Vehicle acceleration control method, vehicle, and computer storage medium

Abstract

A vehicle acceleration control method includes, in a racetrack mode, obtaining an accelerator pedal opening change rate and a vehicle's remaining energy value, determining a target torque compensation value based on the accelerator pedal opening change rate and the vehicle's remaining energy value, and controlling the vehicle's acceleration according to the sum of the target torque compensation value and a maximum output torque value. The vehicle acceleration control method satisfies the driver's request for rapid acceleration, allowing the driver to experience the highest level of driving enjoyment. A vehicle and a computer storage medium implementing the vehicle acceleration control method are also provided.

Description

[Technical Field]

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS This disclosure claims priority to Chinese Patent Application No. 202211664930.8, entitled "VEHICLE ACCELERATION CONTROL METHOD, VEHICLE, AND COMPUTER STORAGE MEDIUM," filed on December 23, 2022. The contents of the above-referenced application are incorporated herein by reference in their entirety.

[0002] The present disclosure relates to the field of vehicle technology, and more particularly to a vehicle acceleration control method, a vehicle, and a computer storage medium. [Background technology]

[0003] In the conventional technology, a driver accelerates by depressing the accelerator pedal. However, when the driver performs emergency acceleration by rapidly depressing the accelerator pedal, the torque output by the drive motor cannot exceed the maximum output torque value of the motor in the conventional mode, and the vehicle cannot achieve a relatively large acceleration in a short period of time. As a result, the driver's request for emergency acceleration cannot be met, and the driver cannot enjoy the highest level of driving pleasure. Summary of the Invention

[0004] The present disclosure is intended to solve at least one of the technical problems in the prior art. Accordingly, an object of the present disclosure is to provide a vehicle acceleration control method, which allows the output torque of a drive motor to exceed a maximum output torque value for a short duration through a torque compensation value in a racetrack mode, thereby satisfying the driver's intention to accelerate rapidly and improving the driver's driving experience.

[0005] A second object of the present disclosure is to provide a vehicle.

[0006] A third object of the present disclosure is to provide a computer storage medium.

[0007] To solve the above-mentioned problems, an embodiment of a first aspect of the present disclosure provides a vehicle acceleration control method. The vehicle acceleration control method includes the following steps: acquiring an accelerator pedal opening change rate and a vehicle remaining energy value in a racetrack mode; determining a target torque compensation value based on the accelerator pedal opening change rate and the vehicle remaining energy value; and controlling the vehicle to accelerate based on the sum of the target torque compensation value and a maximum output torque value.

[0008] According to the vehicle acceleration control method of this embodiment of the present disclosure, the urgency of the driver's intention to suddenly accelerate is determined based on the accelerator pedal depression change rate in the racetrack mode, the target torque compensation value is determined taking into account the vehicle's remaining energy value, and the target torque compensation value is compensated for the maximum output torque value to control the vehicle to accelerate so that the output torque of the drive motor exceeds the maximum output torque value in the conventional mode for a short duration. In this way, the vehicle has a relatively large acceleration in a short period of time, and the vehicle's running speed is controlled to rise sharply, thereby satisfying the driver's sudden acceleration request and allowing the driver to enjoy the highest level of driving enjoyment.

[0009] In some embodiments, before the vehicle is controlled to accelerate based on the sum of the target torque compensation value and the maximum output torque value, the method further includes the following steps: obtaining a current accelerator pedal value; determining that the current accelerator pedal value satisfies a predetermined rapid acceleration condition and the vehicle is not in a steering state; the current accelerator pedal value is greater than a predetermined opening threshold and the duration of the current accelerator pedal value is longer than a predetermined duration.

[0010] In some embodiments, determining that the vehicle is not in a steering state includes the steps of: obtaining a steering wheel rotation angle value of the vehicle; and determining that the vehicle is not in a steering state when the steering wheel rotation angle value is equal to or less than a predetermined rotation angle threshold.

[0011] In some embodiments, the predetermined rotation angle threshold is 5°.

[0012] In some embodiments, the current accelerator pedal value is the depth to which the driver depresses the accelerator pedal when controlling the vehicle's road speed at the current moment.

[0013] In some embodiments, the remaining energy value is the remaining capacity value of a power battery in the vehicle or the remaining fuel value of the vehicle.

[0014] In some embodiments, determining the target torque compensation value based on the accelerator pedal opening rate and the vehicle's remaining energy value includes the steps of: determining a target torque compensation coefficient based on the accelerator pedal opening rate and the vehicle's remaining energy value; and obtaining the target torque compensation value based on the target torque compensation coefficient and the maximum output torque value.

[0015] In some embodiments, determining the target torque compensation coefficient based on the accelerator pedal position change rate and the vehicle's remaining energy value includes the following steps: determining that the accelerator pedal position change rate is greater than a first predetermined position change rate; if the vehicle's remaining energy value is greater than a first energy threshold, using a first torque compensation coefficient as the target torque compensation coefficient; if the vehicle's remaining energy value is less than or equal to the first energy threshold and greater than a second energy threshold, using a second torque compensation coefficient as the target torque compensation coefficient; if the vehicle's remaining energy value is less than or equal to the second energy threshold and greater than a third energy threshold, using a third torque compensation coefficient as the target torque compensation coefficient; if the first energy threshold > second energy threshold > third energy threshold, and the first torque compensation coefficient > second torque compensation coefficient > third torque compensation coefficient > 0.

