Vehicle control method and device

Abstract

The application discloses a vehicle control method and device, and relates to the technical field of vehicle control. The method comprises the following steps: acquiring expected acceleration output by a control layer of a target vehicle; determining a jerk limit value according to driving information of the target vehicle; performing smooth limiting processing on the expected acceleration by using the jerk limit value to generate a command acceleration; obtaining an actual regenerative torque according to the command acceleration; and sending the actual regenerative torque to a motor torque controller of the target vehicle, so that the motor torque controller controls driving of the target vehicle according to the actual regenerative torque. The embodiment can improve the riding comfort of the driver and passengers.

Description

Technical Field

[0001] This invention relates to the field of vehicle control technology, and in particular to a vehicle control method and apparatus. Background Technology

[0002] With the increasing popularity of electric vehicles, their rapid torque response characteristics, while improving driving performance, have also brought about comfort issues. For example, when receiving emergency acceleration or deceleration requests from the driver assistance system or the driver, the vehicle often experiences a sudden and noticeable jolt, affecting the ride comfort of the driver and passengers. Summary of the Invention

[0003] In view of this, embodiments of the present invention provide a vehicle control method and apparatus that can improve the riding comfort of the driver and passengers.

[0004] To achieve the above objectives, according to one aspect of the present invention, a vehicle control method is provided, comprising: Obtain the desired acceleration output by the control layer of the target vehicle; Determine the aggression limit value based on the driving information of the target vehicle; By using the jerk limit value, the desired acceleration is smoothed and limited to generate the command acceleration; The actual regenerative torque is obtained based on the commanded acceleration; The actual regenerated torque is sent to the motor torque controller of the target vehicle so that the motor torque controller can control the driving of the target vehicle according to the actual regenerated torque.

[0005] Optionally, driving information includes: driving status and driving mode; Based on the target vehicle's driving information, determine the aggression limit, including: Determine whether the target vehicle is in an emergency over-control state; If so, the emergency value of the target vehicle's urgency is determined as the urgency limit value; If not, determine the target vehicle's driving mode and agility safety constraint value; determine the agility adaptation value corresponding to the driving mode; and determine the larger of the agility safety constraint value and the agility adaptation value as the agility limit value.

[0006] Optionally, after determining the urgency value of the target vehicle as the urgency limit value, the method further includes: In response to the detection that the target vehicle's driving state has returned to normal driving state, the target limit value of the target vehicle is determined according to the target vehicle's driving mode; Using an exponential decay function, the urgency limit is adjusted from the urgency emergency value to the target limit value within a preset time period.

[0007] Optionally, the desired acceleration is smoothed and limited using a jerkness limit value to generate a commanded acceleration, including: Determine the minimum and maximum accelerations based on the jerkiness limits; In response to the desired acceleration being less than the minimum acceleration, the minimum acceleration is determined as the commanded acceleration; In response to the condition that the desired acceleration is not less than the minimum acceleration and not greater than the maximum acceleration, the desired acceleration is determined as the command acceleration; In response to the desired acceleration being greater than the maximum acceleration, the maximum acceleration is determined as the commanded acceleration.

[0008] Optionally, the actual regenerative torque is obtained based on the commanded acceleration, including: The total regenerative torque is obtained based on the commanded acceleration. Determine the maximum regenerative torque of the target vehicle; The smaller of the total regenerative torque and the maximum regenerative torque is determined as the target regenerative torque; The target regenerated torque is filtered using a low-pass filter to obtain the actual regenerated torque.

[0009] Optionally, after filtering the target regenerated torque using a low-pass filter to obtain the actual regenerated torque, the process further includes: In response to the total regenerative torque being greater than the actual regenerative torque, a friction braking torque is generated based on the difference between the total regenerative torque and the actual regenerative torque. The friction braking torque is sent to the friction braking system of the target vehicle so that the motor torque controller and the friction braking system can jointly control the driving of the target vehicle.

[0010] Optionally, after using the jerkness limit value to smooth and limit the desired acceleration and generating the command acceleration, the following steps are also included: The absolute value of the difference between the desired acceleration and the commanded acceleration is defined as the acceleration difference. When the acceleration difference is greater than the difference threshold, the target vehicle is determined to meet the perception prompt condition. A prompt message is displayed on the target vehicle's screen interface; the prompt message indicates that the target vehicle's current acceleration has reached the upper limit of the system's allowed smooth response.

