CN115817197B - Vehicle control method, control device, electronic device and storage medium - Google Patents
Vehicle control method, control device, electronic device and storage medium Download PDFInfo
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Abstract
本申请公开了一种车辆的控制方法、控制装置、电子设备及存储介质，该控制方法包括：在输入的请求扭矩大于电机的当前扭矩的情况下，确定电机的真实加速度；当真实加速度大于车辆的预设加速度时，基于真实加速度控制车辆，预设加速度是指车辆在高附着路面行驶时，全油门对应的扭矩所产生的最大加速度。该方法能够避免车辆在加速阶段出现较大的滑移量，保障车辆的稳定行驶。
The present application discloses a vehicle control method, a control device, an electronic device and a storage medium, the control method comprising: determining the real acceleration of the motor when the input request torque is greater than the current torque of the motor; when the real acceleration is greater than the preset acceleration of the vehicle, controlling the vehicle based on the real acceleration, the preset acceleration refers to the maximum acceleration generated by the torque corresponding to full throttle when the vehicle is driving on a high-adhesion road surface. The method can avoid a large slippage of the vehicle during the acceleration phase and ensure the stable driving of the vehicle.
Description
Technical Field
The present application relates to a vehicle control method, a control device, an electronic device, and a computer readable storage medium, and belongs to the technical field of vehicle control.
Background
Currently, mainstream vehicle anti-skid control is mostly implemented based on a distributed traction control system. In the control process, the distributed traction control system integrates a dynamic torque control unit in the traditional traction control system into a motor controller, so that the control period of the motor can be shortened, and on the basis, the torque of the motor is controlled more efficiently based on the target rotating speed of the motor obtained through pre-calculation, and the slip quantity of wheels is reduced.
Although the control speed of the distributed traction control system to the torque of the motor is faster than that of the conventional traction control system, in the actual control process, as shown in fig. 1, at the time t1, the actual rotation speed of the motor is higher than the target rotation speed of the motor, but the distributed traction control system cannot control the torque of the motor immediately because of the time required for data transmission, and if the time required for data transmission is t2-t1, the distributed traction control system can actually control the torque of the motor at the time t 2. Obviously, even though the data transmission time is short, the torque of the motor rises along with the request torque before the time t2, so that a large slip amount still occurs in a short time, and the vehicle cannot be ensured to stably run while accelerating.
Disclosure of Invention
The application provides a control method, a control device, electronic equipment and a computer readable storage medium of a vehicle, which can prevent the vehicle from larger slip quantity in an acceleration stage and ensure the stable running of the vehicle.
In a first aspect, the present application provides a control method of a vehicle, including:
Determining the actual acceleration of the motor under the condition that the input request torque is larger than the current torque of the motor;
And when the real acceleration is larger than the preset acceleration of the vehicle, controlling the vehicle based on the real acceleration, wherein the preset acceleration is the maximum acceleration generated by the torque corresponding to the full throttle when the vehicle runs on a high-adhesion road surface.
In a second aspect, the present application provides a control device for a vehicle, comprising:
a determining module, configured to determine a real acceleration of the motor when the input requested torque is greater than a current torque of the motor;
and the first control module is used for controlling the vehicle based on the real acceleration when the real acceleration is larger than the preset acceleration of the vehicle, wherein the preset acceleration is the maximum acceleration generated by the torque corresponding to the full throttle when the vehicle runs on a high-adhesion road surface.
In a third aspect, the present application provides an electronic device comprising a memory, a processor and a computer program stored in the memory and executable on the processor, the processor implementing the steps of the method of the first aspect when executing the computer program.
In a fourth aspect, the present application provides a computer readable storage medium storing a computer program which, when executed by a processor, performs the steps of the method of the first aspect.
In a fifth aspect, the present application provides a computer program product comprising a computer program which, when executed by one or more processors, implements the steps of the method of the first aspect described above.
Compared with the prior art, the application has the beneficial effect that the requested torque represents the current driving intention of a driver or an automatic driving system. When the requested torque is greater than the current torque of the motor, the driver or the automatic driving system can be considered to want to accelerate, and at this time, the real acceleration of the motor can be detected in real time so as to accurately judge whether the vehicle has a slipping phenomenon. It is found that when the torque of the motor does not exceed the road surface adhesion force, the acceleration generated by the vehicle under the action of the torque is approximately equal to the real acceleration of the motor, and the vehicle normally runs, and when the torque of the motor exceeds the road surface adhesion force, the acceleration generated by the vehicle under the torque is smaller than the real acceleration of the motor, and at the moment, the phenomenon of slipping of the vehicle is very likely to occur. Based on the method, the real acceleration can be compared with the preset acceleration of the vehicle, and when the real acceleration is larger than the preset acceleration, the vehicle is determined to skid, at the moment, in order to fully utilize the adhesive force available on the current road surface to control the vehicle, the vehicle can be controlled according to the real acceleration, so that the vehicle is prevented from larger slippage, and the vehicle is ensured to stably run while accelerating.
