Torque control method for dynamic gear shifting, and electronic device and vehicle

Abstract

A torque control method for dynamic gear shifting, and an electronic device and a vehicle. The method comprises: on the basis of wheel state information, determining a current vehicle state, and on the basis of the current vehicle state and a target gear, determining a current control stage of dynamic gear shifting; and determining a vehicle direction coefficient corresponding to the current control stage, correcting a torque calculation process on the basis of the vehicle direction coefficient, so as to obtain a requested torque, and controlling an electric motor on the basis of the requested torque. Thus, a current control stage of dynamic gear shifting is determined on the basis of a current vehicle state and a target gear, and different vehicle direction coefficients are matched for different control stages, such that a torque calculation process is corrected on the basis of the vehicle direction coefficients.

Description

Torque control method for dynamic gear shifting, electronic device and vehicle

[0001] The present application claims priority to the application No. 202411381663.2, filed on September 30, 2024, with the Chinese Patent Office, and entitled "Torque control method for dynamic gear shifting, electronic device and vehicle", the entire content of which is incorporated herein by reference. TECHNICAL FIELD

[0002] The present application relates to the technical field of vehicles, in particular to a torque control method for dynamic gear shifting, an electronic device and a vehicle. BACKGROUND

[0003] New energy vehicles all have a dynamic gear shifting function. The main purpose of this function is that the driver can directly perform dynamic gear shifting (which can switch between forward gear, neutral gear and reverse gear, but dynamic gear shifting does not include the switching of P gear) without stepping on the brake pedal under low-speed conditions, thereby improving the user's driving experience. The dynamic gear shifting function is often used in combination with the inching function. The inching function is that the vehicle can slowly drive through the inching function without the driver stepping on the brake and accelerator pedals at low speed, thereby improving the driving experience. However, when the two functions are used in combination, the gear shifting process may be slow, which brings a poor experience to the user. SUMMARY

[0004] Therefore, the purpose of the present application is to provide a torque control method for dynamic gear shifting, an electronic device and a vehicle, which can improve the gear shifting effect when dynamic gear shifting in inching mode.

[0005] To achieve the above purpose, the present application provides a torque control method for dynamic gear shifting, comprising:

[0006] In response to detecting a dynamic gear shifting signal in inching mode, determining a target gear position and a target vehicle speed corresponding to the dynamic gear shifting signal;

[0007] Determining the current vehicle state according to the wheel state information, and determining the current control stage of dynamic gear shifting according to the current vehicle state and the target gear position;

[0008] Determining a vehicle direction coefficient corresponding to the current control stage, and correcting the torque calculation process according to the vehicle direction coefficient to obtain a requested torque, and controlling the motor according to the requested torque.

[0009] Based on the same inventive concept, the present application also provides an electronic device comprising a memory, a processor and a computer program stored in the memory and executable by the processor, wherein the processor implements the above method when executing the computer program.

[0010] Based on the same inventive concept, the disclosure also provides a vehicle comprising the electronic device as above.

[0011] As can be seen from the above, the torque control method for dynamic gear shifting, the electronic device and the vehicle provided by the application, in response to detecting a dynamic gear shifting signal in the crawl mode, determine a target gear and a target vehicle speed corresponding to the dynamic gear shifting signal; determine a current vehicle state according to the wheel state information, and determine a current control stage of dynamic gear shifting according to the current vehicle state and the target gear; determine a vehicle direction coefficient corresponding to the current control stage, and correct the torque calculation process according to the vehicle direction coefficient to obtain a requested torque, and control the motor according to the requested torque. According to the current vehicle state and the target gear, the current control stage of dynamic gear shifting is determined, and different vehicle direction coefficients are matched for different control stages. The torque calculation process is corrected according to the vehicle direction coefficient, which speeds up the braking and deceleration process of dynamic gear shifting while ensuring that the acceleration process of dynamic gear shifting is not affected, improves the efficiency of dynamic gear shifting in the crawl mode, and provides a better dynamic gear shifting experience for users in the crawl mode. BRIEF DESCRIPTION OF DRAWINGS

[0012] In order to more clearly illustrate the technical solutions in the application or related art, the drawings needed to be used in the embodiments or related art description will be briefly introduced. Obviously, the drawings in the following description are only embodiments of the application, and other drawings can be obtained by those skilled in the art without creative labor.

[0013] Fig. 1 is a flowchart of the torque control method for dynamic gear shifting according to an embodiment of the application;

[0014] Fig. 2 is a flowchart of determining the current control stage of dynamic gear shifting according to an embodiment of the application;

[0015] Fig. 3 is a flowchart of determining the vehicle direction coefficient corresponding to the current control stage according to an embodiment of the application;

[0016] Fig. 4 is a flowchart of correcting the torque calculation process according to the vehicle direction coefficient according to an embodiment of the application;

[0017] Fig. 5 is a flowchart of torque switching control according to an embodiment of the application;

[0018] Fig. 6 is a flowchart of slope compensation on the requested torque according to an embodiment of the application;

[0019] Fig. 7 is a structural schematic diagram of the torque control device for dynamic gear shifting according to an embodiment of the application;

[0020] Fig. 8 is a structural schematic diagram of the electronic device according to an embodiment of the application. DETAILED DESCRIPTION

[0021] In order to make the objects, technical solutions and advantages of the present application clearer, the present application will be described in further detail below with reference to the drawings and specific embodiments.

[0022] It should be noted that, unless otherwise defined, technical terms or scientific terms used in the embodiments of the present application shall have the common meaning understood by one of ordinary skill in the art to which the present application pertains. The terms "first", "second", and similar terms used in the embodiments of the present application do not denote any order, quantity, or importance, but are merely used to distinguish different components. The terms "include", "contain", and similar terms mean that the elements or objects before the terms encompass the elements or objects listed after the terms and their equivalents, and do not exclude other elements or objects. The terms "connect" or "connected" and similar terms do not mean physical or mechanical connection, but can include electrical connection, whether direct or indirect. The terms "upper", "lower", "left", "right", and the like are merely used to represent relative positional relationships, and when the absolute positions of the described objects are changed, the relative positional relationships can also be changed accordingly.

[0023] In this document, it should be understood that the number of any elements in the drawings is used for illustration only and not as a limitation, and any naming is merely for differentiation and does not have any limiting meaning.

[0024] Based on the description of the above background art, there are also the following situations in the related art:

[0025] When the crawling function is activated, the calculation of the request torque in the crawling mode is performed through PI closed-loop regulation. PI closed-loop control is the most commonly used control strategy in control theory. It consists of proportional control and integral control, which can effectively solve the problems of control response speed and steady-state error.

[0026] Among them, proportional control is the main part of PI closed-loop control, which proportionally amplifies the error between the feedback signal and the target signal, and then takes the amplified signal as the output signal of proportional control. Specifically, proportional control multiplies the error signal by a proportional gain coefficient Kp, and then takes the result as the output signal. The size of the proportional gain coefficient Kp determines the response speed of the control. When Kp is too large, the system will oscillate, otherwise it will cause the system to respond too slowly.