[0011] Alternatively, the desired acceleration is generated by the driver pressing the pedals of the target vehicle; After using the jerk limit value to smooth and limit the desired acceleration and generate the command acceleration, the following steps are also included: The absolute value of the difference between the desired acceleration and the commanded acceleration is defined as the acceleration difference. Determine the reaction force based on the acceleration difference; Based on the reaction force, the control pedal applies a counterforce to the driver's foot.

[0012] To achieve the above objectives, according to another aspect of the present invention, a vehicle control device is provided, comprising: The acceleration acquisition module is used to acquire the desired acceleration output by the control layer of the target vehicle; The limit value determination module is used to determine the swiftness limit value based on the driving information of the target vehicle; The smoothing module is used to smooth and limit the desired acceleration using the jerkness limit value, and generate the command acceleration. The torque generation module is used to obtain the actual regenerative torque based on the commanded acceleration. The vehicle control module is used to send the actual regenerated torque to the motor torque controller of the target vehicle, so that the motor torque controller can control the driving of the target vehicle according to the actual regenerated torque.

[0013] To achieve the above objectives, according to another aspect of the present invention, a vehicle is provided, the vehicle being equipped with an on-board terminal for executing the above-described vehicle control method.

[0014] One embodiment of the above invention has the following advantages or beneficial effects: After obtaining the desired acceleration output by the control layer of the target vehicle, the desired acceleration is smoothed and limited using a jerk limit value to generate a command acceleration. Then, the actual regenerative torque is obtained based on the command acceleration. By smoothing and limiting the desired acceleration, the actual regenerative torque is smoothed. The motor torque controller controls the movement of the target vehicle based on the actual regenerative torque, which can reduce the impact felt by the vehicle, thereby improving the ride comfort of the driver and passengers.

[0015] Furthermore, the jerkiness limit is derived from the target vehicle's driving information. By using the jerkiness limit to smooth and limit the desired acceleration, the actual regenerative torque can be made to match the target vehicle's driving needs, further enhancing the driver's experience.

[0016] The further effects of the aforementioned unconventional alternative methods will be explained below in conjunction with specific implementation methods. Attached Figure Description

[0017] The accompanying drawings are provided to better understand the invention and are not intended to unduly limit the scope of the invention. Wherein: Figure 1 This is a schematic flowchart of a vehicle control method according to an embodiment of the present invention; Figure 2This is a flowchart illustrating a method for determining a jerkness limit value according to an embodiment of the present invention; Figure 3 This is a flowchart illustrating a method for determining command acceleration according to an embodiment of the present invention; Figure 4 This is a schematic flowchart of a torque distribution method provided according to an embodiment of the present invention; Figure 5 This is a schematic diagram of the architecture of a vehicle control system according to an embodiment of the present invention; Figure 6 This is a schematic diagram of the main modules of a vehicle control device provided according to an embodiment of the present invention; Figure 7 This is a schematic diagram of the structure of a computer system suitable for implementing the vehicle control method provided in the embodiments of the present invention. Detailed Implementation

[0018] The following description, in conjunction with the accompanying drawings, illustrates exemplary embodiments of the present invention, including various details to aid understanding. These details should be considered merely exemplary. Therefore, those skilled in the art will recognize that various changes and modifications can be made to the embodiments described herein without departing from the scope and spirit of the invention. Similarly, for clarity and brevity, descriptions of well-known functions and structures are omitted in the following description.

[0019] It should be noted that, unless otherwise specified, the embodiments of the present invention and the technical features thereof can be combined with each other.

[0020] It should be noted that the acquisition, storage, use, and processing of data in the technical solutions of this invention comply with the relevant provisions of national laws and regulations.

[0021] This invention proposes a novel motion control method for electric vehicles, which aims to improve ride comfort through mechanisms such as decoupling, unified amplitude limiting, smooth fusion, and sensory cues.

[0022] Figure 1 This is a schematic flowchart of a vehicle control method according to an embodiment of the present invention. The method includes the following steps S101 to S105: Step S101: Obtain the desired acceleration output by the control layer of the target vehicle.

[0023] The control layer includes: AEB (Autonomous Emergency Braking), ESP (Electronic Stability Program), ACC (Adaptive Cruise Control), ADAS (Advanced Driver Assistance Systems), and an electric pedal module. The signal fusion unit generates the desired acceleration based on the control information output from these multiple modules.

