Method and apparatus for torque compensation in a vehicle, computer readable storage medium

Abstract

The present application provides a torque compensation method for a vehicle, a torque compensation device for a vehicle, and a related computer-readable storage medium. The torque compensation method includes the steps of: when a vehicle control module of a vehicle determines that the vehicle is in a brake idle stroke neutral running state, the vehicle control module obtains a pressure of a brake master cylinder of the vehicle, and controls a motor of the vehicle to output a compensation torque according to the pressure of the brake master cylinder. The present application can accurately determine the brake idle stroke range of the vehicle, and control the motor of the vehicle to output a compensation torque in a timely manner, thereby effectively suppressing the brake idle stroke neutral running of the vehicle and ensuring driving safety.

Description

[Technical field]

[0001] The present application relates to the field of vehicles, and in particular to a torque compensation method for a vehicle, a torque compensation device for a vehicle, and a related computer-readable storage medium. [Background technology]

[0002] Energy saving and emission reduction are the keys to the sustainable development of the automotive industry, and electric vehicles, with their energy-saving and environmentally friendly advantages, will become an important part of the sustainable development of the automotive industry. For electric vehicles, control technology is a key factor related to their development.

[0003] Electric vehicles may experience brake idle stroke and neutral running during operation, which may cause traffic accidents such as collisions and ultimately endanger human lives, posing a safety hazard. Summary of the Invention

[0004] In view of the above problems, the present application provides a vehicle torque compensation method, a vehicle torque compensation device and a related computer-readable storage medium, which can accurately determine the vehicle brake idle stroke range, and control the vehicle motor to output compensation torque in a timely manner, thereby effectively suppressing the vehicle brake idle stroke neutral running, and ensuring running safety.

[0005] According to a first aspect, the present application provides a torque compensation method for a vehicle, the vehicle including a vehicle control module, the torque compensation method including a step of, when the vehicle control module determines that the vehicle is in a brake idle stroke neutral driving state, the vehicle control module acquiring a pressure of a brake master cylinder of the vehicle, and controlling a motor of the vehicle to output a compensation torque based on the pressure of the brake master cylinder.

[0006] In the technical solution of the embodiment of the present application, the applicant has researched and found that when the vehicle experiences brake idle stroke neutral running, the braking force applied to the vehicle wheels by the brake master cylinder is insufficient to brake the vehicle wheels. At this time, the pressure of the brake master cylinder can more accurately reflect the brake idle stroke range, so that the vehicle can be controlled based on the pressure of the brake master cylinder to timely output compensation torque, thereby effectively suppressing the vehicle's brake idle stroke neutral running and ensuring driving safety.

[0007] In some embodiments, the step of the vehicle control module acquiring a pressure of a brake master cylinder of the vehicle and controlling the motor of the vehicle to output a compensation torque based on the pressure of the brake master cylinder includes: if the pressure of the brake master cylinder acquired by the vehicle control module includes a first pressure, the compensation torque output by the vehicle control module controlling the motor of the vehicle includes a first compensation torque; if the pressure of the brake master cylinder acquired by the vehicle control module includes a second pressure, the compensation torque output by the vehicle control module controlling the motor of the vehicle includes a second compensation torque, the first pressure being smaller than the second pressure and the first compensation torque being larger than the second compensation torque. In the torque compensation method of the embodiment of the present application, the smaller the pressure of the brake master cylinder, the larger the compensation torque that the motor of the vehicle should output, and the higher the pressure of the brake master cylinder, the smaller the compensation torque that the motor of the vehicle should output. By accurately controlling the motor of the vehicle according to the pressure of the brake master cylinder to timely output an appropriate compensation torque, the vehicle's brake idle stroke neutral running is effectively suppressed.

[0008] In some embodiments, the step of the vehicle control module acquiring the pressure of the brake master cylinder of the vehicle includes the step of the vehicle control module acquiring the pressure of the brake master cylinder of the vehicle in real time. In the torque compensation method of the embodiment of the present application, the real-time pressure of the brake master cylinder reflects the real-time braking force applied to the wheel, so that the brake idle stroke range can be more accurately reflected, and thus the motor of the vehicle is controlled to output the compensation torque in a timely manner, thereby further realizing the torque compensation method of the vehicle.

[0009] In some embodiments, the step of the vehicle control module acquiring a pressure of a brake master cylinder of the vehicle and controlling a motor of the vehicle based on the pressure of the brake master cylinder to output a compensation torque further includes the step of the vehicle control module acquiring a pressure of a brake master cylinder of the vehicle and a rotation speed of the motor of the vehicle in real time, and controlling a motor of the vehicle based on the pressure of the brake master cylinder and the rotation speed of the motor of the vehicle to output a compensation torque.

[0010] In some embodiments, the step of the vehicle control module acquiring the pressure of the brake master cylinder of the vehicle and the rotation speed of the vehicle motor in real time, and controlling the motor of the vehicle to output a compensation torque based on the pressure of the brake master cylinder and the rotation speed of the vehicle motor further includes: when the pressure of the brake master cylinder acquired by the vehicle control module includes a third pressure and the rotation speed of the vehicle motor includes a first rotation speed, the compensation torque output by the vehicle control module controls the motor of the vehicle includes a third compensation torque; and when the pressure of the brake master cylinder acquired by the vehicle control module includes the third pressure and the rotation speed of the vehicle motor includes a second rotation speed, the compensation torque output by the vehicle control module controls the motor of the vehicle includes a fourth compensation torque, wherein the first rotation speed is smaller than the second rotation speed and the third compensation torque is smaller than the fourth compensation torque.