It will be appreciated that the advantages of the second to fifth aspects may be found in the relevant description of the first aspect, and are not described here again.
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In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings that are needed in the embodiments or the description of the prior art will be briefly introduced below, and it is obvious that the drawings in the following description are only some embodiments of the present application, and that other drawings can be obtained according to these drawings without inventive effort for a person skilled in the art.
FIG. 1 is an exemplary graph of torque and rotational speed of a motor over time in a prior distributed control scheme provided by an embodiment of the present application;
fig. 2 is a flow chart of a control method of a vehicle according to an embodiment of the present application;
Fig. 3 is an exemplary diagram of a change in torque and rotation speed of a motor with time under a control method of a vehicle according to an embodiment of the present application;
Fig. 4 is a flow chart of a vehicle control method in an actual application scenario provided by the embodiment of the application.
Fig. 5 is a schematic structural view of a control device for a vehicle according to an embodiment of the present application;
Fig. 6 is a schematic structural diagram of an electronic device according to an embodiment of the present application.
Detailed Description
In the following description, for purposes of explanation and not limitation, specific details are set forth such as the particular system architecture, techniques, etc., in order to provide a thorough understanding of the embodiments of the present application. It will be apparent, however, to one skilled in the art that the present application may be practiced in other embodiments that depart from these specific details. In other instances, detailed descriptions of well-known systems, devices, circuits, and methods are omitted so as not to obscure the description of the present application with unnecessary detail.
The control method of the vehicle provided by the embodiment of the application can be applied to a motor controller, or an intelligent automobile and other electronic devices capable of sending control instructions to the motor controller, such as a mobile phone, a tablet computer, a vehicle-mounted device, an augmented reality (augmented reality, AR)/Virtual Reality (VR) device, a notebook computer, an ultra-mobile personal computer (UMPC), a netbook, a personal digital assistant (personal DIGITAL ASSISTANT, PDA) and other electronic devices, and the embodiment of the application does not limit the specific types of the electronic devices. For convenience of explanation, the embodiments will be explained below with the motor controller as an execution body.
In the related art, in order to prevent a vehicle from generating larger slip quantity, when executing an anti-slip control strategy, the most time-saving control mode of the distributed traction control system is that when the rotating speed of a motor is larger than the target rotating speed (namely, the second target rotating speed) obtained by calculating based on a vehicle model by utilizing a traditional traction control system, the target rotating speed can be directly sent to a motor controller, so that the motor controller controls the torque of the motor based on the target rotating speed, the excessive slip quantity of the vehicle is avoided, and the stable running of the vehicle is further ensured.
In the process, the motor controller cannot immediately intervene in control based on the target rotating speed when the rotating speed of the motor is larger than the target rotating speed, and the time difference exists between the predicted intervening control and the actual intervening control, and the motor controller controls the motor based on the request torque before the intervening control based on the target rotating speed.
In order to solve the problems, the application provides a control method of a vehicle, which can avoid larger slippage of the vehicle in an acceleration stage and ensure stable running of the vehicle. The control method proposed by the present application will be described below by way of specific examples.
Fig. 2 shows a schematic flowchart of a control method of a vehicle provided by the present application, the control method including:
step 210, determining the actual acceleration of the motor.
In order to ensure stable running of the vehicle in an acceleration stage, the actual acceleration of the motor can be detected before the vehicle accelerates so as to accurately determine whether the vehicle slides. Since the target object inputs a request torque greater than the current torque of the motor before the vehicle accelerates, the request torque greater than the current torque of the motor can be used as a signal before the vehicle accelerates, namely, the motor controller can determine the real acceleration of the motor in real time under the condition that the request torque is greater than the current torque of the motor. The target object comprises a driver, an automatic driving system, an auxiliary driving system and the like.
And 220, controlling the vehicle based on the real acceleration when the real acceleration is larger than the preset acceleration of the vehicle.
It is found that when the torque of the motor does not exceed the road surface adhesion force, the acceleration generated by the vehicle under the action of the torque is approximately equal to the real acceleration of the motor, and the vehicle can normally run at the moment. Based on this conclusion, the motor controller may compare the actual acceleration of the motor with a preset acceleration of the vehicle and determine that the vehicle is slipping when the actual acceleration is greater than the preset acceleration. When the vehicle slips, in order to fully utilize the adhesive force provided by the current road surface to control the vehicle, the motor controller can control the vehicle according to the real acceleration, so that the larger slip quantity of the vehicle is avoided, and the vehicle is ensured to stably run while accelerating.