[0027] As another part of the PI closed-loop control, the integral control integrates the error signal and then takes the integral result as the output signal of the integral control. The main role of the integral control is to solve the steady-state error problem of the system. When the system has a steady-state error, the integral control can continuously integrate the error signal and feed back the result to the system to gradually eliminate the error. The integral gain coefficient Ki of the integral control needs to be adjusted according to the actual situation of the system. When Ki is too large, the system will have a steady-state error amplification, and vice versa, which will cause the system response speed to be too slow.

[0028] The calculation formula of the requested torque determined by the PI closed-loop control can be expressed as:

[0029] Wherein, N(t) represents the requested torque output at t time, ΔV(t) represents the vehicle speed difference between the target vehicle speed and the current vehicle speed at t time, Kp represents the proportional gain coefficient, Ki represents the integral gain coefficient, and t represents time.

[0030] However, when the vehicle is in the creep function, the driver performs dynamic gear shifting, such as D-R or R-D, to make the vehicle drive in the forward direction or the reverse direction. However, the direction factor is not considered in the above creep torque calculation process, which causes the requested torque to be relatively small during the dynamic gear shifting process, resulting in a slow gear shifting process and different driving experiences for users.

[0031] The torque control method for dynamic gear shifting, the electronic device and the vehicle provided by the embodiments of the present application respond to the detection of a dynamic gear shifting signal in the creep mode, determine a target gear position and a target vehicle speed corresponding to the dynamic gear shifting signal, determine a current vehicle state according to wheel state information, and determine a current control stage of the dynamic gear shifting according to the current vehicle state and the target gear position. A vehicle direction coefficient corresponding to the current control stage is determined, and the torque calculation process is modified according to the vehicle direction coefficient to obtain a requested torque, and the motor is controlled according to the requested torque. According to the current vehicle state and the target gear position, the current control stage of the dynamic gear shifting is determined, different vehicle direction coefficients are matched for different control stages, the torque calculation process is modified according to the vehicle direction coefficient, the brake deceleration process of the dynamic gear shifting is accelerated, and the acceleration process of the dynamic gear shifting is not affected, the dynamic gear shifting efficiency in the creep mode is improved, and better dynamic gear shifting experience is provided for users in the creep mode.

[0032] The torque control method for dynamic gear shifting provided by the embodiments of the present application will be described in detail below with reference to the accompanying drawings.

[0033] In some embodiments, as shown in FIG. 1, a torque control method for dynamic gear shifting includes:

[0034] Step 101: in response to detecting a dynamic shift signal in the crawl mode, determining a target gear and a target vehicle speed corresponding to the dynamic shift signal.

[0035] In specific implementation, after the crawl mode is activated, the crawl mode is not entered immediately, but further judgment is needed on whether the current vehicle speed meets the corresponding crawl control condition. The crawl control condition can be at least one vehicle speed threshold. When the current vehicle speed is greater than the vehicle speed threshold, it is determined that the crawl control condition is not met. When the current vehicle speed is less than or equal to the vehicle speed threshold, it is determined that the crawl control condition is met. The crawl control condition can be a vehicle speed interval. When the current vehicle speed is within the vehicle speed interval, it is determined that the crawl control condition is met. When the current vehicle speed is outside the vehicle speed interval, it is determined that the crawl control condition is not met.

[0036] Taking the vehicle speed interval as an example for judging whether the crawl control condition is met, the vehicle speed interval is generally [0, x+y], where x represents the corresponding target vehicle speed, and y represents the adjusted reserved vehicle speed. The upper boundary vehicle speed can also be max(x)+max(y), where max(x) represents the target vehicle speed when the slope is 0, and max(y) represents the maximum reserved value of the adjusted reserved vehicle speed. The lower boundary vehicle speed of the vehicle speed interval is 0, which can ensure that the scenarios of starting from static and entering the crawl mode at low speed are covered, and ensure that the crawl mode can be directly entered when driving at low speed, and corresponding torque control is performed.

[0037] When the upper boundary vehicle speed is max(x)+max(y), when decelerating at a high vehicle speed, the vehicle speed between the current vehicle speed and the upper boundary vehicle speed needs to be decelerated, which is small, and the crawl mode can be entered faster. When x+y is used as the upper boundary vehicle speed, the target vehicle speed will be different due to different vehicle speeds, slopes, and master cylinder pressure values of the brake master cylinder, and is a dynamically changing value, and satisfies max(x)≥x. The value of y depends on the specific configuration information of the motor of the vehicle. If the motor performance is high, fast torque adjustment can be achieved, and y can be a small value, for example, y=2. If the motor performance is poor and cannot achieve fast torque adjustment, y can be a large value, for example, y=3, and satisfies max(y)≥y. The adjusted reserved vehicle speed is the output of the motor after entering the crawl mode to compensate for the crawl request torque. However, there can be a difference between the motor torque when entering the crawl mode and the crawl request torque. Therefore, the adjusted reserved vehicle speed is used to leave sufficient time for torque adjustment, and at the same time, the vehicle speed is adjusted to the corresponding target vehicle speed, and the crawl driving process is entered.

[0038] After entering the crawling mode, the vehicle speed needs to be adjusted to the target vehicle speed, so the target vehicle speed needs to be determined according to the vehicle operating parameters and the preset default vehicle speed. The target vehicle speed is the vehicle speed when the vehicle is kept stable in the crawling mode. However, the target vehicle speed of a fixed value can cause the vehicle to roll, so the preset default vehicle speed needs to be compensated according to the vehicle operating parameters to ensure that the vehicle does not roll when crawling at the target vehicle speed. The compensation is a deceleration process, and crawling at a slower target vehicle speed can reduce the momentum on the sloping road and reduce the difficulty of speed control to avoid rolling.

[0039] In the crawling mode, the vehicle operating parameters related to determining the target vehicle speed include the current detected slope, the master cylinder pressure value of the brake master cylinder, and the steering wheel angle. Different target vehicle speeds can be set according to different current detected slopes (of course, the target vehicle speeds at different slopes can also be set to the same value). For example, when driving on a flat road or a road with a small slope, the target vehicle speed can be set to 6 kph. However, when driving on a steeper uphill or downhill road, the target vehicle speed can be appropriately reduced for safety considerations. For example, when driving on an uphill road with a slope > 30% or a downhill road with a slope <- 30%, the target vehicle speed can be set to 4 kph. The chassis electronic stability system sends the vehicle slope signal to the VCU to obtain the current detected slope, or the chassis electronic stability system sends the vehicle longitudinal acceleration to the VCU, and the VCU calculates the current detected slope according to the longitudinal acceleration. A positive value represents an uphill state, and a negative value represents a downhill state.

[0040] Similarly, for safety considerations, the target vehicle speed can also be corrected according to the steering wheel angle and the master cylinder pressure value of the brake master cylinder after the brake pedal is depressed. The larger the steering wheel angle, the greater the control difficulty, the greater the correction amplitude, and the smaller the target vehicle speed. The smaller the steering wheel angle, the smaller the control difficulty, the smaller the correction amplitude, and the greater the target vehicle speed. The greater the master cylinder pressure value of the brake master cylinder, the deeper the depth of the depressed brake pedal, the stronger the driver's deceleration intention, and the smaller the target vehicle speed. The smaller the master cylinder pressure value of the brake master cylinder, the shallower the depth of the depressed brake pedal, the weaker the driver's deceleration intention, and the greater the target vehicle speed.