[0011] In the torque compensation method of the embodiment of the present application, the vehicle's brake master cylinder pressure and motor rotation speed obtained in real time are combined to control the vehicle's motor to output compensation torque in a timely manner, which makes it possible to take into account factors such as the inertia of the vehicle, and effectively suppresses the vehicle's brake idle stroke neutral running.

[0012] In some embodiments, the step of the vehicle control module determining that the vehicle is in a brake idle stroke neutral driving state includes the step of the vehicle control module further determining whether a motor rotation speed of a motor of the vehicle increases if the vehicle control module determines that the vehicle's driving speed is in a first speed range corresponding to a low speed driving mode and the decrease in the brake pedal depression value of the vehicle exceeds a first depression value, and the step of the vehicle control module determining whether the vehicle is in a brake idle stroke neutral driving state based on the range of the vehicle and the motor rotation direction of the motor of the vehicle if the vehicle control module determines that the motor rotation speed of the vehicle increases.

[0013] According to a second aspect, there is provided a computer readable storage medium having computer instructions stored thereon, the computer instructions being capable of causing the computer to implement the torque compensation method according to the above embodiments when executed by a computer.

[0014] According to a third aspect, there is provided a torque compensation device for a vehicle including a vehicle control module, the vehicle control module being used to acquire pressure in a brake master cylinder of the vehicle when it is determined that the vehicle is in a brake idle stroke neutral driving state, and to control a motor of the vehicle based on the pressure of the brake master cylinder to output a compensation torque.

[0015] In some embodiments, the vehicle control module is used to, when the brake master cylinder pressure acquired by the vehicle control module includes a first pressure, control the motor of the vehicle to output a compensation torque including a first compensation torque, and when the brake master cylinder pressure acquired by the vehicle control module includes a second pressure, control the motor of the vehicle to output a compensation torque including a second compensation torque, the first pressure being smaller than the second pressure and the first compensation torque being greater than the second compensation torque.

[0016] In some embodiments, the vehicle control module is adapted to obtain real-time pressure in a brake master cylinder of the vehicle.

[0017] In some embodiments, the vehicle control module is used to obtain the pressure of the brake master cylinder of the vehicle and the rotation speed of the motor of the vehicle in real time, and control the motor of the vehicle to output a compensation torque based on the pressure of the brake master cylinder and the rotation speed of the motor of the vehicle.

[0018] In some embodiments, the vehicle control module is used in such a way that, when the brake master cylinder pressure acquired by the vehicle control module includes a third pressure and the rotation speed of the vehicle motor includes a first rotation speed, the compensation torque output by controlling the vehicle motor includes a third compensation torque, and the vehicle control module is used in such a way that, when the brake master cylinder pressure acquired by the vehicle control module includes the third pressure and the rotation speed of the vehicle motor includes a second rotation speed, the compensation torque output by controlling the vehicle motor includes a fourth compensation torque, wherein the first rotation speed is smaller than the second rotation speed and the third compensation torque is smaller than the fourth compensation torque.

[0019] In some embodiments, when the vehicle control module determines that the vehicle's driving speed is in a first speed range corresponding to a low speed driving mode and the decrease in the brake pedal depression value of the vehicle exceeds a first depression value, the vehicle control module is further used to determine whether a motor rotation speed of the vehicle motor increases, and when the vehicle control module determines that the motor rotation speed of the vehicle increases, the vehicle control module is used to determine whether the vehicle is in a brake idle stroke neutral driving state based on the range of the vehicle and the motor rotation direction of the vehicle motor.

[0020] As can be understood, the third aspect of the present application and its embodiments can achieve the same technical effects as the first aspect of the present application and its embodiments.

[0021] The above description is only an outline of the technical solution of the present application, which can be implemented based on the contents of the specification, in order to make the technical means of the present application more clearly understood, and in order to make the above and other objectives, features and advantages of the present application obvious and easy to understand, the following embodiments of the present application are given. [Brief description of the drawings]

[0022] Various other advantages and benefits will become apparent to those skilled in the art upon reading the following detailed description of the preferred embodiments. The drawings are only used to illustrate the preferred embodiments and should not be considered as limiting the present application. And in all drawings, the same reference numbers indicate the same components. In the drawings, [Figure 1] 2 is a flow chart of a method for torque compensation in a vehicle according to some embodiments of the present application. [Diagram 2] 4 is a flowchart of a torque compensation method for a vehicle according to some further embodiments of the present application. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0023] Hereinafter, the embodiments of the technical solution of the present application will be described in detail with reference to the drawings. The following embodiments are only used to more clearly explain the technical solution of the present application, and therefore are merely examples, and should not be used to limit the scope of protection of the present application.