[0016] In some embodiments, determining the target torque compensation coefficient based on the accelerator pedal opening rate and the vehicle's remaining energy value further includes the steps of: determining that the accelerator pedal opening rate is equal to or less than a first predetermined opening rate and greater than a second predetermined opening rate; if the vehicle's remaining energy value is greater than a second energy threshold, using the second torque compensation coefficient as the target torque compensation coefficient; and if the vehicle's remaining energy value is equal to or less than the second energy threshold and greater than a third energy threshold, using the third torque compensation coefficient as the target torque compensation coefficient.

[0017] In some embodiments, determining the target torque compensation coefficient based on the accelerator pedal position change rate and the vehicle's remaining energy value further includes determining that the accelerator pedal position change rate is equal to or less than a second predetermined position change rate and greater than a third predetermined position change rate, and if the vehicle's remaining energy value is determined to be greater than a third energy threshold, using the third torque compensation coefficient as the target torque compensation coefficient.

[0018] In some embodiments, obtaining the target torque compensation value based on the target torque compensation coefficient and the maximum output torque value includes the following steps: calculating a product value of the target torque compensation coefficient and the maximum output torque value, and using the product value as the target torque compensation value;

[0019] A second embodiment of the present disclosure provides a vehicle, the vehicle including at least one processor and a memory communicatively connected to the at least one processor, the memory storing a computer program executable by the at least one processor, the computer program executing the at least one processor performing the vehicle acceleration control method of the aforementioned embodiment.

[0020] According to the vehicle of this embodiment of the present disclosure, the output torque of the drive motor exceeds the maximum output torque value for a short period of time through the torque compensation value in the racetrack mode, thereby satisfying the driver's intention to accelerate rapidly, thereby improving the driver's driving experience.

[0021] A third embodiment of the present disclosure provides a computer storage medium storing a computer program that, when executed by a processor, performs the vehicle acceleration control method of the above-described embodiment.

[0022] Additional aspects and advantages of the present disclosure will be set forth in part in the description that follows, and in part will be obvious from the description, or may be learned by practice of the present disclosure.

[0023] The above and / or additional aspects and advantages of the present disclosure will become apparent and understandable from the following description of embodiments, which proceeds with reference to the accompanying drawings. [Brief explanation of the drawings]

[0024] [Figure 1] 3 is a flowchart of a method for controlling vehicle acceleration according to one embodiment of the present disclosure. [Figure 2] 3A-3C are schematic diagrams of (a) vehicle speed, (b) drive motor power, and (c) output torque over time, according to one embodiment of the present disclosure. [Figure 3] 4 is a flowchart of a vehicle acceleration control method according to another embodiment of the present disclosure. [Figure 4] FIG. 1 is a structural block diagram of a vehicle according to one embodiment of the present disclosure. DETAILED DESCRIPTION OF THE INVENTION

[0025] The embodiments described with reference to the accompanying drawings are exemplary and the embodiments of the present disclosure are described in detail below.

[0026] To solve the above-mentioned problems, an embodiment of a first aspect of the present disclosure provides a vehicle acceleration control method, in which the torque output by the drive motor exceeds the maximum output torque value for a short duration through a torque compensation value in a racetrack mode, thereby satisfying the driver's intention to accelerate rapidly and thereby improving the driver's driving experience.

[0027] A vehicle acceleration control method according to an embodiment of the present disclosure will be described below with reference to Figure 1. As shown in Figure 1, the method includes steps S1 to S3.

[0028] Step S1: The accelerator pedal opening change rate and the vehicle's remaining energy value in the race track mode are obtained.

[0029] The accelerator pedal opening rate can be understood as the change in accelerator pedal opening within a certain period of time.

[0030] Specifically, the racetrack mode activation determination module determines whether the racetrack mode of the vehicle is activated. If the racetrack mode of the vehicle is activated, when the vehicle is in the racetrack mode, the signal collection module collects the accelerator pedal opening change rate and the vehicle's remaining energy value in real time and performs signal processing on the collected accelerator pedal opening change rate and the vehicle's remaining energy value. For example, signal processing is performed on the collected data through commonly used signal processing methods such as a Kalman filter.

[0031] In some embodiments, the remaining energy value of the vehicle may be the remaining capacity value of the power battery in the vehicle or the remaining oil value of the vehicle. In other words, when the urgency of the driver's intention to suddenly accelerate is determined, the torque compensation value output by the traction motor needs to be increased or decreased based on the remaining capacity value of the power battery in the vehicle or the remaining oil value of the vehicle in order to maximize the power performance of the traction motor. The remaining capacity value can be understood as the remaining charge of the power battery.

[0032] Step S2: A target torque compensation value is determined based on the accelerator pedal opening change rate and the vehicle's remaining energy value.