[0041] After the default vehicle speed is corrected according to the current detected slope, the master cylinder pressure value of the brake master cylinder, and the steering wheel angle, three corrected correction vehicle speeds are obtained. Then, the smallest correction vehicle speed among the three corrected correction vehicle speeds is determined as the final target vehicle speed to reduce the difficulty of keeping the target vehicle speed when driving in the crawling mode and avoid rolling. The process of determining the target vehicle speed is shown in the following examples.

[0042] In some embodiments, determining the target vehicle speed includes:

[0043] determining a slope correction vehicle speed according to the current detected slope;

[0044] determining a steering angle correction vehicle speed according to the steering wheel steering angle;

[0045] determining a pressure correction vehicle speed according to the master cylinder pressure value of the brake master cylinder;

[0046] taking the minimum value among the gradient correction vehicle speed, the steering angle correction vehicle speed and the pressure correction vehicle speed as the target vehicle speed.

[0047] In specific implementation, the gradient correction vehicle speed, the steering angle correction vehicle speed and the pressure correction vehicle speed respectively correct the default vehicle speed from different angles, and for safety consideration, the minimum value among the gradient correction vehicle speed, the steering angle correction vehicle speed and the pressure correction vehicle speed is taken as the target vehicle speed, which can meet the requirements of the three corrections. For example, when the current detected gradient is 32%, the steering wheel steering angle is 45° and the master cylinder pressure value is 6 Mpa, the corresponding gradient correction vehicle speed is 6 kph, the corresponding steering angle correction vehicle speed is 6.4 kph and the corresponding steering angle correction vehicle speed is 6.8 kph, wherein the minimum value is the gradient correction vehicle speed 6 kph, and the gradient correction vehicle speed 6 kph is taken as the target vehicle speed, which can meet the safety requirements of the three correction conditions and ensure the safety of the crawling driving.

[0048] When the dynamic gear shifting is performed in the crawling mode, the D-R or R-D gear shifting can be directly performed without the neutral gear. Therefore, the dynamic gear shifting can change the gear position and the vehicle speed, and therefore, when the dynamic gear shifting signal is detected in the crawling mode, the target gear position and the target vehicle speed corresponding to the dynamic gear shifting signal need to be determined. If the dynamic gear shifting signal is the D-R gear shifting signal, the target gear position is the R gear, and the corresponding target vehicle speed becomes the vehicle speed corresponding to the target gear position R; if the dynamic gear shifting signal is the R-D gear shifting signal, the target gear position is the D gear, and the corresponding target vehicle speed becomes the vehicle speed corresponding to the target gear position D. The target vehicle speeds in the D gear and the R gear can be the same in size but opposite in direction.

[0049] Step 102: determining the current vehicle state according to the wheel state information, and determining the current control stage of the dynamic gear shifting according to the current vehicle state and the target gear position.

[0050] In some embodiments, the current vehicle state is determined according to the wheel state information, including:

[0051] Step 1021: determining the wheel state according to the wheel state information.

[0052] In implementation, the wheel state information is a collection of data representing various states of the wheels, for example, including the tire pressure, rotation speed, steering, wear condition, etc. of each wheel. Since there is a risk of unintended reverse driving during the heterogeneous shift, only the rotation speed and steering in the wheel state information are needed to determine the corresponding wheel state, which includes a stationary state and a moving state. If the rotation speed of the wheel is less than or equal to a preset wheel rotation speed threshold, the single wheel is determined to be in a stationary state, and if all the wheels are in a stationary state, the wheel state is determined to be in a stationary state. If the rotation speed of the wheel is greater than the preset wheel rotation speed threshold, the single wheel is determined to be in a moving state. As long as there is a moving wheel, the wheel state is determined to be in a moving state.

[0053] The wheel rotation speed threshold is a very small value, for example, 0.5 r / s. If 0 rotation speed is used as the distinction between the stationary state and the moving state, the wheel may always be in a moving state due to sensor errors or slight movement of the vehicle, so the wheel rotation speed threshold is used to distinguish the stationary state and the moving state of the single wheel.

[0054] Step 1022: In response to the wheel state being in a stationary state and the current vehicle speed being less than or equal to a preset state vehicle speed threshold, the current vehicle state is determined to be in a stationary state.

[0055] In implementation, a vehicle with four wheels is taken as an example for illustration. If the wheel state is in a stationary state, it means that all four wheels are in a stationary state, but there may be a situation of wheel slip, i.e. the wheel does not rotate but the vehicle moves, for example, when driving on ice, if slip occurs during braking, the vehicle will move relative to the ice, but the wheel may not rotate at this time. Therefore, it is further necessary to determine whether the vehicle is really in a stationary state according to the current vehicle speed.

[0056] If the current vehicle speed is less than or equal to a preset state vehicle speed threshold (for example, 2 km / h), it means that the vehicle is in a completely stationary or slightly moving state, and the current vehicle state of the vehicle can be determined to be in a stationary state. If the current vehicle speed is greater than the preset state vehicle speed threshold, it means that the vehicle is driving at a certain speed, and there may be errors in determining the current vehicle state according to the wheel state, so the current vehicle state is determined to be in a moving state, or a state fault alarm is performed.

[0057] Step 1023: In response to the wheel state being in a moving state, the first number of forward rotating wheels and the second number of reverse rotating wheels are determined.

[0058] In a specific implementation, taking a vehicle with four wheels as an example, if the wheel state is a moving state, it indicates that there is at least one wheel rotating, and the current vehicle state needs to be determined according to the steering of the moving wheel. The steering of the wheel includes forward rotation of the driving vehicle and reverse rotation of the driving vehicle. Therefore, after determining that the wheel state is a moving state, the first number of wheels rotating in the forward direction and the second number of wheels rotating in the reverse direction need to be determined, which are used to determine the specific type of the current vehicle state. The first number and the second number can both be 0.

[0059] Step 1024: In response to the first number being greater than the second number, determining that the current vehicle state is a forward state.

[0060] In a specific implementation, if the first number of wheels rotating in the forward direction is greater than the second number of wheels rotating in the reverse direction, it indicates that the wheels rotating in the forward direction are more, and the vehicle as a whole moves forward, and the current vehicle state of the vehicle is determined to be a forward state.

[0061] Step 1025: In response to the first number being less than the second number, determining that the current vehicle state is a reverse state.

[0062] In a specific implementation, if the first number of wheels rotating in the forward direction is less than the second number of wheels rotating in the reverse direction, it indicates that the wheels rotating in the reverse direction are more, and the vehicle as a whole moves backward, and the current vehicle state of the vehicle is determined to be a reverse state.

[0063] Step 1026: In response to the first number being equal to the second number, and the current vehicle speed being less than or equal to a preset state vehicle speed threshold, determining that the current vehicle state is a static state.

[0064] In a specific implementation, assuming that the force provided by each wheel is the same, when the first number of wheels rotating in the forward direction is equal to the second number of wheels rotating in the reverse direction, the forward force and the backward force provided by the wheels are the same in size and cancel each other out, at this time the vehicle can be in a static state, and it is further needed to determine whether it is really in a static state according to the current vehicle speed.