[0024] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by those skilled in the art, and the terms used herein are merely for describing specific examples and are not intended to limit the present application, and the terms "including," "having," and any variations thereof in the specification, claims, and brief description of the drawings of the present application are intended to cover a non-exclusive inclusion.

[0025] In the description of the embodiments of the present application, technical terms such as "first", "second", etc. should not be understood as indicating or implying relative importance, or as substantially indicating the number, specific sequential or primary relationship of the technical features indicated, but are merely used to distinguish different objects. In the description of the embodiments of the present application, unless otherwise clearly and specifically limited, "plurality" means two or more.

[0026] An "embodiment" referred to in this specification means that a particular feature, structure, or characteristic described in connection with the embodiment may be included in at least one embodiment of the present application. The phrases appearing in various places in the specification do not necessarily refer to the same embodiment, nor are they mutually exclusive independent or alternative embodiments with other embodiments. Those skilled in the art can explicitly or implicitly understand that the embodiments described in this specification can be combined with other embodiments.

[0027] In the description of the embodiments of the present application, unless otherwise clearly specified and limited, technical terms such as "attached", "coupled", "connected", "fixed" and the like should be understood in a broad sense, for example, they may be fixedly connected, detachably connected, or integrally connected. They may be mechanically connected or electrically connected. They may be directly connected, indirectly connected via an intermediate medium, or may be an internal communication between two elements or an interactive relationship between two elements. Those skilled in the art can understand the specific meaning of the above terms in the embodiments of the present application according to the specific circumstances.

[0028] A sequential statement of steps herein does not necessarily mean that the embodiment or aspect is limited to the order stated. On the contrary, it may be further envisioned to perform the steps in a different order or in parallel with each other, and unless a next step builds on a previous step, this requires that the previous step be performed first and then the subsequent step (such a situation will be made clear in the specific embodiment). The sequence described may be a preferred embodiment.

[0029] At present, in view of the development of the market situation, the requirements for energy conservation and emission reduction are increasing. Due to the advantages of energy saving and environmental friendliness, the market demand for electric vehicles is also increasing continuously. The requirements for the control technology of electric vehicles are also increasing.

[0030] In the description of the embodiments of the present application, the electric vehicle may be a battery electric vehicle (BEV) or a hybrid electric vehicle (HEV). A battery electric vehicle is a vehicle that is entirely powered by a rechargeable battery, such as a lead-acid battery, a nickel-cadmium battery, a nickel-metal hydride battery, or a lithium-ion battery. A hybrid electric vehicle is a vehicle that is powered by a hybrid power source, such as a rechargeable battery and a conventional power source (e.g., gasoline, diesel, compressed natural gas, propane, and ethanol fuel, etc.), and the two power sources operate separately or together in different driving states of the vehicle. In the hybrid electric vehicle of the embodiment of the present application, the power source is provided by a rechargeable battery when the vehicle is running at a low speed.

[0031] In electric vehicles, the vehicle control unit is the core control component, whose main function is to analyze the driver's needs, monitor the vehicle's running state, and coordinate the operation of control units such as the battery management system BMS, the microcontroller unit MCU, the engine management system EMS, the automatic transmission control unit TCU, etc., to realize the functions of vehicle power on / off, drive control, energy recovery, accessory control, fault diagnosis, etc. The brake master cylinder is the power source of the vehicle braking system, and the main function of the brake master cylinder is to convert the pedal force applied by the driver to the brake master cylinder pressure, which is then converted into the braking force applied to the vehicle's wheels, thereby realizing the braking effect of the vehicle.

[0032] As the inventors know, in some prior art vehicles, the vehicle control module receives an analog signal of the brake pedal, and then controls the brake master cylinder based on the analog signal of the brake pedal to output the braking force applied to the wheels of the vehicle, and in these vehicles, the pressure of the brake master cylinder can accurately reflect the brake pedal opening (i.e., the pressure of the brake master cylinder matches the brake pedal opening).

[0033] However, in some electric vehicles of the prior art, the pressure of the brake master cylinder cannot accurately reflect the brake pedal opening (i.e., the pressure of the brake master cylinder does not match the brake pedal opening). In these electric vehicles, brake idle stroke neutral running occurs during the driving process. For example, in a conventional electric vehicle, when a driver depresses the brake pedal, an input rod connected to the brake pedal is displaced, and a brake pedal stroke sensor detects the displacement of the input rod and transmits the displacement signal to a controller, which calculates the torque to be generated by the brake motor and converts the torque into a servo braking force of the brake master cylinder through a transmission device. At this time, the vehicle control module does not receive an analog signal of the brake pedal, and the brake pedal opening is derived from the displacement of the input rod. For example, the input rod displacement is multiplied by a coefficient such as 4.76 to obtain the brake pedal opening. In such a case, since the brake pedal opening is obtained from the braking system of the vehicle, it cannot directly reflect the brake idle stroke range, which may cause the occurrence of brake idle stroke neutral running, which may result in a traffic accident such as a collision, which may endanger human lives and cause a great safety hazard. In addition, for these vehicles, calibration engineers can test and calibrate the brake pedal opening corresponding to the brake idle stroke range, so as to control the vehicle motor to output an appropriate compensation torque; however, the brake pedal opening may differ from vehicle to vehicle, and if the brake pedal opening corresponding to the brake idle stroke range does not match the compensation torque output by the vehicle motor, the brake idle stroke neutral running may not be effectively suppressed or abnormal noise may occur after the wheels are clamped.

