Vehicle control method and apparatus, and device, medium, vehicle and product

Abstract

Disclosed is a vehicle control method, comprising the following steps: acquiring the current operation state of a vehicle; calculating a transfer error of the vehicle in the current operation state; determining, on the basis of the transfer error and a set transmission system equivalent clearance, whether the vehicle meets a state switching condition; and when the vehicle meets the state switching condition, switching the current operation state of the vehicle. Further disclosed are a vehicle control apparatus, an electronic device for implementing the method, a vehicle controlled by using the method, a computer-readable storage medium for storing or comprising a computer program that can execute the method, and a computer program product. By means of the method, collisions between parts of a vehicle can be reduced, so as to improve the durability of the parts and the smoothness during driving, such that a torque rising gradient and a torque falling gradient can be enhanced, thereby effectively improving the dynamic property and the economical efficiency.

Description

Vehicle control method, device, equipment, medium, vehicle and product Technical Field

[0001] The present invention relates to the field of motor vibration control, and in particular to a vehicle control method, device, equipment, medium, vehicle and product. Background Art

[0002] Active torsional vibration control in pure electric vehicles is crucial. Electromechanical coupling creates significant interference torque in the system, which can cause abnormal impacts, severely affecting the reliability of drivetrain components and the vibration and noise characteristics. This can directly impact the passenger experience, powertrain performance, and energy recovery, further impacting brand awareness. Unreasonable vibration levels can even affect the fatigue durability of key components, jeopardizing driver safety.

[0003] The currently adopted technical solutions have several problems. When the accelerator pedal is pressed, technical measures are taken to reduce the torque gradient to ensure smooth driving, which affects the vehicle's dynamic performance. At the same time, when the accelerator pedal is released, technical measures are taken to reduce the energy recovery intensity to ensure smooth driving, which affects the vehicle's economic efficiency. The underlying reason lies in the complexity of the transmission system dynamics model, which is subject to errors caused by various clearances, such as radial clearance on the tooth side, axial clearance on the tooth side, spline clearance, half-shaft ball cage contact clearance, and bearing clearance. Furthermore, the components themselves are flexible and can produce circumferential deformation. These influencing factors are difficult to describe with a very precise mathematical model. The entire system will experience torsional vibration when the torque suddenly changes, which will cause serious problems with driving smoothness. According to the current distributed control system architecture design, the vehicle control unit cannot calculate the execution torque required to prevent torsional vibration. Therefore, the vehicle control unit only calculates an initial execution torque value, which is then revised and improved by the motor controller.

[0004] Currently, common active torsional vibration control technologies, both domestically and internationally, include feedforward control and feedback control. Feedforward control primarily compensates torque by limiting abnormal speed variations in the system. Feedforward control is essentially a closed-loop speed feedback control scheme. While this technical solution has minimal impact on dynamics, due to the use of a low-pass filter, it significantly impacts energy recovery, often hindering energy recovery. There are also numerous feedback control schemes, which can be divided into two main categories based on the control objective: reducing motor speed fluctuations, which is equivalent to reducing the time derivative of the relative angular displacement error; and reducing the relative angular displacement error. Active control can be divided into two categories based on the type of signal used: the first category uses only the motor speed signal, while the second category uses both the motor speed signal and the wheel speed signal. Based on the control type, it can be further divided into three main categories: proportional-integral-derivative (PID) controller, the optimal controller (LQR), and the sliding membrane controller (SMC). For example, CN101550986A and CN112746875A both achieve torsional vibration control. However, the current control scheme is not perfect and will sacrifice some vehicle dynamic performance and economic performance. If there are multiple controller switches at the algorithm level, it is easy to cause unsolvable problems or abnormal torque mutations. These control schemes will affect the robustness of the entire control system.

[0005] Summary of the Invention

[0006] In view of the above-mentioned shortcomings of the prior art, the present invention provides a vehicle control method, device, equipment, medium, vehicle and product to solve the above-mentioned technical problems.

[0007] The present invention provides a vehicle control method, the method comprising:

[0008] Get the current working status of the vehicle;

[0009] calculating a transmission error of the vehicle in the current working state;

[0010] determining whether the vehicle meets a state switching condition based on the transmission error and a set powertrain equivalent clearance;

[0011] When the vehicle meets a state switching condition, the current working state of the vehicle is switched.