[0065] If the current vehicle speed is less than or equal to a preset state vehicle speed threshold (for example, 2 km / h), it indicates that the vehicle is in a completely static or slightly moving state, and the current vehicle state of the vehicle can be determined to be a static state. If the current vehicle speed is greater than the preset state vehicle speed threshold, it indicates that the vehicle is moving at a certain speed, and the current vehicle state determined according to the wheel state can have an error, and the current vehicle state is determined to be a moving state, or a state fault alarm is performed, because at this time the vehicle can be in a slipping state, and the fault alarm is performed to prompt the user that there is a certain safety risk.

[0066] After the current vehicle state is determined, the current control phase of the dynamic gear shifting can be determined according to the current vehicle state and the target gear, wherein, since the vehicle is in the crawl mode, the vehicle will almost always be in a moving state and only in a stationary state for a very short time, so the stationary state can be used as a division of the control phase.

[0067] Exemplarily, the dynamic gear shifting process of R-D in the crawl mode is taken as an example for illustration, the control phase includes:

[0068] The reverse driving phase before gear shifting is a phase before the dynamic gear shifting, in the crawl mode, the vehicle drives at a target vehicle speed at a constant speed in the reverse gear, assuming that the request torque at this time is A and the target vehicle speed is B.

[0069] The deceleration phase after gear shifting is the first phase of the dynamic gear shifting control phase, at this time, the driver uses the dynamic gear shifting function to switch the gear from R to D, at this time, the vehicle control unit will determine that the vehicle needs to drive in the reverse direction, and will process the request torque value A to obtain the request torque C; at this time, the reverse processing can be understood as only according to the gear change, the torque is reversed according to the target direction of the vehicle to control the motor to decelerate and reverse, but in fact the absolute value of the torque does not change (the absolute values of the request torque C and the request torque A are the same by default when there is no external influence, and the absolute values of the request torque C and the request torque A can be different when affected by environmental factors such as slope); then, after the gear is switched to D, since the request torque A becomes the reverse request torque C, the vehicle needs to decelerate until the vehicle speed is reduced to 0 and the vehicle reaches a stationary state, at this time, the deceleration phase after gear shifting ends, it should be noted that the vehicle driving direction in the deceleration phase is still backward (expressed as backward deceleration driving).

[0070] The stationary phase is the second phase of the dynamic gear shifting control phase, which is a transition phase between the deceleration phase and the acceleration phase, and has a very short duration, at this time, the vehicle is temporarily stationary, the current vehicle speed is 0, and the vehicle direction coefficient has no effect on the determination of the request torque.

[0071] The acceleration stage after gear shifting is the third stage of the dynamic gear shifting control stage, and the acceleration is performed with the target vehicle speed E as the target, wherein the target vehicle speed E has the same value as the target vehicle speed B when there is no external environmental influence, and the size of the corresponding target vehicle speed E can be adjusted according to the slope when the vehicle is in a slope driving condition. After the transition through the static stage, the vehicle enters the acceleration stage, adjusts the request torque value C, obtains the request torque F in the same direction as the request torque C, and drives the vehicle to accelerate according to the request torque F until the vehicle speed reaches the target vehicle speed E, the dynamic gear shifting control process in the crawling mode is completed, and the vehicle completes the corresponding dynamic gear shifting control.

[0072] Therefore, if the current vehicle state is a static state, it can be determined that the current control stage is a static stage. Since the dynamic gear shifting includes D-R and R-D, if the current gear is D, it indicates that the R-D dynamic gear shifting operation is performed, if the current vehicle state is a reverse state, it indicates that the current control stage is a deceleration stage, and if the current vehicle state is a forward state, it indicates that the current control stage is an acceleration stage. If the current gear is R, it indicates that the D-R dynamic gear shifting operation is performed, if the current vehicle state is a forward state, it indicates that the current control stage is a deceleration stage, and if the current vehicle state is a reverse state, it indicates that the current control stage is an acceleration stage.

[0073] Step 103: determining a vehicle direction coefficient corresponding to the current control stage, and correcting the torque calculation process of the request torque according to the vehicle direction coefficient to obtain the request torque, and controlling the motor according to the request torque.

[0074] In a specific implementation, the torque calculation process of the request torque in the PI closed-loop control in the related art can be represented as:

[0075] Wherein, N(t) represents the output request torque at t, ΔV(t) represents the vehicle speed difference, V(t) represents the current vehicle speed, Kp represents the proportional gain coefficient, Ki represents the integral gain coefficient, t represents the time, and E represents the target vehicle speed. In the formula, the letters are all positive values, the direction is not considered, and only numerical calculation is performed. The inventor finds that the request torque calculated in this way is small, which leads to a long time consumption in the dynamic gear shifting process and brings a poor experience to the user.

[0076] Wherein, the value of the request torque is mainly determined by the proportional control calculation, so the integral control item does not need to be changed. However, in order to achieve better results, the vehicle speed difference of the integral control item can also be changed synchronously.

[0077] The vehicle direction coefficient is introduced to modify the torque calculation process. For example, if the current control stage is deceleration stage, the corresponding vehicle direction coefficient can be -1; if the current control stage is acceleration stage, the corresponding vehicle direction coefficient can be 1; and if the current control stage is static stage, the corresponding vehicle direction coefficient can be 0.

[0078] The torque calculation process of the requested torque after introducing the vehicle direction coefficient P can be represented as:

[0079] Since the change process of the control stage of the vehicle is deceleration stage→static stage→acceleration stage, wherein P = -1 in the deceleration stage, P = 0 in the static stage, and P = -1 in the acceleration stage, the change process of the vehicle direction coefficient P is P = -1→P = 0→P = 1.

[0080] In the deceleration stage, since the deceleration stage is the first stage of entering dynamic shift control, the power is mainly considered, the requested torque can be increased to shorten the deceleration time, and increasing the requested torque to shorten the deceleration time will not have a negative impact on the overall control, because there is an acceleration stage as a subsequent to dilute the risk that may occur in the deceleration stage, which can provide a safe environment for large torque output in the deceleration stage to ensure the safety of deceleration with large requested torque in the deceleration stage.

[0081] In order to increase the size of the requested torque to shorten the deceleration time, the torque calculation process of the requested torque after introducing the vehicle direction coefficient P can be represented as:

[0082] The proportional control torque of the proportional control changes from Kp×(E-V(t)) to Kp×(E+V(t)), the requested torque increases, the deceleration during deceleration increases, the time consumption of the deceleration stage of the vehicle is shortened, the time consumption of the dynamic shift process is reduced, and the user experience is improved.

[0083] In the static stage, theoretically, the current vehicle speed V(t) = 0, so the value of the vehicle direction coefficient P will not affect the calculation value of the requested torque, the vehicle direction coefficient P can be directly kept as -1 in the deceleration stage, the calculation process is reduced, and the calculation efficiency is increased. In order to be more secure, the vehicle direction coefficient P can also be set to 0 value to ensure the safety of the requested torque calculation in the static stage, avoid the torque calculation error caused by the vehicle speed detection error, and ensure that the requested torque is large when starting to accelerate.