[0033] Specifically, the prior art does not consider the impact of the remaining charge of the battery on the satisfaction of the driver's sudden acceleration intention. Therefore, in the present disclosure, a target torque compensation value is determined based on the accelerator pedal depression change rate and the vehicle's remaining energy value. In other words, when the vehicle is not steering, this indicates that the vehicle is in a safe driving state. Therefore, a torque control module determines a target torque compensation value based on the accelerator pedal depression change rate and the vehicle's remaining energy value, and controls the drive motor to output the corresponding target torque compensation value in response to the driver's sudden acceleration intention. In other words, the urgency of the driver's sudden acceleration intention is recognized by determining the magnitude of the accelerator pedal depression change rate. A higher urgency of the driver's sudden acceleration intention indicates a larger torque compensation value that needs to be output by the vehicle's drive motor. However, the power battery supplies the power required for the torque compensation value output by the drive motor, and the greater the torque compensation, the greater the amount of power required. Therefore, when the urgency of the driver's intention to suddenly accelerate is determined, the torque compensation value corresponding to the drive motor is adaptively increased or decreased based on the vehicle's remaining energy value, a target torque compensation value is determined based on the accelerator pedal opening change rate and the vehicle's remaining energy value, and the drive motor is controlled to output the corresponding target torque compensation value, thereby achieving vehicle acceleration that satisfies the driver's sudden acceleration request.

[0034] Step S3: The vehicle is controlled to accelerate based on the sum of the target torque compensation value and the maximum output torque value.

[0035] Specifically, in the racetrack mode, the driver has a more urgent need for acceleration of the vehicle. The driver desires that the vehicle's traveling speed be able to increase rapidly in a shorter period of time. However, existing acceleration control policies are unable to control the vehicle's traveling speed to increase rapidly. Based on the above, the present disclosure provides a vehicle acceleration control method. Because the drive motor still has torque output capability at the maximum output torque value in the conventional mode, the sum of the target torque compensation value and the maximum output torque value is calculated and used as the output torque of the drive motor. In other words, the target torque compensation value is compensated for the maximum output torque value. In this way, the output torque of the drive motor exceeds the maximum output torque value in the conventional mode in a short period of time, and the duration during which the output torque of the drive motor exceeds the maximum output torque value is short. As a result, the vehicle has relatively high acceleration in a short period of time. By controlling the vehicle's traveling speed to increase rapidly, the driver's request for rapid acceleration is satisfied, allowing the driver to enjoy the highest level of driving enjoyment.

[0036] Additionally, if the vehicle's Race Track mode is not activated, torque compensation for the drive motor output torque is not required.

[0037] According to the vehicle acceleration control method of this embodiment of the present disclosure, the urgency of the driver's intention to suddenly accelerate is determined based on the accelerator pedal depression change rate in the racetrack mode, the target torque compensation value is determined taking into account the vehicle's remaining energy value, and the target torque compensation value is compensated for the maximum output torque value to control the vehicle to accelerate, so that the output torque of the drive motor exceeds the maximum output torque value in the conventional mode for a short duration. In this way, the vehicle has a relatively large acceleration in a short period of time, and the vehicle's running speed is controlled to rise sharply, thereby satisfying the driver's sudden acceleration request and allowing the driver to enjoy the highest level of driving enjoyment.

[0038] In some embodiments, before the vehicle is controlled to accelerate based on the sum of the target torque compensation value and the maximum output torque value, the vehicle acceleration control method further includes the following steps: obtaining a current accelerator pedal value; determining that the current accelerator pedal value satisfies a predetermined rapid acceleration condition and the vehicle is not in a steering state; the predetermined rapid acceleration condition is that the current accelerator pedal value is greater than a predetermined opening threshold and the duration of the current accelerator pedal value is longer than a predetermined duration.

[0039] The current accelerator pedal value can be understood as the depth to which the driver presses the accelerator pedal when controlling the vehicle's speed at the current moment, and the steering state can be understood as the state in which the vehicle's direction of travel changes.

[0040] Specifically, when the vehicle is in racetrack mode, the signal collection module collects current accelerator pedal values ​​in real time and performs signal processing on the collected current accelerator pedal values. Because the driver controls the vehicle to accelerate by depressing the accelerator pedal, the driver's intention to suddenly accelerate is determined through the current accelerator pedal value. If the current accelerator pedal value is greater than a predetermined opening threshold, the duration of the current accelerator pedal value is longer than a predetermined duration, the current accelerator pedal value is relatively large, and the current accelerator pedal value is maintained for a certain continuous period, this indicates that the driver expects the vehicle to achieve a relatively high speed by suddenly accelerating. If the current accelerator pedal value is greater than a predetermined opening threshold and the duration of the current accelerator pedal value is not longer than a predetermined duration, the driver may accidentally depress the accelerator pedal, which indicates that the driver does not intend to suddenly accelerate. Therefore, the vehicle is controlled not to respond to the driver's intention to suddenly accelerate.

[0041] Based on the above, when the driver's driving intention is recognized as an intention to suddenly accelerate, the vehicle driving state determination module determines whether the vehicle is in a steering state. The steering state may be left steering or right steering. Whether the vehicle responds to the driver's intention to suddenly accelerate is controlled based on the determination result. If the vehicle is in a steering state, the vehicle may cause an accident if controlled to accelerate, so no response is made to the driver's intention to suddenly accelerate. If the vehicle is not in a steering state, this indicates that the vehicle is in a safe driving state, so a response is made to the driver's intention to suddenly accelerate, ensuring that the vehicle performs sudden acceleration in a safe driving state, thereby protecting the driver's safety.