[0034] In order to solve the problem that occurs when the brake master cylinder pressure and the brake pedal opening degree do not match, and thereby effectively suppress the vehicle's brake idle stroke neutral running, the applicant has discovered through research that the vehicle's motor is controlled to output a compensation torque based on the pressure of the vehicle's brake master cylinder during the vehicle's running process. Specifically, the applicant has discovered through research that when the vehicle's brake idle stroke neutral running occurs, the braking force applied to the vehicle's wheels by the brake master cylinder is insufficient to brake the vehicle's wheels. At this time, the brake master cylinder pressure can more accurately reflect the brake idle stroke range, so that the vehicle's brake idle stroke neutral running can be effectively suppressed by controlling the vehicle's motor to output a compensation torque in a timely manner based on the brake master cylinder pressure, thereby ensuring driving safety.

[0035] Based on the above consideration, the inventor has studied deeply and designed a torque compensation method for a vehicle, the vehicle includes a vehicle control module, and the torque compensation method includes the steps of: when the vehicle control module determines that the vehicle is in a brake idle stroke neutral running state, the vehicle control module obtains a pressure of a brake master cylinder of the vehicle, and controls a motor of the vehicle to output a compensation torque according to the pressure of the brake master cylinder. In such a torque compensation method, when the vehicle is about to enter or has entered a brake idle stroke neutral running state, the vehicle motor is controlled according to the pressure of the brake master cylinder to timely output a compensation torque, thereby effectively suppressing the brake idle stroke neutral running of the vehicle.

[0036] The torque compensation method for a vehicle disclosed in the embodiment of the present application is used in a vehicle in which the pressure of the brake master cylinder and the opening degree of the brake pedal do not match, but is not limited thereto, and can also be applied to a vehicle in which an analog signal of the brake pedal is not transmitted to a vehicle control module. By using the torque compensation method disclosed in the present application in such a vehicle, it is possible to timely and effectively prevent the brake idle stroke neutral running, and effectively ensure the running safety.

[0037] 1 is a flow chart of a torque compensation method for a vehicle according to some embodiments of the present application. The vehicle includes a vehicle control module, and the torque compensation method is performed by the vehicle control module.

[0038] The torque compensation method for the vehicle in FIG. 1 begins at step S11.

[0039] In step S11, the vehicle control module controls the vehicle to run normally. The vehicle control unit is a core control member of an electric vehicle, and is connected to the vehicle speed sensor, accelerator pedal sensor, brake pedal sensor, motor, range controller, brake master cylinder, etc. of the vehicle, and adjusts the operation of control units such as a battery management system BMS, a microcontroller unit MCU, an engine management system EMS, an automatic transmission control unit TCU, etc., so as to control the vehicle to run normally. Those skilled in the art should understand that the torque compensation method for a vehicle of the present invention may include step S11 or may be realized independently of step S11.

[0040] In step S12, the vehicle control module determines whether the vehicle is in a brake idle stroke neutral running state.

[0041] For example, the vehicle control module first determines whether the vehicle is in a low-speed driving mode (i.e., a meandering driving mode). In this application, the vehicle speed in the low-speed driving mode is 0-10 km / h. However, it should be understood that the range of the vehicle speed in the low-speed driving mode is different in different application scenarios.

[0042] If the vehicle control module determines that the vehicle is not in the low-speed driving mode, it determines that the vehicle is in the high-speed driving mode, and in this case, the brake neutral driving does not occur. At this time, the vehicle control module determines that the vehicle is not in the brake idle stroke neutral driving state, and continues to return to determine in real time whether the vehicle is in the low-speed driving mode or not. It should be understood that it is necessary to avoid performing the torque compensation method of the vehicle of the present application as much as possible when the vehicle is in the high-speed driving mode, thereby avoiding causing a huge shock to the vehicle.

[0043] If the vehicle control module determines that the vehicle is in the low speed driving mode, it further determines whether the decrease value of the brake pedal opening of the vehicle exceeds a specific opening value (e.g., whether the decrease value of the brake pedal opening exceeds 12%), i.e., whether the driver intends to brake the vehicle. If the vehicle control module determines that the brake pedal opening value of the vehicle does not decrease or the decrease value of the brake pedal opening is less than 12%, it determines that the driver does not intend to brake the vehicle, and then continues back to determine in real time whether the decrease value of the brake pedal opening of the vehicle exceeds a specific opening value. If the vehicle control module determines that the decrease value of the brake pedal opening of the vehicle exceeds a specific opening value (e.g., the decrease value of the brake pedal opening exceeds 12%), it further determines whether the motor speed of the motor of the vehicle increases.

[0044] If the vehicle control module determines that the motor speed of the vehicle's motor decreases normally, it determines that the vehicle will brake and slow down normally.

