Vehicle control method and apparatus, vehicle, and storage medium

Abstract

A vehicle control method, comprising: acquiring the current torque and demand torque of an engine, wherein the current torque and the demand torque are the torque for driving a vehicle; when the demand torque is less than the current torque, determining the magnitude relationship between the demand torque and a preset threshold, and / or determining the magnitude relationship between a torque decline slope and a torque slope threshold, wherein the torque slope threshold is a minimum torque slope that can be achieved by the engine at the current rotational speed by reducing an intake air volume; and when the demand torque is less than the preset threshold or the torque decline slope is less than the torque slope threshold, determining an ignition retard angle. The method can avoid the problem of unexpected acceleration or jerking that is prone to occurrence when the demand torque of an engine drops rapidly, so that the smoothness of a vehicle is enhanced, thereby improving driving experience. Also disclosed are a vehicle control apparatus, a vehicle, and a computer-readable storage medium.

Description

Vehicle control method, device, vehicle and storage medium Technical Field

[0001] The present application relates to the field of vehicle technology, and in particular to a vehicle control method, device, vehicle, and storage medium. Background Art

[0002] The automobile engine is the device that provides power to the vehicle, the heart of the car, and determines its power, economy, stability, and environmental friendliness. Depending on the power source, automobile engines can be divided into diesel engines, gasoline engines, electric motors for electric vehicles, and hybrid vehicles.

[0003] A hybrid vehicle combines a traditional fuel engine with an electric motor. It uses both fuel and electricity to propel the vehicle, intelligently switching engine operating modes based on driving conditions and demand to improve fuel economy and reduce exhaust emissions. At low speeds or when starting the vehicle, the electric motor primarily provides power, with the internal combustion engine shut down or operating in low-power mode. At higher speeds or when greater power is needed, the internal combustion engine kicks in, combining with the electric motor to provide power. This intelligent switching mechanism keeps the engine operating efficiently, reducing fuel consumption and emissions.

[0004] When the engine's torque requirement suddenly drops, such as when the accelerator is quickly released (tipping out) or the brakes are applied, the engine's torque needs to quickly respond to the torque reduction request. Conventional engine torque reduction is primarily achieved by reducing intake air volume. However, due to the slow response characteristics of airflow, it is difficult to respond in a timely manner under conditions requiring a sudden torque reduction. This can cause unintended acceleration or jerking (stuttering), leading to drivability issues.

[0005] Summary of the Invention

[0006] In view of this, the present application provides a vehicle control method, device, vehicle and storage medium to solve the problem that the current vehicle power control is difficult to respond to the torque drop condition in a timely manner, which easily leads to unexpected acceleration or stalling.

[0007] In a first aspect, the present application provides a vehicle control method, the method comprising:

[0008] Obtaining the current torque and required torque of the engine, where the current torque and required torque are the torques for driving the vehicle;

[0009] When the required torque is less than the current torque, determining the magnitude relationship between the required torque and a preset threshold, and / or determining the magnitude relationship between the torque reduction slope and a torque slope threshold; wherein the torque slope threshold is the minimum torque slope that can be achieved by reducing the intake air volume at the current engine speed;

[0010] When the required torque is less than a preset threshold, or the torque decrease slope is less than a torque slope threshold, the de-ignition angle is determined.

[0011] In an optional embodiment, determining the deignition angle includes:

[0012] obtaining a first torque after the engine intake amount is reduced;

[0013] A new ignition angle is determined based on the first torque.

[0014] In an optional embodiment, obtaining the current torque and required torque of the engine includes:

[0015] Obtain the required power of the vehicle;

[0016] The required torque is determined based on the required power.

[0017] In an optional implementation, obtaining the required power of the entire vehicle includes:

[0018] Obtaining target parameters, where the target parameters include at least one of the following: throttle opening, brake pedal state, braking energy recovery torque, and battery power;

[0019] Determine the required power based on the target parameters.

[0020] In an optional embodiment, determining the required torque according to the required power includes:

[0021] Get the engine speed, drive motor speed and torque;

[0022] The required torque of the engine is determined based on the engine speed, the speed and torque of the drive motor, and the required power of the vehicle.

[0023] In an optional embodiment, before determining the magnitude relationship between the required torque and the preset threshold, the method further includes:

[0024] Obtaining a correspondence between the engine speed and a preset threshold;

[0025] The preset threshold corresponding to the current engine speed is determined based on the corresponding relationship.