[0012] In one embodiment of the present invention, the current working state of the vehicle is a gap state or a contact state; the state switching condition includes a first state switching condition and a second state switching condition;

[0013] When the current working state of the vehicle is a gap state, calculating a first transmission error of the vehicle in the gap state;

[0014] When the first transmission error is greater than a set powertrain equivalent clearance, the vehicle satisfies the first state switching condition, switches the current operating state of the vehicle from the clearance state to the contact state, and controls the vehicle with a first torque; wherein the first torque is the sum of a request torque sent by the vehicle control unit to the motor control unit and a first superimposed torque in the contact state;

[0015] When the current working state of the vehicle is a contact state, calculating a second transmission error of the vehicle in the contact state;

[0016] When the second transmission error is less than or equal to the set transmission system equivalent gap, the vehicle meets the second state switching condition, switches the current working state of the vehicle from the contact state to the gap state, and controls the vehicle with a second torque; wherein, the second torque is the sum of the request torque sent by the vehicle control unit to the motor control unit and the second superimposed torque in the gap state.

[0017] In one embodiment of the present invention, the transmission error is expressed as:

[0018] Among them, Δθ1 is the first transmission error, Δθ2 is the second transmission error, c s represents the semi-axis equivalent viscous damping coefficient, T hs is the half-axis moment, k s is the equivalent stiffness of the half-shaft, and α is the equivalent clearance of the transmission system.

[0019] [Corrected 18.12.2024 according to Rule 91] In one embodiment of the present invention, the first torque is expressed as: The second moment is expressed as:

[0020] [Corrected 18.12.2024 according to Rule 91] Wherein, TqReq is the requested torque sent by the vehicle control unit to the motor control unit, δTq1 is the first superimposed torque, and δTq2 is the second superimposed torque;

[0021] [Corrected 18.12.2024 according to Article 91] Where λ is the speed ratio, δ is a constant, is the time derivative of Δθ1, g m The derivative of m is the equivalent viscous damping at the motor end, is the angular velocity of the motor rotor, J m is the motor rotor moment of inertia, is the real-time angular acceleration of the motor rotor, and Δ is the control parameter.

[0022] [Corrected 18.12.2024 according to Rule 91] In one embodiment of the present invention, the superposition moment is:

[0023] Where η is the amplitude of the angular acceleration uncertainty.

[0024] [Corrected 18.12.2024 according to Article 91] In one embodiment of the present invention, when the vehicle is in the gap state, the superposition moment is:

[0025] Among them, δTq k+1 Represents the new second superposition moment, |η|<η B , η B is the minimum upper limit of the angular acceleration uncertainty.

[0026] [Corrected 18.12.2024 according to Rule 91] In one embodiment of the present invention, the control parameter Δ is expressed as:

[0027] In one embodiment of the present invention, the method further includes: when the requested torque is greater than a torque threshold, limiting the amplitude of the requested torque.

[0028] The present invention provides a vehicle control device, comprising:

[0029] Status acquisition module, used to obtain the current working status of the vehicle;

[0030] an error calculation module, configured to calculate a transmission error of the vehicle in the current working state;

[0031] a condition judgment module, configured to judge whether the vehicle satisfies a state switching condition based on the transmission error and a set transmission system equivalent clearance;

[0032] The state switching module is used to switch the current working state of the vehicle when the vehicle meets the state switching condition.

[0033] The present invention provides an electronic device, comprising:

[0034] one or more processors;

[0035] A storage device is used to store one or more programs, which, when executed by the one or more processors, enable the electronic device to implement the steps of the above-mentioned vehicle control method.

[0036] The present invention provides a computer-readable storage medium having a computer program stored thereon. When the computer program is executed by a processor of a computer, the computer is caused to execute the steps of the above-mentioned vehicle control method.

[0037] The present invention provides a vehicle that is controlled using the above-mentioned vehicle control method.

[0038] The present invention provides a computer program product, comprising: a computer program carried on a computer-readable medium, wherein the computer program includes a computer program for executing the above-mentioned vehicle control method.

[0039] Beneficial effects of the present invention:

[0040] The present invention provides a vehicle control method, device, equipment, and medium. The method comprises: obtaining a vehicle's current operating state; calculating the vehicle's transmission error in the current operating state; determining whether the vehicle meets a state switching condition based on the transmission error and a set powertrain equivalent clearance; and switching the vehicle's current operating state when the state switching condition is met. This invention can reduce collisions between vehicle components, improve component durability, and enhance energy recovery without sacrificing ride comfort.