[0045] When the vehicle control module determines that the motor speed of the vehicle motor increases abnormally, it determines that the vehicle may be in a brake idle stroke neutral state, and further checks whether the vehicle is in a brake idle stroke neutral state in combination with the vehicle range and the motor rotation direction of the motor. For example, if the vehicle range is the drive range D range and the motor rotation direction is reverse, the vehicle may be in a flat or downhill brake idle stroke neutral state. Also, for example, if the vehicle range is the reverse range R range and the motor rotation direction is forward, the vehicle may be in an uphill brake idle stroke neutral state.

[0046] In the present application, to obtain the vehicle's speed information, the vehicle control module transmits a vehicle speed request command to the vehicle's speed sensor, and when the vehicle speed sensor receives the vehicle speed request command, it returns the current vehicle speed information to the vehicle control module. Similarly, to obtain the vehicle's brake pedal opening, the vehicle control module transmits a brake pedal opening request command to the vehicle's brake pedal sensor, and when the brake pedal sensor receives the brake pedal opening request command, it returns the current brake pedal opening information to the vehicle control module. Similarly, to obtain information such as the vehicle's motor rotation speed and motor rotation direction, the vehicle control module transmits a motor rotation speed and motor rotation direction request command to the vehicle's motor, and when the vehicle's motor receives the motor rotation speed and motor rotation direction request command, it returns the current motor rotation speed and motor rotation direction information to the vehicle control module. Similarly, to obtain the vehicle's range information, the vehicle control module transmits a vehicle current range request command to the vehicle's range controller, and when the vehicle's range controller receives the vehicle current range request command, it returns the vehicle current range information to the vehicle control module.

[0047] The vehicle control unit is the core control component of the electric vehicle and is connected to the above-mentioned components of the vehicle, so that it can send request information to these components to obtain information regarding the vehicle speed, brake pedal opening, motor rotation speed, motor rotation direction, etc., and further determine whether the vehicle is in a low-speed driving mode.

[0048] Returning to FIG. 1, if the vehicle control module determines that the vehicle is not in a brake idle stroke neutral driving state, it returns to step S11, continues to control the vehicle to drive normally, and does not execute the torque compensation method for a vehicle of the present application. If the vehicle control module determines that the vehicle is in a brake idle stroke neutral driving state, it executes step S13 and obtains the pressure of the brake master cylinder of the vehicle. Since the vehicle control module is connected to the brake master cylinder of the vehicle, it can send a request command for the pressure of the brake master cylinder of the vehicle to the brake master cylinder of the vehicle, and when the brake master cylinder receives the request command, it returns the pressure information of the brake master cylinder to the vehicle control module.

[0049] Next, execute step S14, the vehicle control module controls the motor of the vehicle to output compensation torque according to the pressure of the brake master cylinder. Because the pressure of the brake master cylinder can accurately reflect the brake idle stroke range of the vehicle, the vehicle motor is controlled to output compensation torque in a timely manner, thereby effectively suppressing the vehicle's brake idle stroke neutral running and ensuring running safety.

[0050] In this application, the motor of the vehicle is an engine for providing a power source for driving the vehicle. The direction of the compensation torque output by the motor of the vehicle is opposite to the rotation direction of the current wheels. For example, when determining whether the vehicle is in a brake idle stroke neutral driving state in step S12, if the range of the vehicle is the drive range D range and the rotation direction of the motor is the reverse rotation direction, the direction of the compensation torque output by controlling the motor of the vehicle based on the pressure of the brake master cylinder should be the forward rotation direction. Furthermore, for example, when determining whether the vehicle is in a brake idle stroke neutral driving state in step S12, if the range of the vehicle is the reverse range R range and the rotation direction of the motor is the forward rotation direction, the direction of the compensation torque output by controlling the motor of the vehicle based on the pressure of the brake master cylinder should be the reverse rotation direction.

[0051] In step S14, after obtaining the pressure of the brake master cylinder, the vehicle control module queries a stored brake master cylinder pressure-compensation torque table and obtains the compensation torque to be output by the vehicle motor from the brake master cylinder pressure-compensation torque table.

[0052] In this application, after the vehicle control module obtains the compensation torque to be output by the vehicle motor, it outputs command information of the compensation torque value to the vehicle motor, and the vehicle motor outputs a corresponding compensation torque value according to the command information.

[0053] In the present application, the vehicle control module stores a brake master cylinder pressure-compensation torque table in an associated memory, and after the vehicle control module obtains the brake master cylinder pressure, it sends a query request to the associated memory to obtain the compensation torque corresponding to the brake master cylinder pressure.

[0054] The brake master cylinder pressure-compensation torque table is created by considering many factors. These factors include, but are not limited to, the weight of the vehicle, the wheel resistance coefficient, etc. The initial version of the brake master cylinder pressure-compensation torque table is created based on the maximum compensation torque required for a half-loaded vehicle to keep the vehicle stationary on a slope with a certain gradient. That is, when a half-loaded vehicle is to keep the vehicle stationary on a slope with a certain gradient, the vehicle control module obtains the compensation torque that the vehicle motor should output at different pressures of the vehicle's brake master cylinder. Preferably, the gradient is selected to be 7 degrees. In normal circumstances, when the gradient is greater than 7 degrees, the driver will normally press the brake pedal deeply to prevent the neutral running phenomenon from occurring. When the gradient is 7 degrees, the brake idle stroke neutral running phenomenon may occur. During the actual driving process, the calibration engineer will adjust the initial version of the brake master cylinder pressure-compensation torque table according to the actual situation.