Along with the increase of the road surface adhesive force, the torque of the motor can generate and obtain the acceleration of the whole vehicle. When the vehicle is in a full throttle state, the acceleration of the motor generated by the motor torque is larger than or equal to the acceleration of the whole vehicle generated by the high adhesion road surface, and the acceleration of the motor is taken as the actual acceleration at the moment, based on the acceleration of the whole vehicle generated by the high adhesion road surface or the low adhesion road surface. Therefore, in order to avoid the situation that the vehicle slips and does not slip, the motor controller can control the vehicle based on the real acceleration, so that the speed of accelerating the vehicle is reduced. That is, the maximum acceleration generated by the torque corresponding to the full throttle can be used as the preset acceleration of the vehicle when the vehicle runs on the high-adhesion road surface, so that the accuracy of the motor controller for controlling the vehicle based on the real acceleration is improved.
In the embodiment of the application, the motor controller can timely and accurately determine whether the current vehicle slides or not by detecting whether the real acceleration of the motor is larger than the preset acceleration of the vehicle in real time before the vehicle starts accelerating. When the real acceleration is larger than the preset acceleration, the fact that the vehicle slides on the current road surface can be determined, and in order to avoid larger sliding quantity of the vehicle before the distributed traction control system performs interventional control based on the threshold, the motor controller can control the vehicle based on the real acceleration, so that the vehicle can stably run while accelerating.
In the above process, three control modes are mentioned altogether, the first control mode is a mode in which the motor controller controls the motor based on the request torque before the motor controller controls the vehicle based on the real acceleration, and can be described as a torque control mode, the second control mode is a mode in which the motor controller controls the vehicle based on the real acceleration, and can be described as a motor rotation speed control mode, and the third control mode is a motor control mode based on the distributed traction control system, and can be described as a distributed control mode.
In the embodiment of the present application, the motor rotation speed control mode may be regarded as compensation of the distributed control mode. Referring to fig. 3, compared with fig. 1, after the motor rotation speed control mode is introduced, the time point of the anti-slip control can be moved forward from the time t2 to the time t11, so that the problem that the anti-slip control cannot be performed in the time period t 1-t 2 in the distributed control mode can be effectively solved, the vehicle can stably run while accelerating, and the reliability of the vehicle control method is improved.
In some embodiments, the vehicle may be configured with at least 2 motors, each motor controlling one of the drive wheels, and when the true acceleration of any one of the motors is greater than a preset acceleration, the corresponding drive wheel of that motor may be considered to slip. At this time, in order to timely perform anti-slip intervention, the motor controller may control the vehicle based on a real acceleration greater than a preset acceleration, so that the vehicle can stably travel while accelerating, and the reliability of the vehicle control method is improved.
It can be understood that when the vehicle is configured with only one motor, the motor controller can determine whether the vehicle has a slip phenomenon according to the relationship between the actual acceleration of the motor and the preset acceleration, and when the actual acceleration is determined to be greater than the preset acceleration, the vehicle is controlled directly based on the actual acceleration, so that the vehicle can stably run while accelerating.
In some embodiments, the controlling the vehicle based on the real acceleration specifically includes:
step 221, determining a first target rotation speed corresponding to the current sampling period based on the real acceleration.
The motor controller has a fixed calculation period. To avoid that the calculation period has an influence on the control of the vehicle, the motor controller may follow the calculation period to control the vehicle. The calculation period is also referred to as the sampling period.
Specifically, before the motor controller controls the vehicle in the current sampling period, the first target rotating speed corresponding to the current sampling period can be determined according to the real acceleration, so that the vehicle can be accurately controlled in the current sampling period, and the slip quantity of the vehicle can be reduced as much as possible while the vehicle is accelerated.
In some embodiments, the first target rotation speed corresponding to the current sampling period may be accurately determined in combination with the current road surface condition, where the specific determining step of the first target rotation speed includes:
Step 2211, determining an acceleration threshold value of the vehicle on the current road surface based on the real acceleration.
The maximum acceleration that can be obtained by the vehicle under the current road surface, namely the acceleration threshold value, can be deduced from the actual acceleration of the motor. Since the preset acceleration is the maximum acceleration obtained by the vehicle on the high adhesion road surface, it is known that the acceleration threshold value is smaller than the preset acceleration if the current road surface is the low adhesion road surface, and the acceleration threshold value may be close to or approximately equal to the preset acceleration if the current road surface is the high adhesion road surface. That is, on road surfaces of different adhesion forces, the threshold acceleration value that can be obtained by the vehicle is always less than or equal to the preset acceleration.
Specifically, the motor controller may first determine the actual torque of the motor based on the actual acceleration, and then determine the acceleration threshold based on the relationship between the torque and the acceleration.
Step 2212, determining a first target rotation speed corresponding to the current sampling period based on the rotation speed of the motor at the initial time of the current sampling period, the acceleration threshold value and a preset formula in the current sampling period.
For the current sampling period, the motor controller can determine the rotating speed of the motor at the initial moment of the sampling period, record the rotating speed as n 0-motor, then take n 0-motor as a starting point, record the acceleration threshold value which can be provided for the vehicle by the current road surface as a slope, record the slope as A_vehicle_limit, and finally determine the target rotating speed which is to be reached by the rotating speed of the motor at the final moment of the current sampling period, namely the first target rotating speed corresponding to the current sampling period, based on a preset formula, and record the first target rotating speed as n_motor_target.