[0084] In the acceleration phase, which is the last phase of the dynamic shift control phase, stability should be given priority, the vehicle direction coefficient P is adjusted to 1, and the torque calculation process of the requested torque in the acceleration phase is consistent with that before the vehicle direction coefficient is introduced. If greater acceleration is pursued, the vehicle direction coefficient can also be appropriately reduced, for example, the vehicle direction coefficient P is adjusted to 0.5, to further shorten the dynamic shift process.

[0085] To sum up, the torque control method for dynamic shift provided by the embodiments of the present application can determine the current control phase of dynamic shift according to the current vehicle state and the target gear, match different vehicle direction coefficients for different control phases, and correct the torque calculation process according to the vehicle direction coefficient, thereby accelerating the braking and deceleration process of dynamic shift while ensuring that the acceleration process of dynamic shift is not affected, improving the dynamic shift efficiency in the crawl mode, and providing better dynamic shift experience for users in the crawl mode.

[0086] In some embodiments, as shown in FIG. 2, the current control phase of dynamic shift is determined according to the current vehicle state and the target gear, including:

[0087] Step 201: in response to the current vehicle state being a static state, the static phase is determined as the current control phase.

[0088] In specific implementation, if the vehicle state is a static state, it indicates that the vehicle is in a transition phase from deceleration end to acceleration start, the vehicle speed is less than or equal to a preset state speed threshold, and the vehicle is in a static or low-speed driving phase, so the current control phase is determined as the static phase.

[0089] Step 202: in response to the target gear being a forward gear and the current vehicle state being a reverse state, the deceleration phase is determined as the current control phase.

[0090] In specific implementation, if the target gear is a forward gear, it indicates that the dynamic shift is a process of switching from the reverse gear to the forward gear, and the vehicle will go through three phases of backward deceleration driving, static, and forward acceleration driving, so when the current vehicle state is a reverse state, it indicates that the vehicle is in the backward deceleration driving phase, and the current control phase is determined as the deceleration phase.

[0091] Step 203: in response to the target gear being a forward gear and the current vehicle state being a forward state, the acceleration phase is determined as the current control phase.

[0092] In specific implementation, if the target gear is a forward gear, it indicates that the dynamic shift is a process of switching from the reverse gear to the forward gear, and the vehicle will go through three phases of backward deceleration driving, static, and forward acceleration driving, so when the current vehicle state is a forward state, it indicates that the vehicle is in the forward acceleration driving phase, and the current control phase is determined as the acceleration phase.

[0093] Step 204: in response to the target gear being the reverse gear and the current vehicle state being the forward state, determining the deceleration phase as the current control phase.

[0094] In specific implementation, if the target gear is the reverse gear, it indicates that the dynamic gear shifting is a process of switching from the forward gear to the reverse gear, and the vehicle will go through three phases of forward deceleration driving, static, and backward acceleration driving. Therefore, when the current vehicle state is the forward state, it indicates that the vehicle is in the phase of forward deceleration driving, and the current control phase is determined as the deceleration phase.

[0095] Step 205: in response to the target gear being the reverse gear and the current vehicle state being the backward state, determining the acceleration phase as the current control phase.

[0096] In specific implementation, if the target gear is the reverse gear, it indicates that the dynamic gear shifting is a process of switching from the forward gear to the reverse gear, and the vehicle will go through three phases of forward deceleration driving, static, and backward acceleration driving. Therefore, when the current vehicle state is the backward state, it indicates that the vehicle is in the phase of backward acceleration driving, and the current control phase is determined as the acceleration phase.

[0097] The dynamic gear shifting process is divided into three phases by the current vehicle state and the current gear, which provides a basis for using different control methods in different control phases.

[0098] In some embodiments, as shown in FIG. 3, the vehicle direction coefficient corresponding to the current control phase is determined, including:

[0099] Step 301: in response to the current control phase being the static phase, determining zero as the vehicle direction coefficient.

[0100] In specific implementation, in the static phase, theoretically, the current vehicle speed V(t) = 0, so the value of the vehicle direction coefficient will not affect the calculated value of the requested torque. However, in order to be more secure, the vehicle direction coefficient P can also be set to 0 value to ensure the safety of the requested torque calculation in the static phase, avoid the torque calculation error caused by the vehicle speed detection error, and ensure a larger requested torque when accelerating.

[0101] Step 302: in response to the current control phase being the deceleration phase, determining a preset first coefficient as the vehicle direction coefficient; wherein the first coefficient is less than zero.

[0102] In the implementation, when the current control stage is the deceleration stage, in order to ensure that the deceleration time can be shortened, the requested torque needs to be increased. According to Kp×(E-V(t)), the value of the current speed can be reduced or the value of the target speed can be increased to achieve the requirement of increasing the requested torque. In the present application, the current speed is adjusted first because the current speed is getting smaller and smaller in the deceleration stage, and the current speed is adjusted by the first coefficient less than zero. Because the current speed is gradually getting smaller, the increase of the requested torque is also getting smaller and smaller. Compared with increasing the target speed E, adjusting the current speed can more smoothly realize the deceleration process.

[0103] In the implementation, when the current control stage is the deceleration stage, in order to ensure that the deceleration time can be shortened, the requested torque needs to be increased. According to Kp×(E-V(t)), the value of the current speed can be reduced or the value of the target speed can be increased to achieve the requirement of increasing the requested torque. In the present application, the current speed is adjusted first because the current speed is getting smaller and smaller in the deceleration stage, and the current speed is adjusted by the first coefficient less than zero. Because the current speed is gradually getting smaller, the increase of the requested torque is also getting smaller and smaller. Compared with increasing the target speed E, adjusting the current speed can more smoothly realize the deceleration process.

[0104] Step 303: in response to the current control stage being the acceleration stage, determining a preset second coefficient as the vehicle direction coefficient; wherein the second coefficient is greater than zero.

[0105] In the implementation, when the current control stage is the acceleration stage, stability is given priority to, and the original requested torque control process of the vehicle is not changed as much as possible. Therefore, 1 can be taken as the second coefficient to completely ensure that the original acceleration stage calculation process will not be changed. If 0

[0106] In some embodiments, as shown in FIG. 4, the torque calculation process is modified according to the vehicle direction coefficient to obtain the requested torque, comprising:

[0107] Step 401: determining the product of the vehicle direction coefficient and the current speed as the modified speed.

[0108] In the implementation, the current speed is first modified, that is, V(t) is changed to V(t)×P.

[0109] Step 402: determining a first speed difference between the target speed and the current speed, and a second speed difference between the target speed and the modified speed.

[0110] In the implementation, the first speed difference is E-V(t), and the second speed difference is (E-V(t)×P).

[0111] Step 403: determining the requested torque according to the first vehicle speed difference and the second vehicle speed difference.

[0112] In some embodiments, step 403 comprises:

[0113] Step 4031: determining the product of the second vehicle speed difference and a preset proportional gain coefficient as a proportional control torque.

[0114] In particular implementation, the proportional control torque is Kp x (E - V(t) x P).

[0115] Step 4032: performing an integral operation on the second vehicle speed difference to obtain an integral value, and determining the product of the integral value and a preset integral gain coefficient as an integral control torque.

[0116] In particular implementation, the integral control torque is Ki x (E - V(t) x P). Therefore, the integral control torque is Ki x (E - V(t) x P).

[0117] Step 4033: determining the sum of the proportional control torque and the integral control torque as the requested torque.