[0041] It should be understood that the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0042] The accompanying drawings are incorporated into and constitute a part of the specification, illustrating embodiments consistent with the present application and, together with the specification, serving to explain the principles of the present application. It is obvious that the drawings described below are merely some embodiments of the present application, and a person of ordinary skill in the art can derive other drawings based on these drawings without inventive effort. In the drawings:

[0043] FIG1 is a schematic diagram of an implementation environment of a vehicle control method according to an exemplary embodiment of the present application;

[0044] FIG2 is a flow chart of a vehicle control method shown in an exemplary embodiment of the present application;

[0045] FIG3 is a flow chart of a vehicle control device shown in an exemplary embodiment of the present application;

[0046] FIG4 shows a schematic structural diagram of a computer system suitable for implementing an electronic device according to an embodiment of the present application. DETAILED DESCRIPTION

[0047] The following describes the embodiments of the present invention with reference to the accompanying drawings and preferred embodiments. Those skilled in the art will readily appreciate the other advantages and benefits of the present invention from the disclosure herein. The present invention may also be implemented or applied through various other specific embodiments, and the various details in this specification may be modified or altered based on different viewpoints and applications without departing from the spirit of the present invention. It should be understood that the preferred embodiments are intended only to illustrate the present invention and are not intended to limit the scope of protection of the present invention.

[0048] It should be noted that the illustrations provided in the following embodiments are merely schematic illustrations of the basic concept of the present invention. Therefore, the illustrations only show components related to the present invention and are not drawn according to the number, shape, and size of components in actual implementation. In actual implementation, the type, quantity, and proportion of each component may be changed arbitrarily, and the component layout may also be more complex.

[0049] In the following description, numerous details are discussed to provide a more thorough explanation of the embodiments of the present invention. However, it will be apparent to those skilled in the art that the embodiments of the present invention may be practiced without these specific details. In other embodiments, well-known structures and devices are shown in block diagram form rather than in detail to avoid obscuring the embodiments of the present invention.

[0050] FIG1 is a schematic diagram of an exemplary implementation environment of a vehicle control method of the present application. In this implementation environment, a vehicle control unit 110 and a motor control unit are included, and data can be exchanged between the vehicle control unit 110 and the motor control unit 120 via the CAN bus. In this implementation environment, the vehicle control unit can obtain the current working state of the vehicle; calculate the transmission error of the vehicle in the current working state; determine whether the vehicle meets the state switching condition based on the transmission error and the set transmission system equivalent gap; when the vehicle meets the state switching condition, the current working state of the vehicle is switched, thereby achieving control of the vehicle. The present invention can reduce the collision between vehicle components, improve the durability of components, and allow a larger torque rise gradient and torque fall gradient without sacrificing driving smoothness, thereby achieving stronger power and stronger economy.

[0051] The embodiments of the present application respectively propose a vehicle control method, a vehicle control device, an electronic device, and a computer-readable storage medium, and these embodiments will be described in detail below.

[0052] [Corrected 18.12.2024 according to Rule 91] Before describing the vehicle control method and vehicle control device in this embodiment in detail, an active control strategy is first described, in which the obvious time variable mark is omitted. The derivative also means to take the derivative of the time variable. For example, a certain variable is

[0053] The active control strategy is based on the following dynamic model.

[0054] [Corrected 18.12.2024 according to Rule 91] Consider establishing a torsional vibration model of the transmission system with clearance. Let the motor rotor moment of inertia be J m , the actual motor electromagnetic torque is T m , the equivalent viscous damping at the motor end is c m , the speed ratio is λ, the transmission system equivalent gap angle is α, then the equivalent dynamic model of the motor end is:

[0055] [Corrected 18.12.2024 in accordance with Rule 91] Among them, J m is the rotor moment of inertia, is the motor rotor angular velocity, is the motor rotor angular acceleration, T hs is the half-axis moment, k s represents the equivalent stiffness of the half shaft, c s represents the equivalent viscous damping coefficient of the half shaft, sgn() represents the sign function, Δθ is the transmission error, which represents the difference between the angular displacement of the motor end and the angular displacement of the wheel end during flexible transmission. is the rate of transmission error, which is the time derivative of Δθ, where |Δθ|>α indicates that the vehicle is in contact state, i.e., switching from gap state to contact state, and |Δθ|≤α indicates that the vehicle is in gap state, i.e., switching from contact state to gap state.