[0026] In a second aspect, the present application provides a vehicle control device, comprising:

[0027] An acquisition module is used to acquire the current torque and required torque of the engine, where the current torque and required torque are the torques for driving the vehicle;

[0028] a determination module, configured to, when the required torque is less than the current torque, determine a magnitude relationship between the required torque and a preset threshold, and / or determine a magnitude relationship between a torque reduction slope and a torque slope threshold; wherein the torque slope threshold is a minimum torque slope that can be achieved by reducing the intake air volume at the current engine speed;

[0029] The intervention module is used to determine the de-ignition angle when the required torque is less than a preset threshold or the torque reduction slope is less than a torque slope threshold.

[0030] In an optional embodiment, the intervention module includes:

[0031] a first torque obtaining unit, configured to obtain a first torque after the engine intake amount is reduced;

[0032] The new ignition angle determination unit is configured to determine a new ignition angle according to the first torque.

[0033] In an optional embodiment, the acquisition module includes:

[0034] A vehicle demand power acquisition unit is used to obtain the vehicle demand power;

[0035] The required torque determination unit is used to determine the required torque according to the required power.

[0036] In an optional embodiment, the vehicle required power acquisition unit includes:

[0037] A first parameter acquisition subunit is configured to acquire a target parameter, wherein the target parameter includes at least one of the following: throttle opening, brake pedal state, braking energy recovery torque, and battery power;

[0038] The required power determination subunit is used to determine the required power according to the target parameters.

[0039] In an optional embodiment, the required torque determination unit includes:

[0040] The second parameter acquisition subunit is used to obtain the engine speed, the drive motor speed and torque;

[0041] The required torque calculation subunit is used to determine the required torque of the engine based on the engine speed, the speed and torque of the drive motor and the required power of the vehicle.

[0042] In an optional embodiment, the device further comprises:

[0043] A corresponding relationship acquisition module, used to obtain the corresponding relationship between the engine speed and the preset threshold;

[0044] The preset threshold determination module is used to determine the preset threshold corresponding to the current engine speed based on the corresponding relationship.

[0045] In a third aspect, the present application provides a vehicle comprising: a memory and a processor, the memory and the processor being communicatively connected to each other, the memory storing computer instructions, and the processor executing the vehicle control method of the first aspect or any corresponding embodiment thereof by executing the computer instructions.

[0046] In a fourth aspect, the present application provides a computer-readable storage medium having computer instructions stored thereon, the computer instructions being used to enable a computer to execute the vehicle control method of the first aspect or any corresponding embodiment thereof.

[0047] Beneficial effects of this application:

[0048] The vehicle control method, device, vehicle, and storage medium provided in this embodiment are suitable for scenarios where a hybrid vehicle operating in parallel mode experiences a rapid accelerator release, brake application, or a switch to series mode, or a conventional gasoline vehicle experiences a rapid accelerator release or brake application. In these scenarios, the engine's torque requirement for directly driving the vehicle suddenly decreases. The vehicle control method provided in this embodiment ensures that the engine can promptly respond to the decreased torque demand, avoiding unintended acceleration or jerking, thereby preventing drivability issues, improving vehicle smoothness, and ultimately enhancing the driving experience. BRIEF DESCRIPTION OF THE DRAWINGS

[0049] In order to more clearly illustrate the specific implementation methods of the present application or the technical solutions in the prior art, the following is a brief introduction to the drawings required for use in the specific implementation methods or the description of the prior art. Obviously, the drawings described below are some implementation methods of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0050] FIG1 is a flow chart of a vehicle control method according to an embodiment of the present application;

[0051] FIG2 is a flow chart of another vehicle control method according to an embodiment of the present application;

[0052] FIG3 is a flow chart of another vehicle control method according to an embodiment of the present application;

[0053] FIG4 is a structural block diagram of a vehicle control device according to an embodiment of the present application;

[0054] FIG5 is a schematic diagram of the hardware structure of a vehicle according to an embodiment of the present application. DETAILED DESCRIPTION

[0055] To make the purpose, technical solutions, and advantages of the embodiments of the present application more clear, the technical solutions in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without making creative efforts shall fall within the scope of protection of this application.

[0056] An embodiment of the present application provides a vehicle control method, which achieves a rapid response of the engine torque by de-igniting the ignition angle, avoids unexpected acceleration or shaking, and improves the smoothness of the vehicle.