[0024] Step S102: Determine the dynamism limit value based on the driving information of the target vehicle.

[0025] Driving information includes driving status and driving mode. Different driving information corresponds to different calculation methods for agility limits. By using agility limits to smooth and limit the desired acceleration, the actual regenerative torque can be made to match the driving needs of the target vehicle, thus improving the driver's driving experience.

[0026] Step S103: Using the jerkness limit value, the desired acceleration is smoothed and limited to generate the command acceleration.

[0027] Judgment describes the rate of change in acceleration. Different vehicle driving scenarios correspond to different judgment limits. Based on the judgment limits, a range of acceleration values ​​is generated. The commanded acceleration must be within this range to ensure normal vehicle operation and reduce the impact felt during driving.

[0028] Step S104: Obtain the actual regenerative torque based on the commanded acceleration.

[0029] The planning module in the target vehicle calculates the actual regenerative torque based on the commanded acceleration, vehicle mass, and driving resistance.

[0030] Step S105: The actual regenerated torque is sent to the motor torque controller of the target vehicle so that the motor torque controller controls the driving of the target vehicle according to the actual regenerated torque.

[0031] In the embodiment of this invention, after obtaining the desired acceleration output by the control layer of the target vehicle, the desired acceleration is smoothed and limited using a jerk limit value to generate a command acceleration. The actual regenerative torque is then obtained based on the command acceleration. By smoothing and limiting the desired acceleration, the actual regenerative torque is smoothed. The motor torque controller controls the movement of the target vehicle based on the actual regenerative torque, which can reduce the impact felt by the vehicle, thereby improving the ride comfort for the driver and passengers.

[0032] Figure 2 This is a flowchart illustrating a method for determining a jerkness limit value according to an embodiment of the present invention. The method includes the following steps S201 to S205: Step S201: Determine whether the target vehicle is in an emergency over-control state.

[0033] An emergency over-control state refers to a situation where the target vehicle faces a collision risk, a serious system malfunction, or other similar conditions. For example, if the deceleration of the vehicle in front of the target vehicle exceeds a safety threshold, the target vehicle's driving state is determined to be an emergency over-control state.

[0034] If the target vehicle is in an emergency overrun state, proceed to step 202. If the target vehicle is not in an emergency overrun state, proceed to step 203.

[0035] Step S202: Determine the emergency value of the target vehicle's urgency as the urgency limit value.

[0036] When the target vehicle is in an emergency over-control state, the system immediately raises the urgency limit to the urgency emergency value to ensure the fastest safe response.

[0037] Step S203: Determine the driving mode and dynamism safety constraint value of the target vehicle.

[0038] Driving modes include: Eco mode, Comfort mode, and Sport mode.

[0039] The dynamism safety constraint value is determined based on the target vehicle's hardware characteristics, such as the motor torque change rate limit and tire adhesion limit. In any driving mode, the dynamism safety constraint value is used to forcibly maintain the minimum dynamism under mechanical and safety limits to ensure the normal operation of the target vehicle.

[0040] Step S204: Determine the agitation adaptation value corresponding to the driving mode.

[0041] Different dynamism settings are applied to different driving modes. Generally, the dynamism setting in Eco mode is lower than that in Comfort mode. The dynamism setting in Comfort mode is also lower than that in Sport mode. In Sport mode, a larger dynamism setting is used to match the driver's passionate driving intentions.

[0042] Step S205: The larger of the jerkiness safety constraint value and the jerkiness adaptation value is determined as the jerkiness limit value.

[0043] The formula for calculating the sluggishness limit is as follows:

[0044] in, J limit This is the limit value for dynamism. J base This is the value adapted to the urgency level. J hard。min This represents the safety constraint value for dynamism.

[0045] In this embodiment of the invention, a jerkiness limit value for the target vehicle is determined based on factors such as whether the target vehicle is in an emergency over-control state and its driving mode. This jerkiness limit value is then used to smooth and limit the desired acceleration, generating a commanded acceleration. This effectively improves passenger comfort while ensuring the safe operation of the target vehicle.

[0046] In one embodiment of the present invention, after determining the urgency emergency value of the target vehicle as the urgency limit value, the method further includes: in response to detecting that the driving state of the target vehicle has returned to normal driving state, determining the target limit value of the target vehicle according to the driving mode of the target vehicle; and using an exponential decay function, adjusting the urgency limit value from the urgency emergency value to the target limit value within a preset time period.