[0042] Whether the vehicle is in a steering state may be determined through relevant steering data of the vehicle, such as, but not limited to, data such as a steering wheel rotation angle value or a turn signal status.

[0043] In some embodiments, determining whether the vehicle is in a steering state includes the following steps: obtaining a steering wheel rotation angle value; determining that the vehicle is in a steering state if the steering wheel rotation angle value is greater than a predetermined rotation angle threshold; and determining that the vehicle is not in a steering state if the steering wheel rotation angle value is equal to or less than the predetermined rotation angle threshold.

[0044] The predetermined turning angle threshold may be understood as a steering wheel turning angle threshold for changing the driving direction of the vehicle, which is calibrated based on experiments, for example, the predetermined turning angle threshold may be 5°.

[0045] Specifically, during a vehicle's driving process, the vehicle's driving direction is controlled by controlling the rotation of the steering wheel. When the steering wheel rotation angle value is excessively large, the vehicle's driving direction is changed. Therefore, whether the vehicle is in a steering state can be determined through the steering wheel rotation angle value. The signal collection module collects the vehicle's steering wheel rotation angle value in real time while driving. If the steering wheel rotation angle value is greater than a predetermined rotation angle threshold, this indicates that the vehicle is deviating from its original driving direction due to the increase in the steering wheel rotation angle value, and it is determined that the vehicle is in a steering state. In this case, no response is made to the driver's sudden acceleration intention. If the steering wheel rotation angle value is equal to or less than the predetermined rotation angle threshold, this indicates that the steering wheel rotation angle value is within the vehicle's original driving direction range, and it is determined that the vehicle is not in a steering state. In this case, the vehicle is in a safe driving state, and a response is made to the driver's sudden acceleration intention.

[0046] In some embodiments, determining the target torque compensation value based on the accelerator pedal opening rate and the vehicle's remaining energy value includes the steps of: determining a target torque compensation coefficient based on the accelerator pedal opening rate and the vehicle's remaining energy value; and obtaining the target torque compensation value based on the target torque compensation coefficient and the maximum output torque value.

[0047] The target torque compensation factor is a factor that has been calibrated through numerous tests.

[0048] Specifically, the greater the urgency of the driver's intention to suddenly accelerate, the greater the torque compensation value that needs to be output by the vehicle's drive motor. However, the power battery supplies the amount of electricity required to compensate for the drive motor's output torque, and the vehicle oil tank supplies the amount of oil required to compensate for the drive motor's output torque. Therefore, when the urgency of the driver's intention to suddenly accelerate is determined, the torque compensation value output by the drive motor needs to be increased or decreased based on the remaining power of the power battery or the remaining oil level in the vehicle oil tank in order to maximize the drive motor's power performance. Therefore, in this disclosure, a target torque compensation coefficient is determined based on the accelerator pedal position change rate and the vehicle's remaining energy value, and the torque compensation value output by the drive motor is increased or decreased based on the target torque compensation coefficient. In other words, a correspondence table of torque compensation coefficients corresponding to accelerator pedal position change rates and vehicle's remaining energy values ​​is pre-stored in the vehicle. In other words, if the accelerator pedal position change rate and vehicle's remaining energy value differ, the corresponding torque compensation coefficient will differ. A higher accelerator pedal depression rate and a higher vehicle residual energy value indicate a higher corresponding torque compensation coefficient. Furthermore, for the same accelerator pedal depression rate, a higher vehicle residual energy value indicates a higher corresponding torque compensation coefficient. Therefore, an optimal target torque compensation coefficient is obtained through the accelerator pedal depression rate and the vehicle residual energy value. The torque compensation value output by the traction motor is adjusted through the target torque compensation coefficient. It can be understood that a larger target torque compensation coefficient indicates a larger target torque compensation value. The sum of the adjusted target torque compensation value and the maximum output torque value is then used as the peak value of the traction motor's output torque, thereby providing greater acceleration for controlling the vehicle to accelerate. This allows the driver to enjoy the highest level of driving pleasure and satisfy the driver's sudden acceleration requests. The remaining power of the power battery may be obtained by a built-in sensor in the battery package, and the remaining fuel level in the vehicle fuel tank may be obtained by a fuel level sensor attached to the fuel tank.

[0049] In some embodiments, determining the target torque compensation coefficient based on the accelerator pedal position change rate and the vehicle's remaining energy value includes the following steps: determining that the accelerator pedal position change rate is greater than a first predetermined position change rate; if the vehicle's remaining energy value is greater than a first energy threshold, using a first torque compensation coefficient as the target torque compensation coefficient; if the vehicle's remaining energy value is less than or equal to the first energy threshold and greater than a second energy threshold, using a second torque compensation coefficient as the target torque compensation coefficient; if the vehicle's remaining energy value is less than or equal to the second energy threshold and greater than a third energy threshold, using a third torque compensation coefficient as the target torque compensation coefficient; if the first energy threshold > second energy threshold > third energy threshold, and the first torque compensation coefficient > second torque compensation coefficient > third torque compensation coefficient > 0.