[0057] According to an embodiment of the present application, an embodiment of a vehicle control method is provided. It should be noted that the steps shown in the flowchart of the accompanying drawings can be executed in a computer system such as a set of executable computer instructions, and although a logical order is shown in the flowchart, in some cases, the steps shown or described can be executed in an order different from that shown here.

[0058] In this embodiment, a vehicle control method is provided that can be used in a vehicle. The vehicle can be a traditional gasoline vehicle or a new energy vehicle, such as a hybrid vehicle (specifically, a plug-in hybrid electric vehicle, PHEV). The method can be used in a vehicle controller, which includes a controller related to power control. FIG1 is a flow chart of the vehicle control method according to an embodiment of the present application. As shown in FIG1 , the process includes the following steps:

[0059] Step S101 , obtaining the current torque and required torque of the engine, where the current torque and required torque are the torques for driving the vehicle.

[0060] Specifically, the engine's current torque and required torque can be determined based on relevant parameters received by the vehicle's powertrain controller (PCU), including vehicle speed, throttle position, brake pedal status, battery charge, regenerative braking torque, P1 generator speed, P1 generator torque, P3 drive motor speed, P3 drive motor torque, engine speed, and engine torque. The engine speed can be determined based on the wheel speed and transmission ratio.

[0061] The current torque and demand torque here refer to the torque used to directly drive the vehicle, and do not include the torque used to generate electricity. Therefore, for hybrid vehicles, the current mode must be parallel. If it is in series mode, the torque output by the engine is not used to directly drive the vehicle, but to drive the generator to generate electricity.

[0062] Therefore, for a hybrid vehicle, before obtaining the current torque of the engine, the current working state of the vehicle powertrain can be determined first, whether it is a parallel mode or a series mode. If it is a parallel mode, the method is executed; otherwise, the method does not need to be executed.

[0063] Step S102: If the requested torque is less than the current torque, the relationship between the requested torque and a preset threshold is determined, and / or the relationship between the torque reduction slope and a torque slope threshold is determined. The torque slope threshold is the minimum torque slope that can be achieved by reducing the intake air volume at the current engine speed. Both the torque reduction slope and the torque slope threshold are negative numbers; therefore, smaller values ​​indicate a faster torque reduction. The torque reduction slope refers to the rate of decrease from the current torque to the requested torque.

[0064] In this embodiment, in the scenario of quickly releasing the throttle or applying the brake, the engine's required torque is less than the current actual torque. At this time, if the engine cannot respond to the smaller required torque in time, it will cause unexpected acceleration or jerk. In other words, if the engine can respond to the smaller required torque in time, this problem will not occur. Therefore, it is necessary to determine whether the engine can respond to the smaller required torque in time. This embodiment provides a judgment method, which determines whether the engine can respond to the smaller required torque in time by judging the relationship between the engine's required torque and a preset threshold, and the relationship between the torque drop slope and the torque slope threshold.

[0065] In step S103, if the demanded torque is less than a preset threshold, or the torque reduction slope is less than a torque slope threshold, the de-ignition angle is determined. In other words, whether the demanded torque is less than the preset threshold or the torque reduction slope is less than the torque slope threshold, the engine will not be able to respond promptly to the smaller demanded torque. In this case, the de-ignition angle can be used to reduce the efficiency of the engine's output torque. The engine's ignition angle is one of the key parameters affecting engine performance, and the de-ignition angle is a method of adjusting the ignition angle. De-ignition angle, also known as ignition angle intervention, can be implemented by the PCU generating an ignition angle intervention signal and then sending it to the engine management system.

[0066] The vehicle control method provided in this embodiment is applicable to scenarios where a hybrid vehicle operating in parallel mode experiences a rapid accelerator release, brake application, or a switch to series mode, or a conventional gasoline vehicle experiences a rapid accelerator release or brake application. In these scenarios, the engine's torque demand for direct vehicle propulsion suddenly decreases. The vehicle control method provided in this embodiment ensures that the engine can promptly respond to the decreased torque demand, avoiding unintended acceleration or jerking, thereby preventing drivability issues, improving vehicle smoothness, and ultimately enhancing the driving experience.

[0067] In this embodiment, a vehicle control method is provided, which can be used for the above-mentioned traditional gasoline vehicle or plug-in hybrid vehicle. FIG2 is a flow chart of the vehicle control method according to the embodiment of the present application. As shown in FIG2 , the flow chart includes the following steps:

[0068] Step S201 , obtaining the current torque and required torque of the engine, where the current torque and required torque are the torques for driving the vehicle.