[0047] Determine the agility adaptation value corresponding to the driving mode of the target vehicle. The larger of the agility safety constraint value and the agility adaptation value is determined as the target limit value.

[0048] After the target vehicle returns to normal driving status, the system will not immediately adjust the dynamism limit to the target limit. Instead, it will use an exponential decay function to smoothly adjust the dynamism limit from the emergency dynamism value to the target limit within a preset time to avoid secondary impact on the vehicle.

[0049] Figure 3 This is a flowchart illustrating a method for determining command acceleration according to an embodiment of the present invention. The method includes the following steps S301 to S307: Step S301: Obtain the desired acceleration output by the control layer of the target vehicle.

[0050] Step S302: Determine whether the target vehicle is in an emergency over-control state.

[0051] If the target vehicle is in an emergency overrun state, proceed to step 303. If the target vehicle is not in an emergency overrun state, proceed to step 304.

[0052] Step S303: Determine the emergency value of the target vehicle's urgency as the urgency limit value.

[0053] Step S304: Determine the driving mode and dynamism safety constraint value of the target vehicle; determine the larger of the dynamism safety constraint value and the dynamism adaptation value corresponding to the driving mode as the dynamism limit value.

[0054] Step S305: Determine the minimum acceleration and maximum acceleration based on the jerkness limit value.

[0055] The product of the jerk limit and the time step is used as the acceleration step size. The difference between the desired acceleration and the acceleration step size is determined as the minimum acceleration. The sum of the desired acceleration and the acceleration step size is determined as the maximum acceleration.

[0056] Step S306: Based on the minimum and maximum accelerations, perform smoothing and amplitude limiting on the desired acceleration to generate the command acceleration.

[0057] Based on the jerk limit, determine the minimum and maximum acceleration; in response to the desired acceleration being less than the minimum acceleration, determine the minimum acceleration as the commanded acceleration; in response to the desired acceleration being not less than the minimum acceleration and not greater than the maximum acceleration, determine the desired acceleration as the commanded acceleration; in response to the desired acceleration being greater than the maximum acceleration, determine the maximum acceleration as the commanded acceleration.

[0058] The formula for calculating command acceleration is as follows:

[0059] in, a cmd (t) Accelerate the command at the current moment. a ref For the desired acceleration, a cmd (t-dt) The acceleration is the command from the previous moment. J limit This is the limit value for dynamism. dt For time step. a cmd (t-dt)- J limit ·dt This is the minimum acceleration. a cmd (t-dt)+ J limit ·dt This is the maximum acceleration.

[0060] Step S307: Output the smoothed command acceleration.

[0061] In the embodiment of this invention, a jerkiness limit is first determined based on the driving information of the target vehicle. Then, based on the jerkiness limit, a range of acceleration values ​​is determined. Using this range, the desired acceleration is smoothed and limited to generate a command acceleration, ensuring that the command acceleration remains within the specified range. Using this command acceleration for vehicle control effectively balances vehicle safety and passenger comfort.

[0062] Figure 4 This is a schematic flowchart of a torque distribution method according to an embodiment of the present invention. The method includes the following steps S401 to S407: Step S401: Obtain the total regenerative torque according to the commanded acceleration.

[0063] The total regenerative torque is calculated based on the commanded acceleration, vehicle mass, and driving resistance.

[0064] Step S402: Determine the maximum regenerative torque of the target vehicle.

[0065] The maximum regenerative torque is determined by factors such as the target vehicle's battery SOC (State of Charge), motor temperature, and motor speed.

[0066] Step S403: The smaller of the total regenerative torque and the maximum regenerative torque is determined as the target regenerative torque.

[0067] The formula for calculating the target regenerative torque is as follows:

[0068] in, T regen_target The target is regenerated torque. T total This represents the total regenerative torque. T regen_max This represents the maximum regenerative torque.

[0069] Step S404: The target regenerated torque is filtered using a low-pass filter to obtain the actual regenerated torque.

[0070] A first- or second-order low-pass filter is applied to smooth the rate of change of the target regenerative torque to obtain the actual regenerative torque. The time constant of the low-pass filter can be adjusted according to the driving mode of the target vehicle.

[0071] Step S405: The actual regenerated torque is sent to the motor torque controller of the target vehicle.

[0072] In step S406, in response to the total regenerative torque being greater than the actual regenerative torque, a friction braking torque is generated based on the difference between the total regenerative torque and the actual regenerative torque.