[0056] The transmission error (TE) is defined as follows:

[0057] [Corrected 18.12.2024 in accordance with Rule 91] Where, θ m is the motor angular displacement, θ w is the wheel end angular displacement, which is a relative angular displacement. The transmission error represents the error caused by flexible transmission; under the assumption of rigid transmission, the ideal value of the transmission error is zero. In reality, it is not zero, indicating that the transmission system has flexibility. The goal of active control is to control the following error to minimize its value

[0058] The actual motor electromagnetic torque T of the vehicle active control is defined as follows: m=TqReq+δTq (5)

[0059] Among them, TqReq is the requested torque sent by the vehicle control unit to the motor control unit. It is the motor torque after the vehicle control unit considers the real-time needs of each subsystem. Most of the time, it is converted through the accelerator pedal signal and represents the DC component of the actual motor electromagnetic torque. δTq is the superimposed torque, which is the torque that needs to be superimposed to further consider driving smoothness and represents the AC component of the actual motor electromagnetic torque.

[0060] [Corrected 18.12.2024 according to Rule 91] The following new variables are introduced

[0061] [Corrected 18.12.2024 according to Rule 91] The expression for the half-axle load or half-axle moment can be obtained as

[0062] [Corrected 18.12.2024 according to Article 91] Taking the derivative with respect to time, we can know the half-axis torque rate in the two states

[0063] [Corrected 18.12.2024 according to Rule 91] In order to monitor the state of the half-axis, it is necessary to integrate the transmission error rate in real time to calculate the transmission error Δθ. Different integration formulas are selected according to different states.

[0064] Assuming that accurate parameters have been obtained through calibration and testing, the detailed active control strategy is derived below.

[0065] Active control strategy, including control strategy in gap state and control strategy in contact state.

[0066] [Corrected 18.12.2024 according to Rule 91] In the gap state, the mark satisfies |Δθ|≤α at this time, and its control strategy is derived as follows

[0067] [Corrected 18.12.2024 in accordance with Article 91] is the first-order derivative of Δθ, is the second-order derivative of Δθ, and Δ is the control parameter.

[0068] The semi-shaft equivalent viscous damping coefficient is assumed to be greater than zero.

[0069] [Corrected 18.12.2024 according to Rule 91] In the contact state, the mark satisfies |Δθ|>α at this time, and its control strategy is derived as follows

[0070] [Corrected 18.12.2024 according to Rule 91] Combining the above two situations, it can be seen that the superimposed moment is:

[0071] [Corrected 18.12.2024 according to Rule 91] In order to solve the robust control problem caused by parameter uncertainty, it is necessary to analyze the stability and convergence of the algorithm under the influence of uncertainty and optimize the control algorithm. The uncertainty can be attributed to the error η in the angular acceleration (the amplitude of the angular acceleration uncertainty), that is, the original equations (1) and (2) are modified to (14)

[0072] [Corrected 18.12.2024 according to Rule 91] In practice, there is the following uncertainty limit |η|<η B (16)

[0073] Among them, η B is the minimum upper limit of the amplitude of the angular acceleration uncertainty.

[0074] [Corrected 18.12.2024 according to Rule 91] When the parameters are reasonable, the lower limit of uncertainty will be very small, or the purpose of debugging is to minimize the value in the above formula. The uncertainty in angular acceleration will be amplified by the moment of inertia, converted into uncertainty in the semi-axis torque and retained in g m In the process, the uncertainty of the semi-axle torque is further transferred to the relative angular displacement and relative angular velocity

[0075] [Corrected 18.12.2024 according to Article 91] If the angular acceleration uncertainty is time-invariant or constant over short periods of time, then g m The derivative of g will not be affected, but m It is indeed a biased estimate, which will be reflected in the fact that when the gap is exceeded, the denominator of the integral contains uncertain items. Therefore, formula (13) can be changed to obtain formula (17),

[0076] [Corrected 18.12.2024 according to Rule 91] The uncertainty will affect the accurate judgment of the gap moment, which will further affect whether the control law integral strategy switches normally. To solve this problem, it is necessary to carefully design the control law and parameter adaptation at the gap moment. After further deduction, it can be seen that the uncertainty parameter selection can be

[0077] The above formula (18) is the recommended value of the control parameter Δ, which is conducive to ensuring robustness.

[0078] Please refer to Figure 2, which is a flow chart illustrating a vehicle control method according to an exemplary embodiment of the present application. This method can be applied to the implementation environment shown in Figure 1 and specifically executed by the vehicle control unit in that implementation environment. It should be understood that this method can also be applied to other exemplary implementation environments and specifically executed by devices in other implementation environments. This embodiment does not limit the implementation environment to which this method is applicable.