Optionally, the preset formula is: n_monitor_target=n0_monitor +T.A_vehicle_limit, where T is the sampling period.
Step 222, if the first target rotation speed corresponding to the current sampling period is smaller than the preset second target rotation speed, controlling the vehicle based on the first target rotation speed corresponding to the current sampling period.
From the foregoing, it can be seen that the motor controller adopts the motor rotational speed control mode control to smoothly transition from the torque control mode to the distributed control mode. Therefore, in the process of controlling the motor based on the motor speed control mode, the motor controller can compare the first target speed with the preset second target speed after determining the first target speed corresponding to the current sampling period, so as to determine whether the motor speed control mode or the distributed control mode is adopted currently to control the motor. The second target rotation speed is calculated by the traditional traction system through a vehicle model, and is also a control threshold of a distributed control mode.
If the first target rotating speed corresponding to the current sampling period is smaller than the preset second target rotating speed, the motor controller can control the motor in a motor rotating speed control mode. Specifically, during a current sampling period, the vehicle may be controlled based on a first target rotational speed corresponding to the current sampling period.
In some embodiments, during the current sampling period, the motor controller may control the rotational speed of the motor to reach a first target rotational speed corresponding to the current sampling period by:
Step 2221, if the rotation speed of the motor at the initial time of the current sampling period is greater than the first target rotation speed corresponding to the current sampling period, reducing the torque of the motor.
Step 2222, if the rotation speed of the motor at the initial time of the current sampling period is less than the first target rotation speed corresponding to the current sampling period, increasing the torque of the motor.
Step 2223, if the rotation speed of the motor at the initial time of the current sampling period is equal to the first target rotation speed corresponding to the current sampling period, maintaining the torque of the motor.
In the current sampling period, the motor controller controls the motor according to the magnitude relation between the rotating speed of the motor at the initial time of the current sampling period and the first target rotating speed corresponding to the current sampling period, so that the rotating speed of the motor is continuously close to the target rotating speed, excessive fluctuation can not occur near the target rotating speed, the acceleration rate of the vehicle is further prevented from being too low or the excessive slippage occurs, and the vehicle is ensured to be accelerated again and stably run.
Wherein, the above-mentioned size relation includes three kinds, respectively:
The first size relation is that the rotating speed of the motor at the initial moment of the current sampling period is larger than the first target rotating speed corresponding to the current sampling period. In this case, in order to avoid excessive slip of the vehicle, the motor controller may control the motor to reduce torque, thereby reducing the rotational speed of the motor;
and the second size relation is that the rotating speed of the motor at the initial moment of the current sampling period is smaller than the first target rotating speed corresponding to the current sampling period. In this case, in order to avoid an excessively low acceleration rate of the vehicle, the motor controller may control the motor to raise the torque, thereby increasing the acceleration rate of the vehicle;
And in the third size relation, the rotating speed of the motor at the initial moment of the current sampling period is equal to the first target rotating speed corresponding to the current sampling period. In this case, it is considered that the acceleration rate of the vehicle is moderate and an excessive slip amount does not occur, so the motor controller can control the motor to maintain torque.
In some embodiments, after determining the first target rotational speed corresponding to the current sampling period based on the real acceleration, the method further includes:
and step A, if the first target rotating speed corresponding to the current sampling period is not smaller than the second target rotating speed, controlling the vehicle based on the distributed traction control system and the second target rotating speed.
In the motor speed control mode, the first target speed gradually increases along with the time, and when the first target speed is greater than or equal to the preset second target speed, the motor controller can control the vehicle according to the second target speed of the distributed traction control system in the subsequent acceleration process of the vehicle, namely, the distributed control mode is adopted, so that the reliability of the control method of the vehicle is improved.
In some embodiments, after a period of time for the motor in the motor speed control mode, if the first target speed is still smaller than the second target speed, the motor controller means that the torque of the motor is too small, so that the vehicle accelerates too slowly. In view of this problem, the control method of the present application may further include:
and B, if the first target rotating speeds corresponding to the continuous appointed number of historical sampling periods are smaller than the second target rotating speeds, controlling the vehicle based on the request torque.
The process of controlling the motor by the motor controller using the motor speed control method may include a plurality of sampling periods. The sampling period before the current sampling period may be referred to as a historical sampling period, if the first target rotational speed corresponding to the continuous specified number of historical sampling periods is smaller than the second target rotational speed, the motor controller may be considered to have already adopted the motor rotational speed control mode to control the motor for a period of time, and has not transitioned from the motor rotational speed control mode to the distributed control mode, that is, the torque of the current motor is too small, which is not beneficial to acceleration of the vehicle.