[0073] Friction braking torque is used to compensate for deficiencies in regenerative braking and to reduce filtering delays. The friction braking torque is transmitted in real-time to the target vehicle's friction braking system to ensure the accuracy of the total regenerative torque. The formula for calculating friction braking torque is as follows:

[0074] in, T friction This refers to the friction braking torque. T total This represents the total regenerative torque. T regen_actual This represents the actual regenerative torque.

[0075] Step S407: The friction braking torque is sent to the friction braking system of the target vehicle.

[0076] In this embodiment of the invention, the commanded acceleration is converted into a target regenerative torque. The actual regenerative torque is obtained through low-pass filtering. When the actual regenerative torque is insufficient, such as when a battery limiting request, low-speed operation request, or high braking request is received, friction braking torque is superimposed to ensure the smoothness of the total braking force.

[0077] In one embodiment of the present invention, after the desired acceleration is smoothed and limited using a jerkness limit value to generate a commanded acceleration, the method further includes: determining the absolute value of the difference between the desired acceleration and the commanded acceleration as an acceleration difference; determining that the target vehicle meets the perception prompt condition in response to the acceleration difference being greater than a difference threshold; and displaying a prompt message on the target vehicle's screen interface; wherein the prompt message is used to indicate that the current acceleration of the target vehicle has reached the upper limit of the smooth response allowed by the system.

[0078] The target vehicle is deemed to meet the perception prompt condition when the following formula is true:

[0079] in, Δa For the acceleration difference, a ref For the desired acceleration, a cmd For command acceleration.

[0080] This invention provides a perceptible human-vehicle interaction prompt scheme. When the central motion smoother suppresses the driver's rapid pedal requests due to comfort strategies, the driver is informed through a gradual prompt. For example, the halo around the power bar or speedometer on the instrument panel will use a gradient color or light bar length to indicate to the driver that the current acceleration has reached the upper limit of the system's allowed smooth response.

[0081] In one embodiment of the present invention, the desired acceleration is generated by the driver pressing the pedal of the target vehicle; after the desired acceleration is smoothed and limited using a jerkness limit value to generate a command acceleration, the method further includes: determining the absolute value of the difference between the desired acceleration and the command acceleration as an acceleration difference; determining a reaction force based on the acceleration difference; and controlling the pedal to apply a reverse resistance to the driver's foot based on the reaction force.

[0082] In this embodiment of the invention, an electric drive pedal module calculates and applies a force related to... Δa A proportional reaction force. This reaction force should be gentle and gradual. The reaction force indicates to the driver that the current desired acceleration exceeds the limits of the comfort strategy, guiding the driver to naturally slow down the pedal operation, avoiding further pressing of the pedal, and eliminating human-machine interaction.

[0083] Figure 5 This is a schematic diagram of the architecture of a vehicle control system according to an embodiment of the present invention. Figure 5 As shown, L1 represents the control layer. L2 represents the smoothing layer. L3 represents the torque distribution layer. L4 represents the feedback layer. L5 represents the motor torque controller. L6 represents the friction braking system.

[0084] The control layer outputs the desired acceleration. A central motion smoother is located within the smoothing layer. The central motion smoother smooths and limits the desired acceleration, generates the commanded acceleration, and is responsible for the smooth fusion of regenerative braking and friction braking. The smoothing layer sends the actual regenerative torque to the motor torque controller and the friction braking torque to the friction braking system. When the central motion smoother, due to comfort strategies, suppresses the driver's rapid pedal input, the feedback module informs the driver through progressive prompts to prevent driver-vehicle conflict.

[0085] Figure 6 This is a schematic diagram of the main modules of a vehicle control device according to an embodiment of the present invention. The device is communicatively connected to the vehicle lateral detection equipment of any of the above embodiments installed in the vehicle. Figure 6 As shown, the device 600 includes: The acceleration acquisition module 601 is used to acquire the desired acceleration output by the control layer of the target vehicle; The limit value determination module 602 is used to determine the swiftness limit value based on the driving information of the target vehicle; The smoothing module 603 is used to perform smoothing and amplitude limiting processing on the desired acceleration using the jerkness limit value to generate the command acceleration; The torque generation module 604 is used to obtain the actual regenerative torque based on the commanded acceleration. The vehicle control module 605 is used to send the actual regenerated torque to the motor torque controller of the target vehicle, so that the motor torque controller controls the driving of the target vehicle according to the actual regenerated torque.