[0069] The current torque of the engine can be measured by a torque measuring device.

[0070] In some optional implementations, step S201, i.e., obtaining the current torque and required torque of the engine, includes:

[0071] Step S2011, obtaining the required power of the vehicle;

[0072] Specifically, obtaining the required power of the vehicle includes:

[0073] Obtaining target parameters, where the target parameters include at least one of the following: throttle opening, brake pedal state, braking energy recovery torque, and battery state of charge (SOC);

[0074] Determine the required power based on the target parameters.

[0075] The vehicle's power demand is influenced by a variety of factors. Increasing the throttle position increases the power demand accordingly. Changes in the brake pedal state also affect the vehicle's power demand. For example, during braking, the regenerative braking torque reduces the vehicle's power demand. Battery charge also affects the vehicle's power demand, as the battery's charge and discharge status affects the efficiency of the engine and electric motor. Determining the vehicle's power demand requires calculation and analysis based on specific driving conditions and operating conditions. This can be achieved by developing mathematical models or using simulation software to simulate and analyze changes in vehicle power demand.

[0076] In hybrid vehicles, braking energy is recovered when the brake pedal is depressed. This recovered energy is related not only to the braking energy recovery torque but also to the battery charge. The required power of the vehicle must be determined taking this recovered energy into account.

[0077] Step S2012: Determine the required torque of the engine according to the required power.

[0078] Specifically, determining the required torque according to the required power includes:

[0079] Get the engine speed, drive motor speed and torque;

[0080] The required torque of the engine is determined based on the engine speed, the speed and torque of the drive motor, and the required power of the vehicle.

[0081] In this embodiment, the plug-in hybrid vehicle operates in parallel mode, with the engine and P3 drive motor jointly outputting the vehicle's torque. In other words, the engine and P3 drive motor jointly output the energy required to propel the vehicle. Therefore, the drive motor's power requirement must be considered when determining the engine's required torque based on the vehicle's required power. Power, speed, and torque are functionally related.

[0082] For the calculation of the required torque of the engine:

[0083] One way can be: first calculate the output power of the drive motor based on its speed and torque, subtract the output power of the drive motor from the required power of the vehicle to obtain the required power of the engine, and then calculate the required power of the engine based on the required power of the engine.

[0084] Another approach is to determine the optimal drive motor output power based on the regenerative braking torque and battery charge. The engine power requirement is then subtracted from the vehicle's required power to determine the engine's required power. The engine's required torque is then calculated based on the engine speed and required power. The key consideration here is battery charge balance, ensuring that the battery charge remains at an appropriate level, ensuring both adequate backup power and good fuel economy.

[0085] Furthermore, hybrid vehicles have multiple power sources, each with its most efficient operating range. To fully utilize this characteristic, various energy management strategies exist in the related art. Using different energy management strategies may result in inconsistent power requirements allocated to the engine in the aforementioned scenarios. The present embodiments do not restrict the selection of energy management strategies.

[0086] Step S202, when the required torque is less than the current torque, determines the size relationship between the required torque and a preset threshold, and / or determines the size relationship between the torque reduction slope and a torque slope threshold; wherein the torque slope threshold is the minimum torque slope that can be achieved by reducing the intake volume at the current engine speed.

[0087] In some optional implementations, before the above step S202, i.e., determining the magnitude relationship between the required torque and the preset threshold, further includes:

[0088] Step S202a, obtaining a corresponding relationship between the engine speed and a preset threshold;

[0089] Specifically, the correspondence may be in the form of a correspondence table or a function.

[0090] Step S202b: determining a preset threshold corresponding to the current engine speed according to the corresponding relationship.

[0091] The preset threshold may be the lowest stable torque at which the engine can operate at various speeds as the throttle is closed (ie, the intake volume is reduced), and this threshold may be referred to as a minimum load threshold.

[0092] Step S203 : When the required torque is less than a preset threshold, or the torque reduction slope is less than a torque slope threshold, a de-ignition angle is determined.

[0093] In some optional implementations, the above step S203, i.e., determining the de-ignition angle, includes:

[0094] Step S2031, obtaining a first torque after the engine air intake amount is reduced;

[0095] Step S2032: Determine a new ignition angle according to the first torque.