To increase the rate of acceleration of the vehicle, the motor controller may control the vehicle based on the requested torque so that the vehicle travels at a higher acceleration to achieve a desired speed of the target object in a short time. That is, when the motor controller controls the motor by the motor rotation speed control method, if it is confirmed that the torque of the motor is too small to affect the acceleration rate of the vehicle, the motor controller can switch from the motor rotation speed control method to a torque control method capable of obtaining a larger torque of the vehicle, thereby controlling the vehicle to accelerate in a short time.
It can be understood that after the motor controller replaces the motor rotation speed control mode with the torque control mode, the motor controller can still determine whether the real acceleration is greater than the preset acceleration of the vehicle in real time in the process of controlling the motor by adopting the torque control mode, and when the real acceleration is determined to be greater than the preset acceleration of the vehicle again, the motor can be controlled again by adopting the motor rotation speed control mode.
It should be understood that the sequence number of each step in the foregoing embodiment does not mean that the execution sequence of each process should be determined by the function and the internal logic, and should not limit the implementation process of the embodiment of the present application.
For easy understanding, the control method of the vehicle according to the present application is described below in a practical application scenario.
Fig. 4 shows a flow chart of a control method of a vehicle. Assuming that the vehicle is provided with two motors corresponding to two driving wheels, respectively, the execution subject of the control method is a motor controller (not shown in the drawings), comprising:
410. the motor controller receives the requested torque.
420. It is determined whether the requested torque is greater than the current torque of the electric machine.
The motor controller, upon receiving the requested torque, may determine whether the requested torque is greater than a current torque of the motor, and then may control the motor according to a relationship between the requested torque and the current torque. For example, when the requested torque is greater than the current torque of the motor, the motor controller may control the motor based on the requested torque and the torque control manner, i.e., directly control the motor to boost the torque based on the current torque and the requested torque. When it is determined that the requested torque is less than or equal to the current torque of the motor, step 410 is returned.
430. In the event that the requested torque is determined to be greater than the current torque of the motor, the motor controller determines the actual acceleration of both motors.
In the event that the motor controller determines that the requested torque is greater than the current torque of the motors, the vehicle may be considered to be accelerating soon, and in order to ensure stability of the vehicle during acceleration, the actual acceleration of both motors may be determined to facilitate a subsequent determination of whether the vehicle is slipping.
440. The motor controller determines whether the real acceleration corresponding to the motor is larger than a preset acceleration.
After determining the real acceleration of the motors, the motor controller can compare the real acceleration corresponding to each motor with a preset acceleration to determine whether the real acceleration corresponding to the motors is larger than the preset acceleration, namely, whether the driving wheels corresponding to the motors slip. The preset acceleration is generated by the torque of the motor when the vehicle full throttle runs on a high-adhesion road surface. And returning to the step 430 when the real acceleration corresponding to each motor is less than or equal to the preset acceleration.
450. The motor controller determines that the real acceleration corresponding to any one motor is larger than the preset acceleration generated by the torque of the motor when the vehicle full throttle runs on a high-adhesion road surface, and controls the motor in a motor rotating speed control mode.
When the real acceleration corresponding to any one motor is larger than the preset acceleration, the driving wheel corresponding to the motor can be considered to skid, and the phenomenon that the driving wheel corresponding to a skid occurs is indicated by assuming that the two motors are respectively a and b, wherein the real acceleration corresponding to a is larger than the preset acceleration. The slip phenomenon indicates that the acceleration of the vehicle is the maximum acceleration provided by the current road surface at this time, so as to avoid further increase of the slip quantity of the driving wheel corresponding to a and influence the running stability and safety of the whole vehicle, the motor controller can control the motor in a motor speed control mode, and the vehicle can stably run while accelerating. The specific process of adopting the motor rotation speed control mode may refer to the descriptions of the above embodiments, and will not be repeated here.
It will be appreciated that the slipping of the drive wheel corresponding to only a single motor may be used to control the motor corresponding to the slipping drive wheel during the control process.
460. In the process of controlling the motor by adopting the motor rotating speed control mode, the motor controller determines whether the first target rotating speed in the motor rotating speed control mode meets a first preset condition or a second preset condition.
The first preset condition is that the first target rotating speed in the motor rotating speed control mode is larger than the second target rotating speed in the distributed control mode, and the second preset condition is that the first target rotating speed in the motor rotating speed control mode is smaller than the second target rotating speed in the distributed control mode in a preset time period.
470. And if the first target rotating speed in the motor rotating speed control mode meets a first preset condition, controlling the motor in a distributed control mode.
When the first target rotating speed is larger than the second target rotating speed, the motor controller is indicated to finish stable transition from the torque control mode to the distributed control mode by utilizing the motor rotating speed control mode, and the motor can be directly controlled in the distributed mode until the vehicle is accelerated.
480. And if the first target rotating speed in the motor rotating speed control mode meets the second preset condition, controlling the motor in a torque mode.