[0055] An example of a pressure-compensated torque table for a brake master cylinder is shown in Table 1.

[0056] [Table 1]

[0057] In Table 1, when the master cylinder pressure is 0 bar, the compensation torque that the vehicle motor should output is 45 Nm, when the master cylinder pressure is 1 bar, the compensation torque that the vehicle motor should output is 40 Nm, when the master cylinder pressure is 1.5 bar, the compensation torque that the vehicle motor should output is 20 Nm, and when the master cylinder pressure is 2 bar, the compensation torque that the vehicle motor should output is 10 Nm.

[0058] As can be seen from the brake master cylinder pressure-compensation torque table in Table 1, the lower the brake master cylinder pressure, the greater the compensation torque that the vehicle motor must output. As the driver continues to press the brake pedal deeply, the brake master cylinder pressure increases and the compensation torque that the vehicle motor must output gradually decreases. When the brake pedal opening exceeds the brake idle stroke range, the brake master cylinder pressure becomes large enough that the vehicle motor does not need to output compensation torque.

[0059] Preferably, in step S12, the vehicle control module obtains the pressure of the brake master cylinder of the vehicle in real time, which reflects the real-time braking force applied to the wheels, and can more accurately reflect the brake idle stroke range, thereby controlling the motor of the vehicle to output a compensation torque, and further implementing a torque compensation method for the vehicle.

[0060] 2 is a flow chart of a torque compensation method for a vehicle according to some other embodiments of the present application. As described with respect to FIG. 1, the vehicle includes a vehicle control module, and the torque compensation method is performed by the vehicle control module.

[0061] The vehicle torque compensation method in FIG. 2 begins at step S21.

[0062] In step S21, the vehicle control module controls the vehicle to run normally. Those skilled in the art should understand that the torque compensation method for the vehicle of the present invention may include step S21, or may be realized independently of step S21.

[0063] In step S22, the vehicle control module determines whether the vehicle is in a brake idle stroke neutral running state, as described with respect to step S12 in Fig. 1. The execution process of step S22 is similar to that of step S12, so a detailed description thereof will be omitted here.

[0064] If the vehicle control module determines that the vehicle is not in a brake idle stroke neutral driving state, it returns to step S21, continues to control the vehicle to drive normally, and does not execute the torque compensation method for a vehicle of the present application. If the vehicle control module determines that the vehicle is in a brake idle stroke neutral driving state, it executes step S23 and obtains the pressure of the brake master cylinder of the vehicle and the rotation speed of the motor. Since the vehicle control module is connected to the brake master cylinder and the motor of the vehicle, it can send a request command for the pressure of the brake master cylinder of the vehicle and the motor rotation speed to the brake master cylinder of the vehicle, and after receiving the request command from the vehicle control module, the brake master cylinder and the host return the pressure information of the brake master cylinder and the motor rotation speed information to the vehicle control module.

[0065] Next, step S24 is executed, and the vehicle control module controls the motor of the vehicle based on the pressure of the brake master cylinder and the rotation speed of the motor to output the compensation torque.

[0066] The inventor of the present application has found that the compensation torque to be output by the motor of the vehicle is not only related to the pressure of the brake master cylinder of the vehicle, but also has a certain relationship with the rotation speed of the motor of the vehicle. When the rotation speed of the motor of the vehicle is different, the compensation torque that the motor of the vehicle needs to output is also different. In the torque compensation method of the vehicle of FIG. 2, the compensation torque is timely output by controlling the motor of the vehicle in combination with the acquired pressure of the brake master cylinder of the vehicle and the rotation speed of the motor, and factors such as the inertia of the vehicle are taken into consideration, so that the vehicle's brake idle stroke neutral running can be effectively suppressed.

[0067] As described in step S14 of Fig. 1, the vehicle motor is an engine for providing a power source for driving the vehicle, and the direction of the compensation torque output by the vehicle motor is opposite to the current rotation direction of the wheels.

[0068] In step S24, after the vehicle control module obtains the brake master cylinder pressure and the motor rotation speed, it queries a stored brake master cylinder pressure and rotation speed-compensation torque table and obtains the compensation torque to be output by the vehicle motor from the brake master cylinder pressure and rotation speed-compensation torque table.

[0069] In this application, after the vehicle control module obtains the compensation torque to be output by the vehicle motor, it outputs command information of the compensation torque value to the vehicle motor, and the vehicle motor outputs a corresponding compensation torque value according to the command information.

[0070] In the present application, the vehicle control module stores a brake master cylinder pressure and rotation speed-compensation torque table in an associated memory, and after the vehicle control module obtains the brake master cylinder pressure and the motor rotation speed, it sends a query request to the associated memory to obtain the compensation torque corresponding to the brake master cylinder pressure and the motor rotation speed.