[0096] In this embodiment, when the engine's demanded torque decreases, the vehicle immediately reduces output torque by reducing intake air volume. Specifically, the PCU transmits the demanded torque to the Engine Management System (EMS), which then controls the throttle to reduce intake air volume. Based on the aforementioned conditional determination that the demanded torque is less than a preset threshold, or that the torque reduction slope is less than a torque slope threshold, it is clear that simply reducing intake air volume to reduce output torque is insufficient. Ignition angle intervention control, namely, retarding the ignition angle, is also required to reduce output torque. The specific ignition angle retarding is determined based on the output torque after the intake air volume decreases. Retarding the ignition angle is equivalent to reducing torque output efficiency. If the torque output efficiency (corresponding to ignition efficiency) at the normal ignition angle (i.e., the base ignition angle) is 1, the torque output efficiency gradually decreases as the ignition angle decreases. Therefore, the torque output efficiency can be determined based on the proportional relationship between the demanded torque and the first torque, and the new ignition angle can then be determined based on this torque output efficiency.

[0097] The first torque here may not be the actual output torque measured or calculated, but rather an estimated first torque or empirical value. Specifically, it refers to the amount to which the output torque may or should decrease after reducing the intake air volume at the current speed and output torque. When estimating the reduction in output torque after a reduction in intake air volume, factors such as intake air temperature and / or engine speed must be considered in addition to the reduction in intake air volume. Furthermore, a reduction in intake air volume will cause a decrease in cylinder pressure, which also affects torque output. Therefore, this factor must also be considered when estimating the first torque or the reduction in torque.

[0098] In other optional specific implementations, the new ignition angle may not be determined, but the de-ignition angle value may be determined directly.

[0099] Specifically, the engine's intake air temperature, engine speed, engine load, and in-cylinder pressure drop can be used to determine the corresponding de-ignition coefficient. The de-ignition angle value can then be determined based on the de-ignition coefficient. A neural network model can be established to determine the de-ignition angle, and relevant training data can be collected to train it. The trained neural network model can be deployed to the PCU and subsequently used to determine the de-ignition angle value, providing a convenient and efficient method with increased accuracy.

[0100] In the process of determining the annealing angle, the embodiment of the present application comprehensively considers the relevant factors of the engine output torque, thereby preventing the engine from having difficulty in quickly reducing the output torque to the required torque, and also preventing the torque from dropping excessively, that is, dropping below the required torque, thereby improving the accuracy of the torque adjustment and further ensuring the smoothness of the vehicle.

[0101] In other optional specific embodiments, in order to ensure that the vehicle engine can quickly respond to the extreme reduction in required torque, a neural network model can also be used to predict driving needs. For example, navigation-related information, road condition information collected by the vehicle in real time, road condition information collected by roadside equipment ahead, driver behavior information, etc. can be input into a pre-trained neural network model to predict the vehicle torque demand at the next moment, so that the vehicle can perform engine torque reduction operations in advance, or prepare for engine torque reduction in advance.

[0102] In this embodiment, a vehicle control method is provided, which can be applied to a plug-in hybrid electric vehicle. As shown in FIG3 , the process includes the following steps:

[0103] Step 1: Parameter reading refers to the parameter signals received by the powertrain controller (PCU), including vehicle speed, throttle opening, brake pedal status, battery charge (SOC), brake energy recovery torque, P1 generator speed and torque, P3 drive motor speed and torque, and engine speed and torque.

[0104] The second step is to determine the powertrain's operating state: series or parallel mode. Generally speaking, at low speeds, the system primarily operates in series mode, while at high speeds, it primarily operates in parallel mode. When a plug-in hybrid electric vehicle (PHEV) is operating in parallel mode, the engine directly drives the vehicle. Tipping out or braking requires a rapid engine torque response to avoid unexpected acceleration or jerking, which could lead to drivability issues. Therefore, this control method applies only to parallel mode, not series mode.

[0105] The third step is vehicle parameter calculation. The powertrain controller calculates the engine speed and torque in real time based on the read parameters. In the parallel state, the engine is directly driven. The engine speed is determined by the wheel speed and transmission ratio, and the engine torque is determined by the vehicle's required power. The vehicle's required power can be determined based on factors such as throttle position, brake pedal status, and brake energy recovery torque.

[0106] In the fourth step, the PCU outputs the engine's required torque to the EMS, which then reduces the intake air volume to achieve the desired torque. In this embodiment, this intake air volume can be achieved by closing the throttle. This throttle can be a variable valve lift throttle, specifically a two-stage valve lift throttle. The throttle can be electronically controlled, using a rapid electronic signal to control the throttle opening, thereby rapidly reducing the intake air volume and achieving a quick response to torque reduction.