[0118] In particular implementation, the requested torque is:

[0119] With the change of the current control phase, the value of P is changed according to the change of the current control phase, which realizes the correction of the torque calculation process of the requested torque, obtains the real-time requested torque N(t), speeds up the gear shifting deceleration process, and brings better experience to the user.

[0120] In some embodiments, as shown in FIG. 5, before controlling the motor according to the requested torque, it further comprises:

[0121] Step 501: in response to monitoring that the current control phase is switched from the deceleration phase to the acceleration phase, determining the braking requested torque of the deceleration phase and the driving requested torque of the acceleration phase.

[0122] In particular implementation, since the duration of the static phase is very short, the torque control between the deceleration phase and the acceleration phase can be directly considered. Therefore, taking P = -1 of the deceleration phase and P = 1 of the acceleration phase as an example, the braking requested torque of the deceleration phase is The driving requested torque of the acceleration phase is

[0123] Step 502: determining the torque difference between the braking requested torque and the driving requested torque.

[0124] In particular implementation, the torque difference is:

[0125] Step 503: determining the target rate of change corresponding to the torque difference according to the preset torque rate of change relationship.

[0126] In specific implementation, the torque rate of change relationship is a two-dimensional relationship between the torque difference and the torque rate of change, which can be a lookup table relationship or a two-dimensional function relationship, and is not limited herein. The torque difference 2KpV(t) is taken as input data, and the output value obtained by searching in the torque rate of change relationship is the target rate of change.

[0127] Step 504: adjusting the braking request torque to the driving request torque according to the target rate of change.

[0128] In specific implementation, the braking request torque is reduced by the target rate of change until it is reduced to the driving request torque, so as to realize the change adjustment of the request torque, ensure the smoothness of vehicle driving, and avoid the occurrence of the brake slip.

[0129] In some embodiments, as shown in FIG. 6, after the braking request torque is adjusted to the driving request torque according to the target rate of change, the method further includes:

[0130] Step 601: determining the slope compensation torque according to the current vehicle speed and the current detected slope.

[0131] In specific implementation, if the driving road has a certain slope, the calculated request torque needs to be additionally compensated. The request torque before the slope compensation is generally applicable to flat roads or roads with a slope less than 10%, and the road with a larger slope needs to be compensated to ensure that the vehicle does not slip. In order to further reduce the risk of vehicle slip on the road with a slope less than 10%, the slope compensation torque corresponding to the current vehicle speed and the current detected slope is determined according to the target relationship data corresponding to the current gear, so as to compensate the request torque, so that the compensated creep request torque can be applicable to different driving scenes corresponding to different slopes and different vehicle speeds, so as to ensure that the vehicle does not slip in different driving scenes.

[0132] Exemplarily, the slope compensation torque can be taken as the target relationship data according to the slope compensation torque-slope-vehicle speed three-dimensional map, wherein the three-dimensional map of the slope compensation torque needs to be set according to the forward gear (D gear) and the reverse gear (R gear). The reason is that when the vehicle is creeping at low speed on an uphill road (for example, a road with a 30% slope) in the D gear or the R gear, the D gear needs to creep with a positive torque for slope compensation, and the R gear needs to creep with a negative torque for slope compensation. Therefore, if there is only one three-dimensional map of the slope compensation torque, it cannot meet the requirements of the D gear and the R gear, so the corresponding three-dimensional map needs to be set separately according to the D gear and the R gear.

[0133] The determination of the three-dimensional map requires low-speed creeping verification on the test field road with different slopes (0%, 5%, 10%, 20%, 30%, 40%, etc.) starting from the release of the brake in the stationary state of the vehicle. The slope compensation torque value when the vehicle does not slide at different slopes and speeds is determined in the D and R gears, respectively, to ensure that the vehicle does not slide when driving on the corresponding slope road and the speed control is stable. Then, the adjustment result calibration value is added to the three-dimensional map (the R and D gears correspond to a three-dimensional map, respectively), and the three-dimensional map is input to the VCU whole vehicle control for storage, so as to be called in the subsequent creeping control.

[0134] It can be seen that the slope compensation positive torque is different when the driving state (uphill state or downhill state) and the current gear are different:

[0135] When the current gear is the D gear and the vehicle is in the uphill state (the slope is positive and the vehicle head is upward), the D gear drives uphill, and the slope compensation positive torque is the D gear slope compensation positive torque (obtained by looking up the D gear slope compensation torque map when the slope is positive).

[0136] When the current gear is the R gear and the vehicle is in the uphill state (the slope is positive and the vehicle head is upward), the R gear drives backward upward, and the slope compensation positive torque is the R gear slope compensation negative torque (obtained by looking up the R gear slope compensation torque map when the slope is positive);

[0137] When the current gear is the D gear and the vehicle is in the downhill state (the slope is negative and the vehicle head is downward), the D gear drives downhill, and the slope compensation positive torque is the D gear slope compensation negative torque (obtained by looking up the D gear slope compensation torque map when the slope is negative);

[0138] When the current gear is the R gear and the vehicle is in the downhill state (the slope is negative and the vehicle head is downward), the R gear drives backward upward (rearward), and the slope compensation positive torque is the R gear slope compensation positive torque (obtained by looking up the R gear slope compensation torque map when the slope is negative).

[0139] Step 602: determining the sum of the driving request torque and the slope compensation torque as the final request torque.

[0140] In the specific implementation, after the slope compensation torque function is added in the VCU creeping mode, when the low-speed creeping function is activated, the creeping request torque=request torque+slope compensation torque. The creeping request torque determination process in different driving scenarios is as follows:

[0141] When the current gear is the D gear and the vehicle is in the uphill state (the slope is positive and the vehicle head is upward), the D gear drives uphill, and the creeping request torque=request torque+D gear slope compensation positive torque (obtained by looking up the D gear slope compensation torque map when the slope is positive).

[0142] The current gear is R gear, and the vehicle is in an uphill state (the slope is positive, and the vehicle head is upward), the R gear reverses downward, and at this time, the crawling request torque = the request torque + the R gear slope compensation negative torque (in the R gear slope compensation torque map, the region with a positive slope is obtained by table lookup);

[0143] The current gear is D gear, and the vehicle is in a downhill state (the slope is negative, and the vehicle head is downward), the D gear drives downhill, and at this time, the crawling request torque = the request torque + the D gear slope compensation negative torque (in the D gear slope compensation torque map, the region with a negative slope is obtained by table lookup);

[0144] The current gear is R gear, and the vehicle is in a downhill state (the slope is negative, and the vehicle head is downward), the R gear reverses upward (rearward), and at this time, the crawling request torque = the request torque + the R gear slope compensation positive torque (in the R gear slope compensation torque map, the region with a negative slope is obtained by table lookup).

[0145] Wherein, the compensation positive torque indicates increasing the request torque, and the compensation negative torque indicates decreasing the request torque. That is, the torque in the uphill direction of the vehicle is increased to avoid the risk of vehicle sliding caused by too small torque and improve the user driving experience.

[0146] It should be noted that the method of the embodiments of the present application can be executed by a single device, such as a computer or a server, etc. The method of the embodiments can also be applied to a distributed scenario, and completed by multiple devices cooperating with each other. In this distributed scenario, one of the multiple devices can only execute one or more steps in the method of the embodiments of the present application, and the multiple devices can interact with each other to complete the method.