[0050] The predetermined opening change rate can be understood as a change rate of the accelerator pedal opening that is set based on the driver's intention to suddenly accelerate. A larger predetermined opening change rate indicates a stronger intention of the driver to suddenly accelerate. The first energy threshold can be understood as a threshold of sufficient power for the power battery. The second energy threshold can be understood as a threshold at which the power battery is relatively sufficient. The third energy threshold can be understood as a threshold at which the power battery is insufficient. The torque compensation coefficient can be understood as a coefficient that is calibrated based on the driver's intention to suddenly accelerate and the remaining charge of the power battery. The torque compensation coefficient is less than 0.2.

[0051] In one embodiment, the torque compensation value corresponding to the first torque compensation coefficient K1 is the first torque compensation value ΔT1. In this case, the peak value of the output torque of the drive motor is T m1 The output power of the drive motor is P1. The speed of the vehicle is V1. The torque compensation value corresponding to the second torque compensation coefficient K2 is the second torque compensation value ΔT2. In this case, the peak value of the output torque of the drive motor is Tm2 The output of the drive motor is P2. The speed of the vehicle is V2. The torque compensation value corresponding to the third torque compensation coefficient K3 is the third torque compensation value ΔT3. In this case, the peak value of the output torque of the drive motor is T m3 The output of the drive motor is P3. The speed of the vehicle is V3. As shown in FIG. 2, the larger the torque compensation coefficient, the higher the torque compensation value. In this case, the output torque of the drive motor has a larger peak value before time t1, that is, T m1 >T m2 >T m3 >T max The output of the drive motor is the maximum output T max Before reaching the maximum speed V, the larger the torque compensation coefficient, the larger the output, i.e., P1>P2>P3>Pmax. max Before reaching V, the larger the torque compensation coefficient, the higher the vehicle speed, i.e., V1>V2>V3>V max Therefore, in the present disclosure, the torque compensation value is increased or decreased by selecting the torque compensation coefficient to satisfy sudden acceleration requests with different urgency of the driver's sudden acceleration intention and remaining energy value of the vehicle.

[0052] Specifically, the urgency of the driver's sudden acceleration intention is related to the magnitude of the change rate of the access pedal opening.

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[0053] Based on the above, when the remaining energy value of the vehicle is relatively large, the power battery has sufficient power, and the driver's intention of sudden acceleration can be satisfied. When the remaining energy value of the vehicle is relatively small, the power battery is insufficient, and the torque compensation value output by the drive motor is adaptively reduced, and it is necessary to save the power of the power battery. Therefore, in the present disclosure, the target torque compensation coefficient is selected through the remaining energy value SOC0 of the vehicle to increase or decrease the target torque compensation value. When the remaining energy value SOC0 of the vehicle is greater than the first energy threshold SOC1 (for example, it can be expressed as SOC0 > SOC1), this indicates that the power of the power battery is sufficient. In this case, the torque compensation value output by the drive motor does not need to be reduced. The first torque compensation coefficient K1 is used as the target torque compensation coefficient, the first torque compensation value ΔT1 corresponding to the obtained first torque compensation coefficient K1 is obtained as the target torque compensation value, and the drive motor is controlled to output the first torque compensation value ΔT1 to satisfy the driver's overly high sudden acceleration intention. Furthermore, since the first torque compensation value ΔT1 is relatively large, the vehicle speed V1 becomes high. When the remaining energy value SOC0 of the vehicle is less than or equal to the first energy threshold SOC1 and greater than the second energy threshold SOC2 (for example, it can be expressed as SOC2 < SOC0 ≤ SOC1), this indicates that the power of the power battery is relatively sufficient. In this case, the torque compensation value output by the drive motor is relatively reduced, and it is necessary to save the power of the power battery. The second torque compensation coefficient K2 is used as the target torque compensation coefficient, the second torque compensation value ΔT2 corresponding to the obtained second torque compensation coefficient K2 is obtained as the target torque compensation value, and the drive motor is controlled to output the second torque compensation value ΔT2 to satisfy the driver's overly high sudden acceleration intention. The second torque compensation value ΔT2 is less than the first torque compensation value ΔT1. Therefore, the vehicle speed V₂ is lower than the speed V₁.When the remaining energy value SOC0 of the vehicle is less than or equal to the second energy threshold SOC2 and greater than the third energy threshold SOC3 (for example, it can be expressed as SOC3 < SOC0 ≤ SOC2), this indicates that the power battery has relatively low power. In this case, the torque compensation value of the drive motor needs to be significantly reduced. The third torque compensation coefficient K3 is used as the target torque compensation coefficient, and the third torque compensation value ΔT3 corresponding to the obtained third torque compensation coefficient K3 is obtained as the target torque compensation value, and the drive motor is controlled to output the third torque compensation value ΔT3 to meet the driver's overly high sudden acceleration intention. The third torque compensation value ΔT3 is less than the second torque compensation value ΔT2. Therefore, the speed V3 of the vehicle is lower than the speed V2.

