power parameters are determined based on the cost function and the preset constraint range corresponding to the power parameters to be determined; where driving intention is used to represent the power demand of the vehicle, the cost function is determined based on the wheel-end driving force, power source energy consumption and the target weight, and the power parameters to be determined include the power source torque and the transmission ratio of the gearbox.

[0140] In some embodiments, the current vehicle data further includes a first power parameter and a second power parameter, and the processing module 402 is further configured to: Based on the power parameters to be determined and the first power parameters, the wheel-end driving force is obtained. The first power parameters include the power system transmission parameters and the wheel radius. Based on the power parameters to be determined and the second power parameters, the power source energy consumption is obtained. The second power parameters include the power source speed and the power source efficiency.

[0141] In some embodiments, the power source torque includes engine torque and motor torque, and the processing module 402 is specifically used for: Based on the first effective driving torque transmitted from the engine torque to the wheel end, and the wheel radius, the corresponding wheel end driving force of the engine is obtained. The first effective driving torque is obtained based on the engine torque, the gearbox ratio, the powertrain transmission parameters, and the wheel radius. Based on the second effective driving torque transmitted from the motor torque to the wheel end, and the wheel radius, the corresponding wheel end driving force of the motor is obtained. The second effective driving torque is obtained based on the motor torque, the powertrain transmission parameters, and the wheel radius. The wheel end driving force is obtained based on the wheel end driving force corresponding to the engine and the wheel end driving force corresponding to the motor.

[0142] In some embodiments, the power source torque includes engine torque and motor torque, and the processing module 402 is specifically used for: Based on the engine speed and the engine torque to be determined, the engine thermal efficiency to be determined is obtained; based on the motor operating mode, motor speed, and the motor torque to be determined, the motor power to be determined is obtained; based on the engine thermal efficiency to be determined and the motor power, the power source energy consumption is obtained.

[0143] In some embodiments, the processing module 402 is specifically used for: Based on the driving intention, determine the first weight corresponding to the driving intention and the preset rotational mass conversion coefficient corresponding to the driving intention; based on the vehicle's accelerator pedal opening and the rate of change of accelerator pedal opening, determine the second weight; based on the current rotational mass conversion coefficient and the preset rotational mass conversion coefficient, determine the third weight; based on the first weight, the second weight and the third weight, determine the target weight.

[0144] In some embodiments, the processing module 402 is specifically used for: Based on the current rotational mass conversion factor and the preset rotational mass conversion factor, determine the deviation of the rotational mass conversion factor; determine the correction amount of the rotational mass conversion factor corresponding to the driving intention; and determine the third weight based on the deviation of the rotational mass conversion factor and the correction amount of the rotational mass conversion factor.

[0145] It should be noted that the vehicle power parameter determination device provided in the above embodiments is only illustrated by the division of the above functional modules when performing vehicle control. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0146] The functional units and modules in the above embodiments 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. Furthermore, the specific names of the functional units and modules are only for easy differentiation and are not intended to limit the scope of protection of the embodiments of this application.

[0147] The vehicle power parameter determination device and the vehicle power parameter determination method provided in the above embodiments belong to the same concept. The specific working process and technical effects of the units and modules in the above embodiments can be found in the method embodiments section, and will not be repeated here.

[0148] Figure 5 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application.

[0149] For example, vehicle 500 includes a processor 501, a memory 502, and executable program code 503. The processor 501 and memory 502 may be configured in a vehicle controller and a battery management system.

[0150] For example, vehicle 500 includes one or more processors 501, which can support vehicle 500 in implementing the vehicle dynamics parameter determination method in the method embodiment. Processor 501 can be a general-purpose processor or a special-purpose processor. For example, processor 501 can be a central processing unit (CPU), a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA), or other programmable logic devices, such as discrete gates, transistor logic devices, or discrete hardware components.

[0151] For example, processor 501 can be used to control vehicle 500, execute software programs, and process data from the software programs. Vehicle 500 may also include a communication unit for receiving and transmitting signals.

[0152] For example, the vehicle 500 may include one or more memories 502, on which executable program code 503 is stored. The executable program code 503 can be run by the processor 501 to generate instructions, causing the processor 501 to execute the vehicle power parameter determination method described in the above method embodiment according to the instructions.

[0153] Optionally, the memory 502 may also store data. Optionally, the processor 501 may also read the data stored in the memory 502, which may be stored at the same memory address as the executable program code 503, or the data may be stored at a different memory address than the executable program code 503.

[0154] For example, the processor 501 and memory 502 can be configured separately or integrated together, for example, integrated on the vehicle's system-on-chip (SOC).

[0155] For example, the memory 502 can be used to store the relevant program of the vehicle power parameter determination method provided in the embodiments of this application, and the processor 502 can be used to call the executable program code 503 stored in the memory 502 when controlling the vehicle to execute the vehicle power parameter determination method of the embodiments of this application.

[0156] This application also provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the steps of the vehicle dynamic parameters determination method of any of the foregoing embodiments.

[0157] The computer-readable storage medium may include, but is not limited to, any type of disk, including floppy disks, optical disks, Digital Video Discs (DVDs), Compact Disc Read-Only Memory (CD-ROMs), microdrives, and magneto-optical disks, read-only memory (ROMs), random access memory (RAMs), erasable programmable read-only memory (EPROMs), electrically erasable programmable read-only memory (EEPROMs), dynamic random access memory (DRAMs), video random access memory (VRAMs), flash memory devices, magnetic cards or optical cards, nanosystems (including molecular memory ICs), or any type of medium or device suitable for storing instructions and / or data.

[0158] This application also provides a computer program product that, when run on a computer, causes the computer to perform the aforementioned related steps to implement a method for determining vehicle dynamic parameters in the above embodiments.