[0086] Optionally, driving information includes: driving status and driving mode; The limit value determination module 602 is specifically used for: Determine whether the target vehicle is in an emergency over-control state; If so, the emergency value of the target vehicle's urgency is determined as the urgency limit value; If not, determine the target vehicle's driving mode and agility safety constraint value; determine the agility adaptation value corresponding to the driving mode; and determine the larger of the agility safety constraint value and the agility adaptation value as the agility limit value.

[0087] Optionally, the limit value determination module 602 is also used for: In response to the detection that the target vehicle's driving state has returned to normal driving state, the target limit value of the target vehicle is determined according to the target vehicle's driving mode; Using an exponential decay function, the urgency limit is adjusted from the urgency emergency value to the target limit value within a preset time period.

[0088] Optionally, the smoothing module 603 is specifically used for: Determine the minimum and maximum accelerations based on the jerkiness limits; In response to the desired acceleration being less than the minimum acceleration, the minimum acceleration is determined as the commanded acceleration; In response to the condition that the desired acceleration is not less than the minimum acceleration and not greater than the maximum acceleration, the desired acceleration is determined as the command acceleration; In response to the desired acceleration being greater than the maximum acceleration, the maximum acceleration is determined as the commanded acceleration.

[0089] Optionally, the torque generation module 604 is specifically used for: The total regenerative torque is obtained based on the commanded acceleration. Determine the maximum regenerative torque of the target vehicle; The smaller of the total regenerative torque and the maximum regenerative torque is determined as the target regenerative torque; The target regenerated torque is filtered using a low-pass filter to obtain the actual regenerated torque.

[0090] Optionally, the torque generation module 604 is also used for: In response to the total regenerative torque being greater than the actual regenerative torque, a friction braking torque is generated based on the difference between the total regenerative torque and the actual regenerative torque. The friction braking torque is sent to the friction braking system of the target vehicle so that the motor torque controller and the friction braking system can jointly control the driving of the target vehicle.

[0091] Optionally, it also includes: The feedback module is used to determine the acceleration difference as the absolute value of the difference between the desired acceleration and the commanded acceleration. When the acceleration difference is greater than the difference threshold, the target vehicle is determined to meet the perception prompt condition. A prompt message is displayed on the target vehicle's screen interface; the prompt message indicates that the target vehicle's current acceleration has reached the upper limit of the system's allowed smooth response.

[0092] Alternatively, the desired acceleration is generated by the driver pressing the pedals of the target vehicle; Also includes: The feedback module is used to determine the acceleration difference as the absolute value of the difference between the desired acceleration and the commanded acceleration. Determine the reaction force based on the acceleration difference; Based on the reaction force, the control pedal applies a counterforce to the driver's foot.

[0093] This invention provides a vehicle equipped with an on-board terminal, which is used to execute the methods of any of the above embodiments.

[0094] This invention provides an electronic device, comprising: One or more processors; A storage device for storing one or more programs that, when executed by one or more processors, cause the one or more processors to implement the methods of any of the above embodiments.

[0095] This invention provides a computer program product, including a computer program that, when executed by a processor, implements the method of any of the above embodiments.

[0096] The following is for reference. Figure 7 It shows a schematic diagram of the structure of a computer system 700 suitable for implementing the vehicle control method provided in the embodiments of the present invention. Figure 7 The terminal device shown is merely an example and should not impose any limitations on the functionality and scope of use of the embodiments of the present invention.

[0097] like Figure 7As shown, the computer system 700 includes a central processing unit (CPU) 701, which can perform various appropriate actions and processes based on programs stored in read-only memory (ROM) 702 or programs loaded from storage section 708 into random access memory (RAM) 703. The RAM 703 also stores various programs and data required for the operation of the computer system 700. The CPU 701, ROM 702, and RAM 703 are interconnected via a bus 704. An input / output (I / O) interface 705 is also connected to the bus 704.

[0098] The following components are connected to the I / O interface 705: an input section 706 including a keyboard, mouse, etc.; an output section 707 including a cathode ray tube (CRT), liquid crystal display (LCD), etc., and speakers, etc.; a storage section 708 including a hard disk, etc.; and a communication section 709 including a network interface card such as a LAN card, modem, etc. The communication section 709 performs communication processing via a network such as the Internet. A drive 710 is also connected to the I / O interface 705 as needed. A removable medium 711, such as a disk, optical disk, magneto-optical disk, semiconductor memory, etc., is installed on the drive 710 as needed so that computer programs read from it can be installed into the storage section 708 as needed.