[0054] It should be noted that when the urgency of the driver's acceleration intention is the same, the higher the remaining energy value SOC0 of the vehicle, the greater the target torque compensation coefficient, the greater the target torque compensation value, the greater the output torque of the drive motor, the greater the output of the drive motor, and the greater the speed of the vehicle. The driver's overly urgent sudden acceleration request is satisfied to varying degrees through the remaining energy value SOC0 of the vehicle.

[0055] In some embodiments, determining the target torque compensation coefficient based on the accelerator pedal opening change rate and the remaining energy value of the vehicle further includes the following steps. It is determined that the accelerator pedal opening change rate is less than or equal to the first predetermined opening change rate and greater than the second predetermined opening change rate. When the remaining energy value of the vehicle is greater than the second energy threshold, the second torque compensation coefficient is used as the target torque compensation coefficient. When the remaining energy value of the vehicle is less than or equal to the second energy threshold and greater than the third energy threshold, the third torque compensation coefficient is used as the target torque compensation coefficient.

[0056] Specifically, the urgency of the driver's sudden acceleration intention is the accelerator pedal opening change rate

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[0057] In some embodiments, determining the target torque compensation coefficient based on the acceleration pedal opening change rate and the remaining energy value of the vehicle further includes the following steps. It is determined that the acceleration pedal opening change rate is less than or equal to the second predetermined opening change rate and greater than the third predetermined opening change rate. When it is determined that the remaining energy value of the vehicle is greater than the third energy threshold value, the third torque compensation coefficient is used as the target torque compensation coefficient.

[0058] Specifically, the urgency of the driver's sudden acceleration intention is expressed as the accelerator pedal opening rate.

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[0059] In some embodiments, obtaining the target torque compensation value based on the target torque compensation coefficient and the maximum output torque value includes the following steps: calculating a product value of the target torque compensation coefficient and the maximum output torque value, and using the product value as the target torque compensation value;

[0060] Target torque compensation value ΔT = Target torque compensation coefficient K * Maximum output torque value T max When the target torque compensation coefficient is the first torque compensation coefficient K1, the first torque compensation coefficient K1 and the maximum output torque value T max The product of these is the first torque compensation value ΔT1 (for example, ΔT1=K1T max The first torque compensation value ΔT1 is used as the target torque compensation value. Therefore, the peak value of the output torque of the drive motor is T m1 =T max +K1T maxWhen the target torque compensation coefficient is the second torque compensation coefficient K2, the second torque compensation coefficient K2 and the maximum output torque value T max The product of these two values ​​is the second torque compensation value ΔT2 (for example, ΔT2=K2T max The second torque compensation value ΔT2 is used as the target torque compensation value ΔT. Therefore, the peak value of the output torque of the drive motor is T m2 =T max +K2T max When the target torque compensation coefficient is the third torque compensation coefficient K3, the third torque compensation coefficient K3 and the maximum output torque value T max The product of these is the third torque compensation value ΔT3 (for example, ΔT3=K3T max The third torque compensation value ΔT3 is used as the target torque compensation value ΔT. Therefore, the peak value of the output torque of the drive motor is T m3 =T max +K3T max As shown in FIG. 2, before time t1, T m1 >T m2 >T m3 >T max In other words, the higher the target torque compensation coefficient, the larger the corresponding target torque compensation value, and the larger the corresponding peak value of the output torque of the driving motor. From the slope of the output torque vs. time curve in Figure 2, it can be seen that the output torque of the driving motor can be increased more rapidly, and the maximum output torque value T max In this way, the vehicle can respond more quickly to the driver's sudden acceleration intention and achieve greater acceleration within a certain period of time. m1 , T m2 , and T m3 When the maximum output torque value T max After time t1, the output torque of the drive motor is controlled to the maximum output torque value T max or the maximum output torque value T max is less than.

[0061] A method for controlling vehicle acceleration according to one embodiment of the present disclosure is described below with reference to FIG.

[0062] Step S6: The process begins.

[0063] Step S7: Current accelerator pedal value, accelerator pedal opening change rate

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[0064] Step S8: It is determined whether the vehicle's race track mode is activated. If yes, step S9 is performed; if not, step S6 is performed.

[0065] Step S9: It is determined whether the current accelerator pedal value θ0 is greater than the predetermined opening threshold θ1. In other words, it is determined whether θ0>θ1 is satisfied. If yes, step S10 is performed; if not, step S6 is performed.

[0066] Step S10: Determine whether the duration t of the current accelerator pedal value is longer than the predetermined duration t1. If yes, step S11 is performed; if not, step S6 is performed.

[0067] Step S11: Determine whether the steering wheel rotation angle value is equal to or less than a predetermined rotation angle threshold. If yes, step S12 is carried out; if not, step S6 is carried out.

[0068] Step S12: Accelerator pedal opening change rate

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[0069] Step S13: Determine whether the remaining energy value SOC0 of the vehicle is greater than the first energy threshold SOC1. In other words, determine whether SOC0>SOC1 is satisfied. If yes, execute step S14; if not, execute step S16.

[0070] Step S14: The target torque compensation value ΔT is the first torque compensation value ΔT1.