[0107] The fifth step determines whether to trigger ignition angle intervention control. This is determined by comparing the PCU-requested engine torque with the set minimum engine load threshold (the minimum engine load threshold is the lowest stable torque that can be achieved with the throttle closed at each engine speed). The torque reduction slope (the torque slope threshold that can be achieved by reducing the intake air volume by closing the throttle) is also considered. The two conditions are then ORed to determine whether ignition angle intervention control should be activated.

[0108] In the sixth step, the PCU sends the determined ignition angle intervention signal to the EMS.

[0109] In step seven, the EMS implements the PCU's rapid torque request by backing off the ignition angle. The backing off angle is not a fixed value. It can be understood that the normal ignition angle efficiency is 1. As the ignition angle decreases, the efficiency and torque gradually decrease. Based on this efficiency relationship, the backing off angle required to achieve the PCU's torque request can be determined.

[0110] The plug-in hybrid electric vehicle mentioned above is a parallel-parallel hybrid electric vehicle, which can operate in both parallel mode and series mode. There is also a parallel hybrid electric vehicle among hybrid electric vehicles, and the embodiments of the present application can also be applied to parallel hybrid electric vehicles.

[0111] This embodiment also provides a vehicle control device for implementing the above-described embodiments and optional implementations. Details already described will not be repeated. As used below, the term "module" may refer to a combination of software and / or hardware that implements a predetermined function. Although the devices described in the following embodiments are preferably implemented in software, implementation using hardware, or a combination of software and hardware, is also possible and contemplated.

[0112] This embodiment provides a vehicle control device, as shown in FIG4 , including:

[0113] An acquisition module 401 is used to acquire the current torque and required torque of the engine, where the current torque and required torque are torques for driving the vehicle;

[0114] The determination module 402 is configured to determine, when the required torque is less than the current torque, the magnitude relationship between the required torque and a preset threshold, and / or determine the magnitude relationship between the torque reduction slope and a torque slope threshold; wherein the torque slope threshold is the minimum torque slope that can be achieved by reducing the intake air volume at the current engine speed;

[0115] The intervention module 403 is configured to determine a de-ignition angle when the required torque is less than a preset threshold, or when the torque reduction slope is less than a torque slope threshold.

[0116] The vehicle control device provided in this embodiment is suitable for scenarios where a hybrid vehicle operating in parallel mode experiences a rapid accelerator release, brake application, or a switch to series mode, or a conventional gasoline vehicle experiences a rapid accelerator release or brake application. In these scenarios, the engine's torque requirement for directly driving the vehicle suddenly decreases. The vehicle control scheme provided in this embodiment ensures that the engine can promptly respond to the decreased torque demand, avoiding unintended acceleration or jerking, thereby preventing drivability issues, improving vehicle smoothness, and ultimately enhancing the driving experience.

[0117] In some optional implementations, the intervention module 403 includes:

[0118] a first torque obtaining unit, configured to obtain a first torque after the engine intake amount is reduced;

[0119] The new ignition angle determination unit is configured to determine a new ignition angle according to the first torque.

[0120] In some optional implementations, the acquisition module 401 includes:

[0121] A vehicle demand power acquisition unit is used to obtain the vehicle demand power;

[0122] The required torque determination unit is used to determine the required torque according to the required power.

[0123] In some optional implementations, the vehicle required power acquisition unit includes:

[0124] A first parameter acquisition subunit is configured to acquire a target parameter, wherein the target parameter includes at least one of the following: throttle opening, brake pedal state, braking energy recovery torque, and battery power;

[0125] The required power determination subunit is used to determine the required power according to the target parameters.

[0126] In some optional implementations, the required torque determination unit includes:

[0127] The second parameter acquisition subunit is used to obtain the engine speed, the drive motor speed and torque;

[0128] The required torque calculation subunit is used to determine the required torque of the engine based on the engine speed, the speed and torque of the drive motor and the required power of the vehicle.

[0129] In some optional embodiments, the device further comprises:

[0130] A corresponding relationship acquisition module, used to obtain the corresponding relationship between the engine speed and the preset threshold;

[0131] The preset threshold determination module is used to determine the preset threshold corresponding to the current engine speed based on the corresponding relationship.