[0071] The brake master cylinder pressure and speed-compensation torque table is created after considering many factors, including but not limited to the vehicle weight, wheel resistance coefficient, etc. The initial version of the brake master cylinder pressure-compensation torque table is created based on the maximum compensation torque required when a half-loaded vehicle maintains the vehicle stationary on a slope with a certain gradient. That is, when a half-loaded vehicle maintains the vehicle stationary on a slope with a certain gradient, the vehicle control module obtains the compensation torque that the vehicle motor should output at different pressures of the brake master cylinder. Preferably, the gradient is selected to be 7 degrees. In normal circumstances, when the gradient is greater than 7 degrees, the driver normally depresses the brake pedal deeply to prevent the neutral running phenomenon from occurring. When the gradient is less than 7 degrees, the brake idle stroke neutral running phenomenon may occur. During the actual driving process, the calibration engineer adjusts the initial version of the brake master cylinder pressure and speed-compensation torque table according to the actual situation.

[0072] An example of a brake master cylinder pressure and speed-compensation torque table is shown in Table 2.

[0073] [Table 2]

[0074] In Table 2, when the brake master cylinder pressure is 0 bar and the vehicle motor speed is 50 rps, the compensation torque that the vehicle motor should output is 25 Nm, when the vehicle motor speed is 100 rps, the compensation torque that the vehicle motor should output is 45 Nm, and when the vehicle motor speed is 200 rps, the compensation torque that the vehicle motor should output is 65 Nm. In other words, when the brake master cylinder pressure is 0 bar, the higher the vehicle motor speed, the larger the compensation torque that the vehicle motor should output. The same applies for the same brake master cylinder pressure of 1 bar, 1.5 bar, and 2 bar.

[0075] As can be seen from the brake master cylinder pressure and RPM-compensation torque table in Table 1, when the brake master cylinder pressure is the same, the higher the vehicle motor RPM, the larger the compensation torque that the vehicle motor should output. The higher the vehicle motor RPM, the larger the compensation torque that the vehicle motor should output, as a series of factors such as vehicle inertia must be taken into account.

[0076] Preferably, in step S22, the vehicle control module obtains the pressure of the brake master cylinder of the vehicle and the motor speed of the vehicle motor in real time, so that the real-time pressure of the brake master cylinder and the motor speed of the vehicle motor reflect the real-time braking force applied to the wheel, and can more accurately reflect the brake idle stroke range, thereby controlling the motor of the vehicle to output a compensation torque, and further implementing a torque compensation method for the vehicle.

[0077] According to some embodiments of the present application, by accurately determining the brake idle stroke range based on the pressure of the brake master cylinder and performing a torque compensation method based on the determined range, it is possible to effectively suppress the vehicle's brake idle stroke neutral running and ensure driving safety.

[0078] It should be noted that the above embodiments are merely for illustrating the technical solution of the present application, and are not intended to limit it. Although the present application has been described in detail with reference to the embodiments, those skilled in the art can understand that the technical solutions described in the above embodiments can be modified or equivalently substituted for some or all of the technical features, and such modifications and substitutions do not deviate the essence of the corresponding technical solution from the scope of the technical solution of each embodiment of the present application, and should be included in the scope of the claims and the specification of the present application. In particular, as long as there is no structural contradiction, each technical feature mentioned in each embodiment can be combined in any manner. The present application is not limited to the specific embodiments disclosed herein, and includes all technical solutions included in the claims.

Claims

1. 13. A method of torque compensation for a vehicle, the vehicle including a vehicle control module, the method of torque compensation comprising: When the vehicle control module determines that the vehicle is in a running state during a brake idle stroke, the vehicle control module obtains a pressure of a brake master cylinder of the vehicle, and controls a motor of the vehicle to output a compensation torque based on the pressure of the brake master cylinder, the compensation torque is used to suppress the running state during the brake idle stroke, and the running state during the brake idle stroke refers to a running state generated by the vehicle during the brake idle stroke; the vehicle control module obtains the pressure of the brake master cylinder, and then queries a pre-stored brake master cylinder pressure-compensation torque table to obtain the compensation torque to be output by the motor of the vehicle from the brake master cylinder pressure-compensation torque table; A vehicle torque compensation method in which the brake master cylinder pressure-compensation torque table is generated based on the maximum compensation torque required for a half loaded vehicle to maintain the vehicle stationary on a hill of a particular gradient.

2. The step of the vehicle control module obtaining a pressure of a brake master cylinder of the vehicle, and controlling a motor of the vehicle to output a compensation torque based on the pressure of the brake master cylinder, comprises: When the pressure of the brake master cylinder acquired by the vehicle control module includes a first pressure, a compensation torque output by the vehicle control module by controlling a motor of the vehicle includes a first compensation torque; When the pressure of the brake master cylinder acquired by the vehicle control module includes a second pressure, a compensation torque output by the vehicle control module through control of the motor of the vehicle includes a second compensation torque; 2. The method of torque compensation according to claim 1, wherein the first pressure is less than the second pressure and the first compensation torque is greater than the second compensation torque.

3. The step of the vehicle control module acquiring a pressure of a brake master cylinder of the vehicle includes:

2. The method of claim 1, further comprising the step of said vehicle control module obtaining real-time pressure in a brake master cylinder of said vehicle.