[0071] Step S15: Accelerator pedal opening change rate

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[0072] Step S16: Determine whether the remaining energy value SOC0 of the vehicle is greater than the second energy threshold SOC2. In other words, determine whether SOC0>SOC2 is satisfied. If yes, execute step S17; if not, execute step S19.

[0073] Step S17: The target torque compensation value ΔT is the second torque compensation value ΔT2.

[0074] Step S18: Accelerator pedal opening change rate

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[0075] Step S19: Determine whether the remaining energy value SOC0 of the vehicle is greater than the third energy threshold SOC3. In other words, determine whether SOC0>SOC3 is satisfied. If yes, execute step S20; if not, execute step S21.

[0076] Step S20: The target torque compensation value ΔT is the third torque compensation value ΔT3.

[0077] Step S21: The rapid acceleration mode is disabled.

[0078] An embodiment of a second aspect of the present disclosure provides a vehicle 10. As shown in Figure 4, the vehicle 10 includes at least one processor 1 and a memory 2 communicatively connected to the at least one processor 1.

[0079] The memory 2 stores a computer program executable by the at least one processor 1. When the at least one processor 1 executes the computer program, the vehicle acceleration control method in the above-described embodiment is implemented.

[0080] It should be noted that the specific implementation of the vehicle 10 of the embodiment of the present disclosure is similar to the specific implementation of the vehicle acceleration control method of the previous embodiment of the present disclosure. For details, please refer to the description of the method. To reduce redundancy, the details will not be described again here.

[0081] According to the vehicle 10 in this embodiment of the present disclosure, the output torque of the drive motor exceeds the maximum output torque value for a short period of time through the torque compensation value in the racetrack mode, thereby satisfying the driver's intention to accelerate rapidly, thereby improving the driver's driving experience.

[0082] A third embodiment of the present disclosure provides a computer storage medium storing a computer program that, when executed by a processor, performs the vehicle acceleration control method of the above-described embodiment.

[0083] In the description herein, the description of any process or method described herein in a flowchart or otherwise can be interpreted as representing one or more modules, fragments, or portions comprising executable instruction code used to implement specific logical functions or steps of the process. Additionally, the scope of the exemplary embodiments of the present disclosure includes other implementations. Functions may be performed in an order other than that shown or discussed, including performing functions substantially simultaneously or in reverse order depending on the functionality involved, as should be understood by those skilled in the art to which the embodiments of the present disclosure pertain.

[0084] The logic and / or steps depicted within a flowchart or described anywhere else herein, e.g., an ordered listing that can be thought of as executable instructions used to implement a logical function, may be tangibly embodied in any computer-readable medium used by or in conjunction with an instruction execution system, apparatus, or device (e.g., a computer-based system, a system including a processor, or another system capable of retrieving instructions from and executing instructions in an instruction execution system, apparatus, or device). In the context of this disclosure, a "computer-readable medium" may be any device that can contain, store, communicate, propagate, or transmit a program for use by or in connection with an instruction execution system, apparatus, or device. More specific examples (non-exhaustive list) of computer-readable storage media include an electrical connection of one or more wires (electronic devices), a portable computer case (magnetic devices), random access memory (RAM), read-only memory (ROM), erasable editable read-only memory (EPROM or flash memory), fiber optic devices, and a portable compact disc read-only memory (CD-ROM). The computer-readable medium may also in some cases be paper or other suitable medium on which the program may be printed, since the program may be obtained electronically, for example by optically scanning paper or other medium and then editing, interpreting or otherwise suitably processing it, if necessary, and storing it in computer memory.

[0085] It should be understood that portions of the present disclosure can be implemented using hardware, software, firmware, or a combination thereof. In the above-described embodiments, some steps or methods may be implemented using software or firmware stored in a memory and executed by a suitable instruction execution system. For example, when hardware is used for an embodiment, the embodiment, as well as other embodiments, may be implemented using any one or a combination of the following technologies well known in the art: discrete logic circuits including logic gate circuits for performing logical functions of data signals; dedicated integrated circuits including appropriate combinations of logic gate circuits; programmable gate arrays (PGAs); field programmable gate arrays (FPGAs); and the like.

[0086] Those skilled in the art can understand that all or some of the steps of the method in the above embodiments can be implemented by program instructions related hardware. The program may be stored in a computer-readable storage medium. When the program is executed, one or a combination of the steps of the method embodiments is implemented.

[0087] Furthermore, each functional unit in each embodiment of the present disclosure may be integrated into one processing module, each unit may exist physically alone, or two or more units may be integrated into one module. The integrated module may be implemented in the form of hardware or in the form of a software functional module. When implemented in the form of a software functional module and sold or used as an independent product, the integrated module may also be stored in a computer-readable storage medium.

[0088] The above-mentioned storage medium may be a read-only memory, a magnetic disk, an optical disk, etc. Although the embodiments of the present disclosure have been shown and described above, it should be understood that the above embodiments are illustrative and should not be understood as limitations on the present disclosure. Those skilled in the art may make changes, modifications, substitutions, or variations to the above embodiments within the scope of the present disclosure.