[0147] It should be noted that some embodiments of the present application have been described above. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recited in the claims can be performed in a different order than the order described above and still achieve desirable results. In addition, the processes depicted in the figures do not necessarily require the particular order shown, or sequential order, to achieve the desired results. In certain implementations, multitasking and parallel processing can be advantageous.

[0148] Based on the same inventive concept, the present application also provides a torque control device for dynamic gear shifting, corresponding to the method of any of the above embodiments.

[0149] Referring to FIG. 7, the torque control device for dynamic gear shifting includes a processor, wherein the processor is configured to execute the following program modules stored in the memory:

[0150] The shift data determination module 10 is configured to determine a target gear and a target vehicle speed corresponding to the dynamic shift signal in response to detecting the dynamic shift signal in the crawl mode.

[0151] The shift stage determination module 20 is configured to determine a current vehicle state according to the wheel state information, and determine a current control stage of the dynamic shift according to the current vehicle state and the target gear.

[0152] The shift torque determination module 30 is configured to determine a vehicle direction coefficient corresponding to the current control stage, and correct a torque calculation process according to the vehicle direction coefficient to obtain a requested torque, and control the motor according to the requested torque.

[0153] For the convenience of description, the above apparatus is described in various modules according to functions. Of course, the functions of the modules can be implemented in one or more software and / or hardware in the implementation of the present application.

[0154] The apparatus of the above embodiments is used to implement the torque control method of the dynamic shift in any of the above embodiments, and has the beneficial effects of the corresponding method embodiments, which are not described here again.

[0155] Based on the same inventive concept, the present application also provides an electronic device corresponding to the method of any of the above embodiments, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the torque control method of the dynamic shift according to any of the above embodiments.

[0156] FIG. 8 shows a more specific hardware structure of an electronic device according to the present embodiment. The device can include a processor 1010, a memory 1020, an input / output interface 1030, a communication interface 1040, and a bus 1050. The processor 1010, the memory 1020, the input / output interface 1030, and the communication interface 1040 are connected to each other through the bus 1050 for communication within the device.

[0157] The processor 1010 can be implemented by a general-purpose CPU (Central Processing Unit), a microprocessor, an ASIC (Application Specific Integrated Circuit), or one or more integrated circuits, etc., for executing related programs to implement the technical solutions provided by the embodiments of the present application.

[0158] The memory 1020 can be implemented in the form of a ROM (Read Only Memory), a RAM (Random Access Memory), a static storage device, a dynamic storage device, etc. The memory 1020 can store an operating system and other application programs, and when the technical solutions provided by the embodiments of the present specification are implemented by software or firmware, the related program codes are stored in the memory 1020 and are called and executed by the processor 1010.

[0159] The input / output interface 1030 is configured to connect an input / output module to realize information input and output. The input / output module can be configured as a component in the device (not shown in the figure) or can be externally connected to the device to provide corresponding functions. The input device can include a keyboard, a mouse, a touch screen, a microphone, various sensors, etc., and the output device can include a display, a speaker, a vibrator, an indicator light, etc.

[0160] The communication interface 1040 is configured to connect a communication module (not shown in the figure) to realize the communication interaction between the device and other devices. The communication module can realize communication through a wired manner (such as a USB, a network cable, etc.) or through a wireless manner (such as a mobile network, WIFI, Bluetooth, etc.).

[0161] The bus 1050 includes a channel for transmitting information between various components (such as the processor 1010, the memory 1020, the input / output interface 1030, and the communication interface 1040) of the device.

[0162] It should be noted that although the above device only shows the processor 1010, the memory 1020, the input / output interface 1030, the communication interface 1040, and the bus 1050, in the specific implementation process, the device can also include other components necessary for normal operation. In addition, those skilled in the art can understand that the above device can also only contain the components necessary to implement the embodiments of the present specification, and does not have to contain all the components shown in the figure.

[0163] The electronic device of the above embodiments is used to implement the dynamic shifting torque control method corresponding to any of the above embodiments, and has the beneficial effects of the corresponding method embodiments, which are not described here.

[0164] Based on the same inventive concept, corresponding to any of the above embodiment methods, the present application also provides a non-transitory computer readable storage medium storing computer instructions for causing the computer to execute the dynamic shifting torque control method according to any of the above embodiments.

[0165] The computer readable medium of the embodiments can include permanent and non-permanent, removable and non-removable media, which can realize information storage by any method or technology. The information can be computer readable instructions, data structures, program modules or other data. Examples of computer storage media include, but are not limited to, phase change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technologies, compact disc read-only memory (CD-ROM), digital versatile disc (DVD) or other optical storage, magnetic cassette, magnetic tape disk storage or other magnetic storage devices, or any other non-transmission medium that can be used to store information accessible by a computing device.

[0166] The storage medium of the above-mentioned embodiments stores computer instructions for causing the computer to execute the torque control method of dynamic gear shifting as described in any of the above embodiments, and has the beneficial effects of the corresponding method embodiments, which are not repeated here.

[0167] Based on the same inventive concept, the present application also provides a vehicle comprising the electronic device or the torque control device of dynamic gear shifting of the above-mentioned embodiments, and executing the torque control method of dynamic gear shifting as described in any of the above embodiments by the electronic device or the torque control device of dynamic gear shifting of the above-mentioned embodiments, and has the beneficial effects of the corresponding method embodiments, which are not repeated here.

[0168] It can be understood that before using the technical solutions of various embodiments in the present disclosure, the user will be informed of the type, use range, use scenario, etc. of the personal information involved by appropriate means, and the authorization of the user will be obtained.

[0169] For example, in response to receiving the user's active request, the user is sent prompt information to explicitly prompt the user that the operation requested to be performed will require the acquisition and use of the user's personal information. Thus, the user can voluntarily choose whether to provide personal information to the software or hardware such as electronic device, application program, server or storage medium that performs the technical solutions of the present disclosure according to the prompt information.

[0170] As an optional but not limited implementation manner, in response to accepting the user's active request, the way of sending prompt information to the user may, for example, be the way of pop-up window, in which the prompt information can be presented in the form of text. In addition, the pop-up window can also carry selection controls for the user to select "agree" or "disagree" to provide personal information to the electronic device.

[0171] It can be understood that the above notification and obtaining user authorization process is only illustrative, and does not limit the implementation of the present disclosure, and other ways meeting relevant laws and regulations can also be applied to the implementation of the present disclosure.

[0172] Those skilled in the art will understand that the above discussion of any embodiment is merely exemplary and is not intended to be limiting of the scope of the present application; the above embodiments or technical features among different embodiments can also be combined, steps can be implemented in any order, and there are many other changes of different aspects of the embodiments of the present application as described above, which are not provided in details for the sake of brevity.