[0099] In particular, according to the embodiments disclosed in this invention, the processes described above with reference to the flowcharts can be implemented as computer software programs. For example, embodiments disclosed in this invention include a computer program product comprising a computer program carried on a computer-readable medium, the computer program containing program code for performing the methods shown in the flowcharts. In such embodiments, the computer program can be downloaded and installed from a network via communication section 709, and / or installed from removable medium 711. When the computer program is executed by central processing unit (CPU) 701, it performs the functions defined above in the system of this invention.

[0100] It should be noted that the computer-readable medium shown in this invention can be a computer-readable signal medium or a computer-readable storage medium, or any combination thereof. A computer-readable storage medium can be, for example,—but not limited to—an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination thereof. More specific examples of a computer-readable storage medium may include, but are not limited to: an electrical connection having one or more wires, a portable computer disk, a hard disk, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fiber, portable compact disk read-only memory (CD-ROM), optical storage device, magnetic storage device, or any suitable combination thereof. In this invention, a computer-readable storage medium can be any tangible medium containing or storing a program that can be used by or in conjunction with an instruction execution system, apparatus, or device. In this invention, a computer-readable signal medium can include a data signal propagated in baseband or as part of a carrier wave, carrying computer-readable program code. Such propagated data signals can take various forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination thereof. Computer-readable signal media can also be any computer-readable medium other than computer-readable storage media, which can send, propagate, or transmit a program for use by or in connection with an instruction execution system, apparatus, or device. The program code contained on the computer-readable medium can be transmitted using any suitable medium, including but not limited to: wireless, wire, optical fiber, RF, etc., or any suitable combination thereof.

[0101] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to various embodiments of the present invention. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of code containing one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions indicated in the blocks may occur in a different order than those indicated in the drawings. For example, two consecutively indicated blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in a block diagram or flowchart, and combinations of blocks in a block diagram or flowchart, may be implemented using a dedicated hardware-based system that performs the specified function or operation, or using a combination of dedicated hardware and computer instructions.

[0102] The modules described in the embodiments of the present invention can be implemented in software or hardware. The described modules can also be housed in a processor, and for example, can be described as: an acceleration acquisition module, a limit value determination module, a smoothing processing module, a torque generation module, and a vehicle control module. The names of these modules do not necessarily limit the module itself; for example, the acceleration acquisition module can also be described as "a module that acquires the desired acceleration output by the control layer of the target vehicle."

[0103] In another aspect, the present invention also provides a computer-readable medium, which may be included in the device described in the above embodiments; or it may exist independently and not assembled into the device. In one embodiment, the computer-readable medium carries one or more programs, which, when executed by the device, cause the device to include: Obtain the desired acceleration output by the control layer of the target vehicle; Determine the aggression limit value based on the driving information of the target vehicle; By using the jerk limit value, the desired acceleration is smoothed and limited to generate the command acceleration; The actual regenerative torque is obtained based on the commanded acceleration; The actual regenerated torque is sent to the motor torque controller of the target vehicle so that the motor torque controller can control the driving of the target vehicle according to the actual regenerated torque.

[0104] According to the technical solution of this invention, after obtaining the desired acceleration output by the control layer of the target vehicle, the desired acceleration is smoothed and limited using a jerkness limit value to generate a command acceleration. Then, the actual regenerative torque is obtained based on the command acceleration. By smoothing and limiting the desired acceleration, the actual regenerative torque is smoothed. The motor torque controller controls the driving of the target vehicle based on the actual regenerative torque, which can reduce the impact felt by the vehicle, thereby improving the ride comfort of the driver and passengers.

[0105] Furthermore, the jerkiness limit is derived from the target vehicle's driving information. By using the jerkiness limit to smooth and limit the desired acceleration, the actual regenerative torque can be made to match the target vehicle's driving needs, further enhancing the driver's experience.

[0106] The specific embodiments described above do not constitute a limitation on the scope of protection of this invention. Those skilled in the art should understand that various modifications, combinations, sub-combinations, and substitutions can occur depending on design requirements and other factors. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this invention should be included within the scope of protection of this invention.