[0079] Please refer to FIG. 2 , which is a flowchart of an exemplary vehicle control method of the present application. The vehicle control method includes at least steps S210 to S240 , which are described in detail as follows:

[0080] Step S210, obtaining the current working status of the vehicle;

[0081] Step S220, calculating the transmission error of the vehicle in the current working state;

[0082] Step S230, determining whether the vehicle meets a state switching condition based on the transmission error and a set powertrain equivalent clearance;

[0083] Step S240: When the vehicle satisfies a state switching condition, the current working state of the vehicle is switched.

[0084] The present invention can reduce collisions between vehicle components, improve component durability, and enhance energy recovery intensity without sacrificing driving smoothness.

[0085] Each step in the above vehicle control method will be described in detail below.

[0086] In step S210, the current working state of the vehicle is obtained;

[0087] In this embodiment, the working state of the vehicle includes a contact state and a gap state, and the current working state is either the contact state or the gap state. When analyzing the solution of the present invention, the gap state is generally set as the initial state.

[0088] In step S220 , a transmission error of the vehicle in the current operating state is calculated.

[0089] Transmission error represents the difference between the motor-end angular displacement and the wheel-end angular displacement during flexible transmission. Transmission error is a constantly changing indicator used to evaluate the vehicle's operating state. When the transmission error is greater than the drivetrain's equivalent backlash, the vehicle enters a contact state. When the transmission error is less than or equal to the drivetrain's equivalent backlash, the vehicle enters a different operating state, the clearance state. At the initial execution of the program, the clearance state is assumed, and the initial value of the transmission error is zero. The transmission error determines how the vehicle switches between different states, and different calculation formulas are used to calculate the transmission error in different states.

[0090] [Corrected 18.12.2024 according to Rule 91] In this embodiment, the transmission error is represented by Δθ, and the transmission error Δθ is calculated by integrating the transmission error rate:

[0091] Since the working state of the vehicle includes two working states, namely the contact working state and the gap state, there are also two ways to calculate the transmission error.

[0092] In one embodiment, the transmission error is expressed as:

[0093] Among them, Δθ1 is the first transmission error, Δθ2 is the second transmission error, c s represents the semi-axis equivalent viscous damping coefficient, T hs is the half-axis moment, k s is the equivalent stiffness of the half-shaft, and α is the equivalent clearance of the transmission system.

[0094] That is, when the vehicles are in a contact state, the first transmission error is calculated using the calculation formula of Δθ1, and when the vehicles are in a clearance state, the second transmission error is calculated using the calculation formula of Δθ1.

[0095] In step S230, it is determined whether the vehicle meets a state switching condition based on the transmission error and a set powertrain equivalent clearance.

[0096] The calculated transmission error is compared with the set transmission system equivalent clearance, and whether the state switching condition is met is judged according to the comparison result, that is, whether the state switching condition is met is judged according to the size of |Δθ| and α.

[0097] In step S240, when the vehicle meets the state switching condition, the current working state of the vehicle is switched.

[0098] When |Δθ|>α, it means that the vehicle meets the state switching condition, and the working state of the vehicle is switched from the gap state to the contact state;

[0099] When |Δθ|≤α, it means that the vehicle meets the state switching condition, and the working state of the vehicle is switched from the contact state to the gap state.

[0100] In one embodiment, the current working state of the vehicle is a gap state or a contact state; the state switching condition includes a first state switching condition and a second state switching condition;

[0101] When the current working state of the vehicle is a gap state, calculating a first transmission error of the vehicle in the gap state;

[0102] When the first transmission error is greater than a set powertrain equivalent clearance, the vehicle satisfies the first state switching condition, switches the current operating state of the vehicle from the clearance state to the contact state, and controls the vehicle with a first torque; wherein the first torque is the sum of a request torque sent by the vehicle control unit to the motor control unit and a first superimposed torque in the contact state;

[0103] When the current working state of the vehicle is a contact state, calculating a second transmission error of the vehicle in the contact state;

[0104] When the second transmission error is less than or equal to the set transmission system equivalent gap, the vehicle meets the second state switching condition, switches the current working state of the vehicle from the contact state to the gap state, and controls the vehicle with a second torque; wherein, the second torque is the sum of the request torque sent by the vehicle control unit to the motor control unit and the second superimposed torque in the gap state.