[0132] The further functional description of each of the above modules, units and sub-units is the same as that of the above corresponding embodiments and will not be repeated here.

[0133] The vehicle control device in this embodiment is presented in the form of a functional unit, where the unit refers to an ASIC (Application Specific Integrated Circuit) circuit, a processor and memory that executes one or more software or fixed programs, and / or other devices that can provide the above functions.

[0134] An embodiment of the present application also provides a vehicle having the vehicle control device shown in FIG. 4 above.

[0135] Please refer to Figure 5, which is a structural schematic diagram of a vehicle provided by an optional embodiment of the present application. As shown in Figure 5, the vehicle includes: one or more processors 10, a memory 20, and interfaces for connecting various components, including high-speed interfaces and low-speed interfaces. The various components are connected to each other using different buses and can be installed on a common motherboard or installed in other ways as needed. The processor can process instructions executed in the computer device of the vehicle, including instructions stored in or on the memory to display graphical information of the GUI on an external input / output device (such as a display device coupled to the interface). In some optional embodiments, if necessary, multiple processors and / or multiple buses can be used together with multiple memories and multiple memories. Similarly, multiple computer devices can be connected, each device providing some necessary operations (for example, as a server array, a group of blade servers, or a multi-processor system). Figure 5 takes a processor 10 as an example.

[0136] The processor 10 may be a central processing unit (CPU), a network processor (NPU), or a combination thereof. The processor 10 may also include a hardware chip. The hardware chip may be an application-specific integrated circuit (ASIC), a programmable logic device (PLD), or a combination thereof. The programmable logic device (PLD) may be a complex programmable logic device (CPLD), a field programmable gate array (FPGA), a general purpose array logic (GAL), or any combination thereof.

[0137] The memory 20 stores instructions that can be executed by at least one processor 10, so as to enable at least one processor 10 to execute the method shown in the above embodiment.

[0138] The memory 20 may include a program storage area and a data storage area. The program storage area may store an operating system and application programs required for at least one function; the data storage area may store data created based on the use of the vehicle's computer equipment. Furthermore, the memory 20 may include high-speed random access memory and may also include non-volatile memory, such as at least one disk storage device, flash memory device, or other non-volatile solid-state memory device. In some optional embodiments, the memory 20 may optionally include a memory remotely located relative to the processor 10, and such remote memory may be connected to the vehicle's computer equipment via a network. Examples of such networks include, but are not limited to, the Internet, an intranet, a local area network, a mobile communication network, and combinations thereof.

[0139] The memory 20 may include a volatile memory, such as a random access memory; the memory may also include a non-volatile memory, such as a flash memory, a hard disk or a solid-state drive; the memory 20 may also include a combination of the above types of memory.

[0140] The vehicle further includes an input device 30 and an output device 40. The processor 10, the memory 20, the input device 30, and the output device 40 may be connected via a bus or other means, with FIG5 taking the bus connection as an example.

[0141] The input device 30 can receive input digital or character information and generate key signal input related to user settings and function control of the vehicle's computer device, such as a touch screen, a keypad, a mouse, a trackpad, a touch pad, a pointer, one or more mouse buttons, a trackball, a joystick, etc. The output device 40 can include a display device, an auxiliary lighting device (e.g., an LED), and a tactile feedback device (e.g., a vibration motor). The above-mentioned display device includes but is not limited to a liquid crystal display, a light emitting diode, a display, and a plasma display. In some optional embodiments, the display device can be a touch screen.

[0142] The vehicle also includes a communication interface for the vehicle's computer device to communicate with other devices or a communication network.

[0143] The embodiments of the present application also provide a computer-readable storage medium. The above-mentioned method according to the embodiment of the present application can be implemented in hardware, firmware, or implemented as a computer code that can be recorded in a storage medium, or implemented as a computer code that is originally stored in a remote storage medium or a non-temporary machine-readable storage medium and downloaded through a network and will be stored in a local storage medium, so that the method described herein can be stored in such software processing on a storage medium using a general-purpose computer, a dedicated processor, or programmable or dedicated hardware. Among them, the storage medium can be a magnetic disk, an optical disk, a read-only storage memory, a random access memory, a flash memory, a hard disk or a solid-state drive, etc.; optionally, the storage medium can also include a combination of the above-mentioned types of memory. It can be understood that a computer, a processor, a microprocessor controller or programmable hardware includes a storage component that can store or receive software or computer code. When the software or computer code is accessed and executed by a computer, a processor or hardware, the method shown in the above embodiment is implemented.