If the first target rotating speed is smaller than the second target rotating speed in the preset time period, the motor controller cannot finish transition from the motor rotating speed control mode to the distributed control mode in a short time by utilizing the motor rotating speed control mode, namely, the motor is too small in torque at the moment and the acceleration speed of a vehicle can be influenced, and in order to enable the motor to increase the torque in a short time, the motor controller can control the motor in a torque control mode. Of course, after the motor controller controls the motor in a torque control manner, the above-mentioned step 430 and the subsequent steps may be performed again.
In summary, the application has the following beneficial effects:
(1) In the vehicle acceleration stage, if the actual acceleration of the motor is greater than the preset acceleration of the vehicle, the vehicle is considered to have a slipping phenomenon. At this time, in order to avoid the occurrence of larger slippage of the vehicle in a short time due to the adoption of a distributed control mode, the motor controller replaces the current torque control mode with a motor rotating speed control mode, so that the vehicle is stably accelerated by utilizing the adhesive force of the current road surface, and the running safety of the vehicle is improved;
(2) When the first target rotating speed in the motor rotating speed control mode is larger than the second target rotating speed in the distributed control mode, the fact that the vehicle is controlled in the distributed control mode does not cause excessive slippage due to time difference between the predicted intervention control and the actual intervention control is explained, and therefore the motor controller can replace the current motor rotating speed control mode with the distributed control mode, and reliability of a vehicle control method is improved;
(3) In a preset time period, if the first target rotating speed in the motor rotating speed control mode is smaller than the second target rotating speed in the distributed control mode, the torque of the current motor is smaller, and the motor cannot be accelerated in a short time. In order to shorten the time required for accelerating the vehicle, the motor controller may replace the current motor rotation speed control mode with a torque control mode.
Corresponding to the control method of the vehicle described in the above embodiments, fig. 5 shows a block diagram of the control device 5 of the vehicle provided in the embodiment of the present application, and for convenience of explanation, only the portions related to the embodiment of the present application are shown. Referring to fig. 5, the control device 5 includes:
a determining module 51 for determining a true acceleration of the motor in case the input requested torque is greater than a current torque of the motor;
The first control module 52 is configured to control the vehicle based on the actual acceleration when the actual acceleration is greater than a preset acceleration of the vehicle, where the preset acceleration is a maximum acceleration generated by a torque corresponding to the full throttle when the vehicle is traveling on a high adhesion road.
Alternatively, the first control module 52 may include:
The first determining unit is used for determining a first target rotating speed corresponding to the current sampling period based on the real acceleration;
And the control unit is used for controlling the vehicle based on the first target rotating speed corresponding to the current sampling period if the first target rotating speed corresponding to the current sampling period is smaller than a preset second target rotating speed, and the second target rotating speed is calculated by a vehicle model of the vehicle.
Alternatively, the first determining unit may include:
The first determining subunit is used for determining an acceleration threshold value of the vehicle on the current road surface based on the real acceleration, wherein the acceleration threshold value is smaller than or equal to a preset acceleration;
the second determining subunit is configured to determine, in the current sampling period, a first target rotation speed corresponding to the current sampling period based on a rotation speed of the motor at an initial time of the current sampling period, an acceleration threshold value, and a preset formula.
Alternatively, the control unit may include:
the first control subunit is used for reducing the torque of the motor if the rotating speed of the motor at the initial moment of the current sampling period is greater than the first target rotating speed corresponding to the current sampling period;
The second control subunit is used for increasing the torque of the motor if the rotating speed of the motor at the initial moment of the current sampling period is smaller than the first target rotating speed corresponding to the current sampling period;
And the third control subunit is used for maintaining the torque of the motor if the rotating speed of the motor at the initial moment of the current sampling period is equal to the first target rotating speed corresponding to the current sampling period.
Optionally, the control device may further include:
And the second control module is used for controlling the vehicle based on the distributed traction control system and the second target rotating speed if the first target rotating speed corresponding to the current sampling period is not smaller than the second target rotating speed after the first target rotating speed corresponding to the current sampling period is determined based on the real acceleration.
Optionally, the control device may further include:
And the third control module is used for controlling the vehicle based on the request torque if the first target rotating speed corresponding to the continuous appointed number of historical sampling periods is smaller than the second target rotating speed, wherein the historical sampling periods are sampling periods before the current sampling period.
Alternatively, the first control module 52 is specifically configured to control the vehicle based on the actual acceleration greater than the preset acceleration when the actual acceleration of any one of the motors is greater than the preset acceleration.
It should be noted that, because the content such as the information interaction and the execution process between the above devices/units are based on the same concept as the method embodiment of the present application, specific functions and technical effects thereof may be referred to in the method embodiment section, and will not be described herein.