[0105] [Corrected 18.12.2024 according to Rule 91] In one embodiment, the first moment is expressed as: The second moment is expressed as:

[0106] [Corrected 18.12.2024 according to Rule 91] Wherein, TqReq is the requested torque sent by the vehicle control unit to the motor control unit, which is the motor torque after the vehicle control unit considers the real-time requirements of each subsystem. δTq1 is the first superimposed torque of the vehicle in the contact state, which is the additional torque calculated by the electric drive control unit based on the active torsional vibration control requirements; δTq2 is the second superimposed torque of the vehicle in the clearance state, which is the additional torque calculated by the electric drive control unit based on the active torsional vibration control requirements;

[0107] [Corrected 18.12.2024 according to Article 91] Where λ is the speed ratio, δ is a constant, is the time derivative of Δθ1, g m The derivative ofm is the equivalent viscous damping at the motor end, is the angular velocity of the motor rotor, J m is the motor rotor moment of inertia, is the real-time angular acceleration of the motor rotor, and Δ is the control parameter.

[0108] [Corrected 18.12.2024 according to Rule 91] When the control parameters are reasonable, the lower limit of uncertainty will be very small, or the purpose of debugging is to minimize the value in the above formula. The uncertainty in angular acceleration will be amplified by the moment of inertia, converted into uncertainty in the semi-axis torque and retained in g m In the process, the uncertainty of the semi-axle torque is further transferred to the relative angular displacement and relative angular velocity

[0109] [Corrected 18.12.2024 according to Article 91] If the angular acceleration uncertainty is time-invariant or constant over short periods of time, then g m The derivative of g will not be affected, but m It is indeed a biased estimate, which will be reflected in the fact that when the gap is crossed, the denominator of the integral contains uncertain items. Therefore, the superposition moment can be Perform the transformation to obtain a new superposition torque. In one embodiment, the new superposition torque is:

[0110] Where η is the amplitude of the angular acceleration uncertainty.

[0111] [Corrected 18.12.2024 according to Rule 91] After further deduction, it can be seen that the uncertainty parameters (control parameters) can be selected as

[0112] The above formula is the value selection scheme of the control parameter Δ, which is conducive to ensuring robustness.

[0113] [Corrected 18.12.2024 according to Rule 91] As mentioned above, since the vehicle transmission system has two working states, including the gap state and the contact state, if it is the gap state, the integral formula of the superposition torque δTq is Since the integral value contains independent variables, it needs to be integrated and calculated in a certain way. Here, taking the implicit Euler integral formula as an example, an integration method is given. This method includes two sub-steps: prediction integration and correction integration.

[0114] [Corrected 18.12.2024 according to Article 91] Forecast points,

[0115] [Corrected 18.12.2024 in accordance with Rule 91] Correction points, The correction integral result is taken as the final value, that is, the final superposition torque.

[0116] It should be understood that the size of the serial numbers of the steps in the above embodiments does not mean the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the present invention.

[0117] It should be noted that the requested torque calculated by the vehicle control unit is incorrect or the calculated electromagnetic torque T m If the amplitude exceeds a certain value, it is necessary to limit the amplitude to control the amplitude within a certain range to avoid overflow or abnormality of the superimposed torque. The limited output result is used as the initial value of the integration of the next time step.

[0118] If the motor is operating in any mode other than the gap or contact state, it will stop or reduce power output to avoid abnormal torque output and ensure normal operation. The motor operating mode is determined by the vehicle control unit after integrating the requirements of various subsystems.

[0119] FIG3 is a block diagram of a vehicle control device according to an exemplary embodiment of the present application. This device can be applied to the implementation environment shown in FIG1 and specifically configured in a vehicle control unit. This device can also be applied to other exemplary implementation environments and specifically configured in other devices. This embodiment does not limit the implementation environment to which this device is applicable.

[0120] As shown in FIG3 , the present application provides a vehicle control device, which includes:

[0121] A status acquisition module 310 is used to obtain the current working status of the vehicle;

[0122] an error calculation module 320, configured to calculate a transmission error of the vehicle in the current working state;

[0123] a condition determination module 330 for determining whether the vehicle satisfies a state switching condition based on the transmission error and a set powertrain equivalent clearance;

[0124] The state switching module 340 is configured to switch the current working state of the vehicle when the vehicle meets a state switching condition.

[0125] It should be noted that the vehicle control device provided in the above-described embodiment and the vehicle control method provided in the above-described embodiment are based on the same concept. The specific manner in which the various modules and units perform their operations has been described in detail in the method embodiments and will not be repeated here. In actual applications, the vehicle control device provided in the above-described embodiment can, as needed, allocate the aforementioned functions to different functional modules. That is, the internal structure of the device can be divided into different functional modules to perform all or part of the functions described above. This is not a limitation herein.

[0126] An embodiment of the present application also provides an electronic device, comprising: one or more processors; a storage device for storing one or more programs, wherein when the one or more programs are executed by the one or more processors, the electronic device implements the vehicle control method provided in the above-mentioned embodiments.