4. The step of the vehicle control module obtaining a pressure of a brake master cylinder of the vehicle, and controlling a motor of the vehicle to output a compensation torque based on the pressure of the brake master cylinder, comprises:

2. The torque compensation method according to claim 1, further comprising the step of: the vehicle control module acquiring a pressure in a brake master cylinder of the vehicle and a rotation speed of a motor of the vehicle in real time; and controlling the motor of the vehicle based on the pressure in the brake master cylinder and the rotation speed of the motor of the vehicle to output a compensation torque.

5. The step of the vehicle control module acquiring a pressure of a brake master cylinder of the vehicle and a rotation speed of a motor of the vehicle in real time and controlling the motor of the vehicle based on the pressure of the brake master cylinder and the rotation speed of the motor of the vehicle to output a compensation torque, When the pressure of the brake master cylinder acquired by the vehicle control module includes a third pressure and the rotation speed of the motor of the vehicle includes a first rotation speed, the compensation torque output by the vehicle control module by controlling the motor of the vehicle includes a third compensation torque; When the pressure of the brake master cylinder acquired by the vehicle control module includes the third pressure and the rotation speed of the motor of the vehicle includes the second rotation speed, the compensation torque output by the vehicle control module through control of the motor of the vehicle includes a fourth compensation torque, 5. The torque compensation method according to claim 4, wherein the first rotational speed is smaller than the second rotational speed, and the third compensation torque is smaller than the fourth compensation torque.

6. The step of the vehicle control module determining that the vehicle is in a running state during an idle stroke of the brakes comprises: When the vehicle control module determines that the vehicle's running speed is within a first speed range corresponding to a low speed running mode and the decrease value of the brake pedal depression of the vehicle exceeds a first depression value, the vehicle control module further determines whether a motor rotation speed of a motor of the vehicle is increased; 2. The torque compensation method of claim 1, further comprising: if the vehicle control module determines that the vehicle motor speed is increasing, the vehicle control module determines whether the vehicle is in a running state during a brake idle stroke based on a range of the vehicle and a motor rotation direction of the vehicle motor.

7. A computer readable storage medium having computer instructions stored thereon, the computer instructions, when executed by a computer, causing the computer to implement a method for torque compensation according to any one of claims 1 to 6.

8. 1. A torque compensation apparatus for a vehicle, comprising: a vehicle control module; When the vehicle control module determines that the vehicle is in a running state during a brake idle stroke, the vehicle control module obtains a pressure of a brake master cylinder of the vehicle, and controls a motor of the vehicle to output a compensation torque based on the pressure of the brake master cylinder, and the compensation torque is used to suppress the running state during the brake idle stroke, and the running state during the brake idle stroke refers to a running state generated by the vehicle during the brake idle stroke; the vehicle control module obtains the pressure of the brake master cylinder, and then queries a pre-stored brake master cylinder pressure-compensation torque table to obtain the compensation torque to be output by the motor of the vehicle from the brake master cylinder pressure-compensation torque table; A vehicle torque compensation system in which the brake master cylinder pressure-compensation torque table is generated based on the maximum compensation torque required for a half loaded vehicle to maintain vehicle stationary on a hill of a particular gradient.

9. The vehicle control module is used in: when the pressure of the brake master cylinder acquired by the vehicle control module includes a first pressure, the compensation torque output by controlling the motor of the vehicle includes a first compensation torque; and The vehicle control module is used in such a manner that, when the pressure of the brake master cylinder acquired by the vehicle control module includes a second pressure, the compensation torque output by controlling the motor of the vehicle includes a second compensation torque; 9. The torque compensation device of claim 8, wherein the first pressure is less than the second pressure and the first compensation torque is greater than the second compensation torque.

10. 9. The torque compensation device according to claim 8, wherein the vehicle control module is adapted to obtain a pressure of a brake master cylinder of the vehicle in real time.

11. 9. The torque compensation device according to claim 8, wherein the vehicle control module is used to acquire the pressure of the brake master cylinder of the vehicle and the rotation speed of the motor of the vehicle in real time, and control the motor of the vehicle based on the pressure of the brake master cylinder and the rotation speed of the motor of the vehicle to output a compensation torque.

12. The vehicle control module is used in that, when the pressure of the brake master cylinder acquired by the vehicle control module includes a third pressure and the rotation speed of the motor of the vehicle includes a first rotation speed, the compensation torque output by controlling the motor of the vehicle includes a third compensation torque; and The vehicle control module is used in such a manner that, when the pressure of the brake master cylinder acquired by the vehicle control module includes the third pressure and the rotation speed of the motor of the vehicle includes the second rotation speed, the compensation torque output by controlling the motor of the vehicle includes a fourth compensation torque; 12. The torque compensation device according to claim 11, wherein the first rotational speed is smaller than the second rotational speed, and the third compensation torque is smaller than the fourth compensation torque.

13. The vehicle control module is further used for determining whether to increase a motor rotation speed of a motor of the vehicle when it is determined that the traveling speed of the vehicle is within a first speed range corresponding to a low speed traveling mode and a decrease value of a brake pedal depression of the vehicle exceeds a first depression value; 9. The torque compensation device of claim 8, wherein the vehicle control module is used to determine whether the vehicle is in a running state during a brake idle stroke based on the range of the vehicle and the motor rotation direction of the vehicle motor when the vehicle control module determines that the motor rotation speed of the vehicle is increasing.

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