[0159] In addition, the vehicle provided in the embodiments of this application may specifically be a chip, component or module. The vehicle may include a connected processor and a memory. The memory is used to store instructions. When the vehicle is running, the processor may call and execute the instructions to make the chip execute a vehicle power parameter determination method in the above embodiments.

[0160] The vehicle, computer-readable storage medium, computer program product or chip provided in this application are all used to execute the corresponding vehicle power parameter determination method provided above. Therefore, the beneficial effects that can be achieved can be referred to the beneficial effects in the corresponding vehicle power parameter determination method provided above, and will not be repeated here.

[0161] Through the above description of the embodiments, those skilled in the art will understand that, for the sake of convenience and brevity, only the division of the above functional modules is used as an example. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0162] In the embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another device, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.

[0163] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A method for determining vehicle dynamic parameters, characterized in that, include: Acquire current vehicle data and current road condition data, wherein the current vehicle data includes the vehicle's overall weight; Based on the current vehicle data and the current road condition data, the current equivalent inertia of the rotating components in the vehicle is determined. The current equivalent inertia is used to represent the inertia of the rotating components in the vehicle equivalent to the inertia at the vehicle wheel end. Based on the current equivalent inertia and the vehicle's total mass, determine the vehicle's current rotational mass conversion factor; Based on the current rotational mass conversion factor and the power strategy, the power parameters of the vehicle are determined.

2. The method according to claim 1, characterized in that, Determining the current equivalent inertia of rotating components in the vehicle based on the current vehicle data and the current road condition data includes: Based on the equivalent inertia and the rate of change of equivalent inertia at the previous moment, determine the predicted equivalent inertia at the current moment. Based on the differences between the current vehicle data and the current road condition data and the target vehicle data and the target road condition parameters at the current time, the target deviation is determined. Based on the predicted equivalent inertia at the current moment and the target deviation, the current equivalent inertia of the rotating component is determined.

3. The method according to claim 2, characterized in that, The determination of the predicted equivalent inertia at the current moment based on the equivalent inertia and the rate of change of equivalent inertia at the previous moment includes: The change in equivalent inertia is determined based on the product of the target time interval and the rate of change of the equivalent inertia, wherein the target time interval is the time interval between the previous moment and the current moment. Based on the equivalent inertia at the previous moment and the change in equivalent inertia, the predicted equivalent inertia at the current moment is determined.

4. The method according to claim 1, characterized in that, The process of determining the vehicle's power parameters based on the current rotational mass conversion factor and the power strategy includes: The target weight is determined based on the driving intention and the current rotational mass conversion factor; The power parameters are determined based on the preset constraint range corresponding to the cost function and the power parameters to be determined; The driving intention is used to represent the power demand of the vehicle, the cost function is determined based on the wheel-end driving force, the power source energy consumption and the target weight, and the power parameters to be determined include the power source torque and the transmission ratio.

5. The method according to claim 4, characterized in that, The current vehicle data also includes a first power parameter and a second power parameter, and the method further includes: Based on the power parameters to be determined and the first power parameters, the wheel-end driving force is obtained. The first power parameters include the power system transmission parameters and the wheel radius. Based on the power parameters to be determined and the second power parameters, the energy consumption of the power source is obtained, wherein the second power parameters include the power source speed and the power source efficiency.

6. The method according to claim 5, characterized in that, The power source torque includes engine torque and motor torque. The process of obtaining the wheel-end driving force based on the power parameters to be determined and the first power parameters includes: Based on the first effective driving torque transmitted from the engine torque to the wheel end to be determined, and the wheel radius, the wheel end driving force corresponding to the engine is obtained. The first effective driving torque is obtained based on the engine torque to be determined, the gearbox transmission ratio to be determined, the power system transmission parameters, and the wheel radius. Based on the second effective driving torque transmitted from the motor torque to the wheel end to be determined, and the wheel radius, the corresponding wheel end driving force of the motor is obtained. The second effective driving torque is obtained based on the motor torque to be determined, the power system transmission parameters, and the wheel radius. The wheel-end driving force is obtained based on the wheel-end driving force corresponding to the engine and the wheel-end driving force corresponding to the motor.

7. The method according to claim 5, characterized in that, The power source torque includes engine torque and motor torque. The step of obtaining the power source energy consumption based on the power parameters to be determined and the second power parameters includes: Based on the engine speed and the engine torque to be determined, the engine thermal efficiency to be determined is obtained. Based on the motor's operating mode, the motor's speed, and the motor's torque to be determined, the motor's electric power to be determined is obtained. The energy consumption of the power source is obtained based on the engine thermal efficiency and motor power to be determined.

8. The method according to claim 4, characterized in that, The determination of the target weight based on the driving intention and the current rotational mass conversion factor includes: Based on the driving intention, determine the first weight corresponding to the driving intention and the preset rotational mass conversion coefficient corresponding to the driving intention; The second weight is determined based on the accelerator pedal opening and the rate of change of the accelerator pedal opening of the vehicle. A third weight is determined based on the current rotational mass conversion factor and the preset rotational mass conversion factor; The target weight is determined based on the first weight, the second weight, and the third weight.

9. The method according to claim 8, characterized in that, The step of determining the third weight based on the current rotational mass conversion factor and the preset rotational mass conversion factor includes: Based on the current rotational mass conversion factor and the preset rotational mass conversion factor, determine the deviation of the rotational mass conversion factor; Determine the rotational mass conversion factor correction amount corresponding to the driving intention; The third weight is determined based on the deviation of the rotational mass conversion coefficient and the correction of the rotational mass conversion coefficient.

10. A vehicle, characterized in that, The vehicles include: Memory, used to store executable program code; A processor for calling and running the executable program code from the memory, causing the vehicle to perform the method as described in any one of claims 1 to 9.

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