[0089] In the description herein, a description using reference terms such as "one embodiment," "some embodiments," "exemplary embodiment," "one example," "specific example," or "some examples" means that the particular feature, structure, material, or characteristic described with reference to the embodiment or example is included in at least one embodiment or example of the disclosure. In the description herein, exemplary references to such terms do not necessarily refer to the same embodiment or example.

[0090] While embodiments of the present disclosure have been shown and described, it will be apparent to those skilled in the art that various changes, modifications, substitutions, and variations may be made to the embodiments without departing from the principles and spirit of the present disclosure, the scope of which is as defined by the appended claims and their equivalents. [Explanation of symbols]

[0091] 10 vehicles 1 processor 2. Memory

Claims

1. Obtaining an accelerator pedal opening change rate and a vehicle remaining energy value in a race track mode; determining a target torque compensation value based on the accelerator pedal position change rate and the residual energy value of the vehicle; controlling the vehicle to accelerate based on the sum of the target torque compensation value and a maximum output torque value; A vehicle acceleration control method comprising:

2. before controlling the vehicle to accelerate based on the sum of the target torque compensation value and a maximum output torque value; Obtaining the current accelerator pedal value; determining that the current accelerator pedal value satisfies a predetermined rapid acceleration condition and that the vehicle is not in a steering state; Furthermore, 2. The vehicle acceleration control method according to claim 1, wherein the predetermined rapid acceleration condition is that the current accelerator pedal value is greater than a predetermined opening threshold and the duration of the current accelerator pedal value is longer than a predetermined duration.

3. Determining that the vehicle is not in a steering state includes: obtaining a steering wheel rotation angle value of the vehicle; If the steering wheel rotation angle value is equal to or less than a predetermined rotation angle threshold, it is determined that the vehicle is not in the steering state. The method of claim 2 , comprising:

4. 4. The method of claim 3, wherein the predetermined rotation angle threshold is 5 degrees.

5. 5. The method for controlling acceleration of a vehicle according to claim 2, wherein the current accelerator pedal value is the depth to which the driver depresses the accelerator pedal when controlling the traveling speed of the vehicle at the current moment.

6. 6. The vehicle acceleration control method according to claim 1, wherein the remaining energy value is a remaining capacity value of a power battery in the vehicle or a remaining oil value of the vehicle.

7. determining a target torque compensation value based on the accelerator pedal opening change rate and the remaining energy value of the vehicle, determining a target torque compensation coefficient based on the accelerator pedal opening change rate and the residual energy value of the vehicle; obtaining the target torque compensation value based on the target torque compensation coefficient and the maximum output torque value; The vehicle acceleration control method according to claim 1 , further comprising:

8. determining a target torque compensation coefficient based on the accelerator pedal opening change rate and the remaining energy value of the vehicle, determining that the accelerator pedal opening change rate is greater than a first predetermined opening change rate; If the remaining energy value of the vehicle is greater than a first energy threshold, using a first torque compensation factor as the target torque compensation factor; If the remaining energy value of the vehicle is less than or equal to the first energy threshold and greater than a second energy threshold, using a second torque compensation coefficient as the target torque compensation coefficient; If the remaining energy value of the vehicle is less than or equal to the second energy threshold and greater than a third energy threshold, a third torque compensation coefficient is used as the target torque compensation coefficient. Equipped with 8. The vehicle acceleration control method according to claim 7, wherein the first energy threshold > the second energy threshold > the third energy threshold, and the first torque compensation coefficient > the second torque compensation coefficient > the third torque compensation coefficient > 0.

9. determining a target torque compensation coefficient based on the accelerator pedal opening change rate and the remaining energy value of the vehicle, determining that the accelerator pedal opening change rate is equal to or less than the first predetermined opening change rate and greater than a second predetermined opening change rate; If the residual energy value of the vehicle is greater than the second energy threshold, using the second torque compensation factor as the target torque compensation factor; When the remaining energy value of the vehicle is less than or equal to the second energy threshold and greater than the third energy threshold, use the third torque compensation coefficient as the target torque compensation coefficient. The method of claim 8 further comprising:

10. determining a target torque compensation coefficient based on the accelerator pedal opening change rate and the remaining energy value of the vehicle, determining that the accelerator pedal opening change rate is equal to or less than the second predetermined opening change rate and greater than a third predetermined opening change rate; If it is determined that the remaining energy value of the vehicle is greater than the third energy threshold, using the third torque compensation coefficient as the target torque compensation coefficient. The method of claim 9 further comprising:

11. The step of obtaining the target torque compensation value based on the target torque compensation coefficient and the maximum output torque value includes:

11. The vehicle acceleration control method according to claim 8, further comprising: calculating a product of the target torque compensation coefficient and the maximum output torque value; and using the product as the target torque compensation value.

12. At least one processor (1); a memory (2) communicatively connected to said at least one processor (1); Equipped with The memory (2) stores a computer program executable by the at least one processor (1), and when the at least one processor (1) executes the computer program, the vehicle acceleration control method according to any one of claims 1 to 11 is implemented. Vehicle (10).

13. 12. A computer storage medium storing a computer program, the computer program being configured to implement the vehicle acceleration control method according to any one of claims 1 to 11 when executed by a processor.

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