[0144] Although the embodiments of the present application have been described with reference to the accompanying drawings, those skilled in the art may make various modifications and variations without departing from the spirit and scope of the present application, and such modifications and variations shall fall within the scope defined by the appended claims.

Claims

1. A vehicle control method, characterized in that: The method comprises: Obtaining a current torque and a required torque of the engine, where the current torque and the required torque are torques for driving the vehicle; When the required torque is less than the current torque, determining a magnitude relationship between the required torque and a preset threshold, and / or determining a magnitude relationship between a torque reduction slope and a torque slope threshold; wherein the torque slope threshold is a minimum torque slope that can be achieved by reducing the intake air amount at the current engine speed; When the required torque is less than the preset threshold, or the torque decrease slope is less than the torque slope threshold, a de-ignition angle is determined.

2. The method according to claim 1, characterized in that Determining the deignition angle includes: obtaining a first torque after the engine air intake amount is reduced; A new ignition angle is determined based on the first torque.

3. The method according to claim 1 or 2, characterized in that The obtaining of the current torque and the required torque of the engine includes: Obtain the required power of the vehicle; The required torque is determined according to the required power.

4. The method according to claim 3, characterized in that The obtaining of the required power of the vehicle includes: Obtaining target parameters, where the target parameters include at least one of the following: throttle opening, brake pedal state, braking energy recovery torque, and battery power; The required power is determined according to the target parameter.

5. The method according to claim 3, characterized in that The determining the required torque according to the required power includes: Obtaining the speed of the engine, the speed and torque of the drive motor; The required torque of the engine is determined according to the rotational speed of the engine, the rotational speed and torque of the drive motor, and the required power of the entire vehicle.

6. The method according to claim 1 or 2, characterized in that Before determining the magnitude relationship between the required torque and the preset threshold, the method further includes: Obtaining a corresponding relationship between the engine speed and the preset threshold; The preset threshold corresponding to the current speed of the engine is determined according to the corresponding relationship.

7. A vehicle control device, characterized in that: The device comprises: an acquisition module, configured to acquire a current torque and a required torque of the engine, wherein the current torque and the required torque are torques for driving the vehicle; a determination module, configured to determine, when the required torque is less than the current torque, a magnitude relationship between the required torque and a preset threshold, and / or determine a magnitude relationship between a torque reduction slope and a torque slope threshold; wherein the torque slope threshold is a minimum torque slope that can be achieved by reducing an intake air amount at a current engine speed; The intervention module is configured to determine a de-ignition angle when the required torque is less than the preset threshold or the torque decrease slope is less than the torque slope threshold.

8. The device according to claim 7, characterized in that The intervention module includes: a first torque acquisition unit, configured to acquire a first torque after the engine intake amount is reduced; The new ignition angle determination unit is configured to determine a new ignition angle according to the first torque.

9. The device according to claim 7 or 8, characterized in that The acquisition module includes: A vehicle demand power acquisition unit is used to obtain the vehicle demand power; The required torque determining unit is configured to determine the required torque according to the required power.

10. The device according to claim 9, characterized in that The vehicle required power acquisition unit includes: A first parameter acquisition subunit is configured to acquire a target parameter, wherein the target parameter includes at least one of the following: throttle opening, brake pedal state, braking energy recovery torque, and battery power; The required power determination subunit is configured to determine the required power according to the target parameter.

11. The device according to claim 9, characterized in that The required torque determination unit includes: a second parameter acquisition subunit, configured to acquire the speed of the engine, the speed and torque of the drive motor; The required torque calculation subunit is used to determine the required torque of the engine according to the speed of the engine, the speed and torque of the drive motor and the required power of the entire vehicle.

12. The device according to claim 7 or 8, characterized in that Also includes: a corresponding relationship acquisition module, configured to acquire a corresponding relationship between the engine speed and the preset threshold; The preset threshold value determination module is used to determine the preset threshold value corresponding to the current speed of the engine according to the corresponding relationship.

13. A vehicle, characterized in that: include: A memory and a processor, wherein the memory and the processor are communicatively connected to each other, the memory stores computer instructions, and the processor executes the vehicle control method according to any one of claims 1 to 6 by executing the computer instructions.

14. A computer-readable storage medium, characterized in that The computer-readable storage medium stores computer instructions, and the computer instructions are used to enable a computer to execute the vehicle control method according to any one of claims 1 to 6.

Images