[0127] Figure 4 shows a schematic diagram of the structure of a computer system of an electronic device suitable for implementing an embodiment of the present application. It should be noted that the computer system of the electronic device shown in Figure 4 is only an example and should not bring any limitation to the functions and scope of use of the embodiment of the present application.

[0128] As shown in Figure 4, the computer system includes a central processing unit (CPU), which can perform various appropriate actions and processes according to the program stored in the read-only memory (ROM) or the program loaded from the storage portion into the random access memory (RAM), such as executing the method described in the above embodiment. Various programs and data required for system operation are also stored in the RAM. The CPU, ROM, and RAM are connected to each other via a bus. The input / output (I / O) interface is also connected to the bus.

[0129] The following components are connected to the I / O interface: an input section including a keyboard, mouse, etc.; an output section including a cathode ray tube (CRT), liquid crystal display (LCD), and speakers; a storage section including a hard disk; and a communication section including a network interface card such as a LAN (Local Area Network) card and a modem. The communication section performs communication processing via a network such as the Internet. A drive is also connected to the I / O interface as needed. Removable media such as magnetic disks, optical disks, magneto-optical disks, semiconductor memories, etc. are installed in the drive as needed so that computer programs read from them can be installed in the storage section as needed.

[0130] In particular, according to an embodiment of the present application, the process described above with reference to the flowchart can be implemented as a computer software program. For example, an embodiment of the present application includes a computer program product that includes a computer program carried on a computer-readable medium, the computer program including a computer program for executing the vehicle control method shown in flowchart 2. In such an embodiment, the computer program can be downloaded and installed from a network via a communication portion and / or installed from a removable medium. When the computer program is executed by a central processing unit (CPU), the various functions defined in the system of the present application are performed.

[0131] It should be noted that the computer-readable medium shown in the embodiments of the present application can be a computer-readable signal medium or a computer-readable storage medium or any combination of the above two. The computer-readable storage medium can be, for example, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, device or device, or any combination of the above. More specific examples of computer-readable storage media can include, but are not limited to: an electrical connection with one or more wires, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM), a flash memory, an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the above. In the present application, a computer-readable signal medium can include a data signal propagated in baseband or as part of a carrier wave, which carries a computer-readable computer program. This propagated data signal can take a variety of forms, including but not limited to an electromagnetic signal, an optical signal, or any suitable combination of the above. A computer-readable signal medium may also be any computer-readable medium other than a computer-readable storage medium that can transmit, propagate, or transport a program for use by or in connection with an instruction execution system, apparatus, or device. A computer program embodied on a computer-readable medium may be transmitted using any suitable medium, including but not limited to wireless, wired, or any suitable combination thereof.

[0132] The flowcharts and block diagrams in the accompanying drawings illustrate the possible implementation architecture, functions and operations of the systems, methods and computer program products according to various embodiments of the present application. Among them, each box in the flowchart or block diagram can represent a module, program segment, or part of the code, and the above-mentioned module, program segment, or part of the code contains one or more executable instructions for implementing the specified logical function. It should also be noted that in some alternative implementations, the functions marked in the box can also occur in an order different from that marked in the accompanying drawings. For example, two boxes represented in succession can actually be executed substantially in parallel, and they can sometimes be executed in the opposite order, depending on the functions involved. It should also be noted that each box in the block diagram or flowchart, and the combination of boxes in the block diagram or flowchart, can be implemented with a dedicated hardware-based system that performs the specified function or operation, or can be implemented with a combination of dedicated hardware and computer instructions.

[0133] The units involved in the embodiments described in this application may be implemented by software or hardware, and the units described may also be set in a processor. In some cases, the names of these units do not constitute limitations on the units themselves.

[0134] Another aspect of the present application provides a computer-readable storage medium having a computer program stored thereon. When executed by a computer processor, the computer program causes the computer to perform the vehicle control method described above. The computer-readable storage medium may be included in the electronic device described in the above embodiments, or may exist independently and not be incorporated into the electronic device.

[0135] Another aspect of the present application provides a computer program product or computer program, which includes computer instructions stored in a computer-readable storage medium. A processor of a computer device reads the computer instructions from the computer-readable storage medium and executes the computer instructions, causing the computer device to perform the vehicle control method provided in each of the above embodiments.

[0136] An embodiment of the present application further provides a vehicle provided by the present invention, which is controlled using the vehicle control method shown in FIG2 .