Fig. 6 is a schematic structural diagram of an electronic device according to an embodiment of the application. As shown in fig. 6, the electronic device 6 of this embodiment includes at least one processor 60 (only one shown in fig. 6), a memory 61, and a computer program 62 stored in the memory 61 and executable on the at least one processor 60, the processor 60 implementing steps in an embodiment of a control method of any of the vehicles described above, such as steps 110-120 shown in fig. 1, when executing the computer program 62.
The Processor 60 may be a central processing unit (Central Processing Unit, CPU), the Processor 60 may also be other general purpose processors, digital signal processors (DIGITAL SIGNAL processors, DSP), application SPECIFIC INTEGRATED Circuit (ASIC), off-the-shelf Programmable gate array (Field-Programmable GATE ARRAY, FPGA) or other Programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, or the like. A general purpose processor may be a microprocessor or the processor may be any conventional processor or the like.
The memory 61 may in some embodiments be an internal storage unit of the electronic device 6, such as a hard disk or a memory of the electronic device 6. The memory 61 may also be an external storage device of the electronic device 6 in other embodiments, such as a plug-in hard disk provided on the electronic device 6, a smart memory card (SMART MEDIA CARD, SMC), a Secure Digital (SD) card, a flash memory card (FLASH CARD), etc. Further, the memory 61 may also include both an internal storage unit and an external storage device of the terminal device 6. The memory 61 is used to store an operating device, an application program, a boot loader (BootLoader), data, and other programs and the like, such as program codes of computer programs and the like. The memory 61 may also be used to temporarily store data that has been output or is to be output.
It will be apparent to those skilled in the art that, for convenience and brevity of description, only the above-described division of the functional units and modules is illustrated, and in practical application, the above-described functional distribution may be performed by different functional units and modules according to needs, i.e. the internal structure of the apparatus is divided into different functional units or modules to perform all or part of the above-described functions. The functional units and modules in the embodiment may be integrated in one processing unit, or each unit may exist alone physically, or two or more units may be integrated in one unit, where the integrated units may be implemented in a form of hardware or a form of a software functional unit. In addition, the specific names of the functional units and modules are only for distinguishing from each other, and are not used for limiting the protection scope of the present application. The specific working process of the units and modules in the above system may refer to the corresponding process in the foregoing method embodiment, which is not described herein again.
Embodiments of the present application also provide a computer readable storage medium storing a computer program which, when executed by a processor, implements steps for implementing the various method embodiments described above.
Embodiments of the present application provide a computer program product which, when run on a mobile terminal, causes the mobile terminal to perform steps that enable the implementation of the method embodiments described above.
The integrated units, if implemented in the form of software functional units and sold or used as stand-alone products, may be stored in a computer readable storage medium. Based on such understanding, the present application may implement all or part of the flow of the method of the above embodiments, and may be implemented by a computer program to instruct related hardware, where the computer program may be stored in a computer readable storage medium, and when the computer program is executed by a processor, the computer program may implement the steps of each of the method embodiments described above. Wherein the computer program comprises computer program code which may be in source code form, object code form, executable file or some intermediate form etc. The computer readable medium can include at least any entity or device capable of carrying computer program code to a camera device/electronic apparatus, a recording medium, a computer Memory, a Read-Only Memory (ROM), a random access Memory (RAM, random Access Memory), an electrical carrier signal, a telecommunications signal, and a software distribution medium. Such as a U-disk, removable hard disk, magnetic or optical disk, etc.
In the foregoing embodiments, the descriptions of the embodiments are emphasized, and in part, not described or illustrated in any particular embodiment, reference is made to the related descriptions of other embodiments.
Those of ordinary skill in the art will appreciate that the various illustrative elements and algorithm steps described in connection with the embodiments disclosed herein may be implemented as electronic hardware, or combinations of computer software and electronic hardware. Whether such functionality is implemented as hardware or software depends upon the particular application and design constraints imposed on the solution. Skilled artisans may implement the described functionality in varying ways for each particular application, but such implementation decisions should not be interpreted as causing a departure from the scope of the present application.
In the embodiments provided in the present application, it should be understood that the disclosed apparatus/network device and method may be implemented in other manners. For example, the apparatus/network device embodiments described above are merely illustrative, e.g., the division of the modules or units is merely a logical functional division, and there may be additional divisions in actual implementation, e.g., multiple units or components may be combined or integrated into another system, or some features may be omitted, or not performed. Alternatively, the coupling or direct coupling or communication connection shown or discussed may be an indirect coupling or communication connection via interfaces, devices or units, which may be in electrical, mechanical or other forms.
The units described as separate units may or may not be physically separate, and units shown as units may or may not be physical units, may be located in one place, or may be distributed on a plurality of network units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.
The foregoing embodiments are merely illustrative of the technical solutions of the present application, and not restrictive, and although the present application has been described in detail with reference to the foregoing embodiments, it should be understood by those skilled in the art that modifications may still be made to the technical solutions described in the foregoing embodiments or equivalent substitutions of some technical features thereof, and that such modifications or substitutions do not depart from the spirit and scope of the technical solutions of the embodiments of the present application.