[0173] In addition, in order to simplify the description and discussion, and so as not to make the embodiments of the present application difficult to understand, the well-known power / ground connections of integrated circuit (IC) chips and other components can or can not be shown in the provided drawings. In addition, the apparatus can be shown in the form of a block diagram in order to avoid making the embodiments of the present application difficult to understand, and this also takes into account the fact that the details of the implementation of these block diagram apparatuses are highly dependent on the platform to be implemented to implement the embodiments of the present application (i.e., these details should be fully within the understanding of those skilled in the art). Where specific details (e.g., circuitry) are set forth in order to describe an illustrative embodiment of the present application, it will be apparent to those skilled in the art that the embodiments of the present application can be practiced without these specific details or with an equivalent arrangement. Therefore, these descriptions should be considered as illustrative rather than limiting.

[0174] Although the present application has been described in conjunction with the specific embodiments thereof, it is evident that many alternatives, modifications and variations will be apparent to those skilled in the art in light of the foregoing description. For example, other memory architectures (e.g., dynamic RAM (DRAM)) can use the embodiments discussed.

[0175] The embodiments of the present application are intended to cover all such alternatives, modifications and variations as falling within the broad scope of the application claimed. Accordingly, any omission, modification, equivalent replacement, improvement, etc. made within the spirit and principle of the embodiments of the present application should be included in the protection scope of the present application.

Claims

1. A method of dynamic shift torque control, wherein, The method comprises: in response to detecting a dynamic shift signal in the crawl mode, determining a target gear and a target vehicle speed corresponding to the dynamic shift signal; determining a current vehicle state according to wheel state information, and determining a current control stage of the dynamic shift according to the current vehicle state and the target gear; determining a vehicle direction coefficient corresponding to the current control stage, and correcting a torque calculation process according to the vehicle direction coefficient to obtain a requested torque, and controlling the motor according to the requested torque.

2. The dynamic shift torque control method according to claim 1, wherein, The method of determining the current vehicle state according to the wheel state information comprises: determining a wheel state according to the wheel state information; in response to the wheel state being a static state and the current vehicle speed being less than or equal to a preset state vehicle speed threshold, determining that the current vehicle state is a static state; in response to the wheel state being a dynamic state, determining a first number of forward rotating wheels and a second number of reverse rotating wheels; in response to the first number being greater than the second number, determining that the current vehicle state is a forward state; in response to the first number being less than the second number, determining that the current vehicle state is a reverse state; in response to the first number being equal to the second number and the current vehicle speed being less than or equal to the preset state vehicle speed threshold, determining that the current vehicle state is a static state.

3. The dynamic shift torque control method of claim 1, wherein, The method of determining the current control stage of the dynamic shift according to the current vehicle state and the target gear comprises: in response to the current vehicle state being a static state, determining a static stage as the current control stage; in response to the target gear being a forward gear and the current vehicle state being a reverse state, determining a deceleration stage as the current control stage; in response to the target gear being a forward gear and the current vehicle state being a forward state, determining an acceleration stage as the current control stage; in response to the target gear being a reverse gear and the current vehicle state being a forward state, determining a deceleration stage as the current control stage; in response to the target gear being a reverse gear and the current vehicle state being a reverse state, determining an acceleration stage as the current control stage.

4. The dynamic shift torque control method of claim 1, wherein, The method of determining the vehicle direction coefficient corresponding to the current control stage comprises: in response to the current control stage being a static stage, determining a zero value as the vehicle direction coefficient; in response to the current control stage being a deceleration stage, determining a preset first coefficient as the vehicle direction coefficient; wherein the first coefficient is less than zero; in response to the current control stage being an acceleration stage, determining a preset second coefficient as the vehicle direction coefficient; wherein the second coefficient is greater than zero.

5. The dynamic shift torque control method of claim 1, wherein, The method of correcting the torque calculation process according to the vehicle direction coefficient to obtain the requested torque comprises: determining a product of the vehicle direction coefficient and the current vehicle speed as a corrected vehicle speed; determining a first vehicle speed difference between the target vehicle speed and the current vehicle speed, and a second vehicle speed difference between the target vehicle speed and the corrected vehicle speed; determining the requested torque according to the first vehicle speed difference and the second vehicle speed difference.

6. The dynamic shift torque control method of claim 5, wherein, The method of determining the requested torque according to the first vehicle speed difference and the second vehicle speed difference comprises: determine a product of the second vehicle speed difference and a preset proportional gain coefficient as a proportional control torque; perform an integral operation on the second vehicle speed difference to obtain an integral value, and determine a product of the integral value and a preset integral gain coefficient as an integral control torque; determine a sum of the proportional control torque and the integral control torque as the request torque.

7. The dynamic shift torque control method of claim 1, wherein, determining the target vehicle speed comprises: determining a slope correction vehicle speed according to a current detected slope; determining a steering angle correction vehicle speed according to a steering wheel angle; determining a pressure correction vehicle speed according to a master cylinder pressure value of a brake master cylinder; determining the target vehicle speed as a minimum value among the slope correction vehicle speed, the steering angle correction vehicle speed and the pressure correction vehicle speed.

8. The dynamic shift torque control method of claim 1, wherein, determining the target gear position comprises: in response to the dynamic gear shift signal being a gear shift signal from a forward gear to a reverse gear, determining the reverse gear as the target gear position; in response to the dynamic gear shift signal being a gear shift signal from a reverse gear to a forward gear, determining the forward gear as the target gear position.

9. The dynamic shift torque control method of claim 1, wherein, before controlling the motor according to the request torque, further comprising: in response to monitoring that the current control phase is switched from a deceleration phase to an acceleration phase, determining a braking request torque of the deceleration phase and a driving request torque of the acceleration phase: determining a torque difference between the braking request torque and the driving request torque; determining a target change rate corresponding to the torque difference according to a preset torque change rate relationship; adjusting the braking request torque to the driving request torque according to the target change rate.

10. The dynamic shift torque control method of claim 7, wherein, after adjusting the braking request torque to the driving request torque according to the target change rate, further comprising: determining a slope compensation torque according to a current vehicle speed and a current detected slope; determining a final request torque as a sum of the driving request torque and the slope compensation torque.

11. The dynamic shift torque control method of claim 10, wherein, determining a slope compensation torque according to a current vehicle speed and a current detected slope comprises: determining a driving state according to the current detected slope; determining the slope compensation torque corresponding to the current vehicle speed according to the driving state and a current gear position.

12. The dynamic shift torque control method of claim 11, wherein, determining a driving state according to the current detected slope comprises: in response to the current detected slope being a positive value, determining an uphill state as the driving state; in response to the current detected slope being a negative value, determining a downhill state as the driving state.

13. The dynamic shift torque control method of claim 11, wherein, determining the slope compensation torque corresponding to the current vehicle speed according to the driving state and a current gear position comprises: in response to the current gear position being a forward gear and the driving state being the uphill state, determining a forward gear slope compensation positive torque as the slope compensation torque; in response to the current gear position being a reverse gear and the driving state being the uphill state, determining a reverse gear slope compensation negative torque as the slope compensation torque; in response to the current gear position being a forward gear and the driving state being the downhill state, determining a forward gear slope compensation negative torque as the slope compensation torque; in response to the current gear position being a reverse gear and the driving state being the downhill state, determining a reverse gear slope compensation positive torque as the slope compensation torque.

14. An electronic device comprising a memory, a processor, and a computer program stored on the memory and running on the processor, wherein, the processor executes the program to implement the method of any one of claims 1 to 13.

15. A vehicle, wherein, An electronic device comprising the display device as claimed in claim 14.

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