[0137] The above embodiments are merely illustrative of the principles and effects of the present invention and are not intended to limit the present invention. Anyone skilled in the art may modify or alter the above embodiments without departing from the spirit and scope of the present invention. Therefore, any equivalent modifications or alterations made by one of ordinary skill in the art without departing from the spirit and technical principles disclosed herein are intended to be covered by the claims of the present invention.

Claims

1. A vehicle control method, characterized in that: The method comprises: Get the current working status of the vehicle; calculating a transmission error of the vehicle in the current working state; determining whether the vehicle meets a state switching condition based on the transmission error and a set transmission system equivalent clearance; When the vehicle meets a state switching condition, the current working state of the vehicle is switched.

2. The vehicle control method according to claim 1, characterized in that: The current working state of the vehicle is a gap state or a contact state; the state switching condition includes a first state switching condition and a second state switching condition; When the current working state of the vehicle is a gap state, calculating a first transmission error of the vehicle in the gap state; When the first transmission error is greater than the set transmission system equivalent gap, the vehicle satisfies the first state switching condition, switches the current working state of the vehicle from the gap state to the contact state, and controls the vehicle with a first torque; wherein the first torque is the sum of the request torque sent by the vehicle control unit to the motor control unit and the first superimposed torque in the contact state; When the current working state of the vehicle is a contact state, calculating a second transmission error of the vehicle in the contact state; When the second transmission error is less than or equal to the set transmission system equivalent gap, the vehicle satisfies the second state switching condition, switches the current working state of the vehicle from the contact state to the gap state, and controls the vehicle with a second torque; wherein the second torque is the sum of the request torque issued by the vehicle control unit to the motor control unit and the second superimposed torque in the gap state.

3. The vehicle control method according to claim 2, characterized in that: The transmission error is expressed as: Among them, Δθ1 is the first transmission error, Δθ2 is the second transmission error, c s represents the semi-axis equivalent viscous damping coefficient, T hs is the half-axis moment, k s is the equivalent stiffness of the half shaft, and α is the equivalent clearance of the transmission system.

4. [Corrected 18.12.2024 according to Rule 91] The vehicle control method according to claim 3, characterized in that, The first moment is expressed as: The second moment is expressed as: Wherein, TqReq is the request torque sent by the vehicle control unit to the motor control unit, δTq1 is the first superimposed torque, and δTq2 is the second superimposed torque; Among them, λ is the speed ratio, δ is a constant, is the time derivative of Δθ1, g m The derivative of m is the equivalent viscous damping at the motor end, is the angular velocity of the motor rotor, J m is the motor rotor moment of inertia, is the real-time angular acceleration of the motor rotor, and Δ is the control parameter.

5. [Corrected 18.12.2024 according to Rule 91] The vehicle control method according to claim 4, characterized in that, The superposition moment is: Where η is the amplitude of the angular acceleration uncertainty.

6. [Corrected 18.12.2024 according to Rule 91] The vehicle control method according to claim 6, characterized in that, When the vehicle is in the gap state, the superposition moment is: Among them, δTq k+1 represents the new second superposition moment, |η|<η B , η B It is the minimum value of the upper limit of the angular acceleration uncertainty.

7. [Corrected 18.12.2024 according to Rule 91] The vehicle control method according to claim 5, characterized in that, The control parameter Δ is expressed as:

8. The vehicle control method according to claim 2, 3 or 4, characterized in that: The method further comprises: When the requested torque is greater than a torque threshold, the magnitude of the requested torque is limited.

9. A vehicle control device, characterized in that: The device comprises: A status acquisition module is used to obtain the current working status of the vehicle; An error calculation module, used for calculating a transmission error of the vehicle in the current working state; A condition judgment module, used for judging whether the vehicle meets a state switching condition based on the transmission error and a set transmission system equivalent clearance; The state switching module is used to switch the current working state of the vehicle when the vehicle meets the state switching condition.

10. An electronic device, characterized in that: The electronic device comprises: one or more processors; A storage device for storing one or more programs, when the one or more programs are executed by the one or more processors, enables the electronic device to implement the steps of the vehicle control method as described in any one of claims 1 to 8.

11. A computer-readable storage medium, characterized in that: A computer program is stored thereon, and when the computer program is executed by a processor of a computer, the computer is caused to execute the steps of the vehicle control method according to any one of claims 1 to 8.

12. A vehicle, characterized in that: The vehicle is controlled by the vehicle control method according to any one of claims 1 to 8.

13. A computer program product, characterized in that include: A computer program carried on a computer readable medium, the computer program comprising a computer program for executing the vehicle control method according to any one of claims 1 to 8.

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