Claims

1. A vehicle control method, characterized in that, include: Obtain the desired acceleration output by the control layer of the target vehicle; Based on the driving information of the target vehicle, determine the aggression limit value; Using the jerk limit value, the desired acceleration is smoothed and limited to generate a command acceleration; The actual regenerative torque is obtained based on the commanded acceleration; The actual regenerated torque is sent to the motor torque controller of the target vehicle so that the motor torque controller controls the driving of the target vehicle according to the actual regenerated torque.

2. The method according to claim 1, characterized in that, The driving information includes: driving status and driving mode; Determining the aggression limit value based on the driving information of the target vehicle includes: Determine whether the target vehicle is in an emergency over-control state. If so, the urgency value of the target vehicle is determined as the urgency limit value; If not, determine the driving mode and dynamism safety constraint value of the target vehicle; determine the dynamism adaptation value corresponding to the driving mode; and determine the larger of the dynamism safety constraint value and the dynamism adaptation value as the dynamism limit value.

3. The method according to claim 2, characterized in that, After determining the urgency emergency value of the target vehicle as the urgency limit value, the method further includes: In response to detecting that the driving state of the target vehicle has returned to normal driving state, a target limit value for the target vehicle is determined based on the driving mode of the target vehicle; Using an exponential decay function, the urgency limit value is adjusted from the urgency emergency value to the target limit value within a preset time period.

4. The method according to claim 1, characterized in that, The step of using the jerk limit value to smooth and limit the desired acceleration to generate a command acceleration includes: Based on the aforementioned jerkiness limit, determine the minimum and maximum acceleration; In response to the desired acceleration being less than the minimum acceleration, the minimum acceleration is determined as the commanded acceleration; In response to the desired acceleration being not less than the minimum acceleration and the desired acceleration being not greater than the maximum acceleration, the desired acceleration is determined as the commanded acceleration; In response to the desired acceleration being greater than the maximum acceleration, the maximum acceleration is determined as the commanded acceleration.

5. The method according to claim 1, characterized in that, The step of obtaining the actual regenerative torque based on the commanded acceleration includes: The total regenerative torque is obtained based on the commanded acceleration; Determine the maximum regenerative torque of the target vehicle; The smaller of the total regenerative torque and the maximum regenerative torque is determined as the target regenerative torque; The target regenerated torque is filtered using a low-pass filter to obtain the actual regenerated torque.

6. The method according to claim 5, characterized in that, After filtering the target regenerated torque using a low-pass filter to obtain the actual regenerated torque, the process further includes: In response to the total regenerative torque being greater than the actual regenerative torque, a friction braking torque is generated based on the difference between the total regenerative torque and the actual regenerative torque; The friction braking torque is sent to the friction braking system of the target vehicle so that the motor torque controller and the friction braking system jointly control the driving of the target vehicle.

7. The method according to claim 1, characterized in that, After using the jerk limit value to smooth and limit the desired acceleration to generate the command acceleration, the process further includes: The absolute value of the difference between the desired acceleration and the commanded acceleration is determined as the acceleration difference. In response to the acceleration difference being greater than a difference threshold, it is determined that the target vehicle meets the perception prompt condition; A prompt message is displayed on the screen interface of the target vehicle; wherein the prompt message is used to indicate that the current acceleration of the target vehicle has reached the upper limit of the smooth response allowed by the system.

8. The method according to claim 1, characterized in that, The desired acceleration is generated by the driver pressing the pedals of the target vehicle; After using the jerk limit value to smooth and limit the desired acceleration to generate the command acceleration, the process further includes: The absolute value of the difference between the desired acceleration and the commanded acceleration is determined as the acceleration difference. The reaction force is determined based on the acceleration difference. Based on the reaction force, the pedal is controlled to apply a reverse resistance to the driver's foot.

9. A vehicle control device, characterized in that, include: The acceleration acquisition module is used to acquire the desired acceleration output by the control layer of the target vehicle; The limit value determination module is used to determine the jerkness limit value based on the driving information of the target vehicle; A smoothing module is used to perform smoothing and amplitude limiting processing on the desired acceleration using the abruptness limit value, and generate command acceleration; A torque generation module is used to obtain the actual regenerative torque based on the commanded acceleration. The vehicle control module is used to send the actual regenerated torque to the motor torque controller of the target vehicle, so that the motor torque controller controls the driving of the target vehicle according to the actual regenerated torque.

10. A vehicle, characterized in that, The vehicle is equipped with an on-board terminal, which is used to execute the vehicle control method according to any one of claims 1-8.

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