Claims (8)
1. A control method of a vehicle, characterized by comprising:
Determining a true acceleration of the motor in case the input requested torque is greater than a current torque of the motor;
When the real acceleration is larger than the preset acceleration of the vehicle, controlling the vehicle based on the real acceleration, wherein the preset acceleration is the maximum acceleration generated by the torque corresponding to the full accelerator when the vehicle runs on a high-adhesion road surface;
wherein said controlling said vehicle based on said true acceleration comprises:
determining a first target rotating speed corresponding to the current sampling period based on the real acceleration;
if the first target rotating speed corresponding to the current sampling period is smaller than a preset second target rotating speed, controlling the vehicle based on the first target rotating speed corresponding to the current sampling period, wherein the second target rotating speed is obtained by calculating a vehicle model of the vehicle;
and if the first target rotating speed corresponding to the current sampling period is not smaller than the second target rotating speed, controlling the vehicle based on the distributed traction control system and the second target rotating speed.
2. The control method according to claim 1, wherein the determining the first target rotation speed corresponding to the current sampling period based on the real acceleration includes:
determining an acceleration threshold value of the vehicle on the current road surface based on the real acceleration, wherein the acceleration threshold value is smaller than or equal to the preset acceleration;
And in the current sampling period, determining a first target rotating speed corresponding to the current sampling period based on the rotating speed of the motor at the initial moment of the current sampling period, the acceleration threshold value and a preset formula.
3. The control method according to claim 2, characterized in that the controlling the vehicle based on the first target rotation speed corresponding to the current sampling period includes:
if the rotating speed of the motor at the initial moment of the current sampling period is larger than the first target rotating speed corresponding to the current sampling period, reducing the torque of the motor;
If the rotating speed of the motor at the initial moment of the current sampling period is smaller than the first target rotating speed corresponding to the current sampling period, the torque of the motor is increased;
and if the rotating speed of the motor at the initial moment of the current sampling period is equal to the first target rotating speed corresponding to the current sampling period, maintaining the torque of the motor.
4. The control method according to claim 1, characterized in that the control method further comprises:
And if the first target rotating speed corresponding to the continuous appointed number of historical sampling periods is smaller than the second target rotating speed, controlling the vehicle based on the request torque, wherein the historical sampling periods are sampling periods before the current sampling period.
5. The control method according to claim 1, characterized in that the vehicle is provided with at least 2 of the motors, and the controlling the vehicle based on the real acceleration when the real acceleration is greater than a preset acceleration of the vehicle includes:
When the true acceleration of any one of the motors is greater than the preset acceleration, the vehicle is controlled based on the true acceleration greater than the preset acceleration.
6. A control device of a vehicle, characterized by comprising:
A determining module for determining a true acceleration of the motor in case the input requested torque is greater than a current torque of the motor;
the first control module is used for controlling the vehicle based on the real acceleration when the real acceleration is larger than the preset acceleration of the vehicle, wherein the preset acceleration is the maximum acceleration generated by the torque corresponding to the full throttle when the vehicle runs on a high-adhesion road surface;
wherein the first control module comprises:
the first determining unit is used for determining a first target rotating speed corresponding to the current sampling period based on the real acceleration;
The control unit is used for controlling the vehicle based on the first target rotating speed corresponding to the current sampling period if the first target rotating speed corresponding to the current sampling period is smaller than a preset second target rotating speed, and the second target rotating speed is calculated by a vehicle model of the vehicle;
the control device further comprises a second control module for:
After determining a first target rotating speed corresponding to a current sampling period based on the real acceleration, if the first target rotating speed corresponding to the current sampling period is not smaller than the second target rotating speed, controlling the vehicle based on a distributed traction control system and the second target rotating speed.
7. An electronic device comprising a memory, a processor and a computer program stored in the memory and executable on the processor, characterized in that the processor implements the control method of the vehicle according to any one of claims 1 to 5 when executing the computer program.
8. A computer-readable storage medium storing a computer program, characterized in that the computer program, when executed by a processor, implements the control method of the vehicle according to any one of claims 1 to 5.
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| CN202211494848.5A CN115817197B (en) | 2022-11-26 | 2022-11-26 | Vehicle control method, control device, electronic device and storage medium |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| CN106740267A (en) * | 2017-01-25 | 2017-05-31 | 北京新能源汽车股份有限公司 | Control method and system for output torque |
| CN112549991A (en) * | 2020-12-17 | 2021-03-26 | 广州橙行智动汽车科技有限公司 | Torque control method, device, vehicle and storage medium |
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| CN101209683B (en) * | 2006-12-26 | 2011-06-15 | 比亚迪股份有限公司 | Electric automobile driving electric motor control method and control system thereof |
| CN113997791A (en) * | 2021-11-19 | 2022-02-01 | 奇瑞新能源汽车股份有限公司 | Anti-slip control method and device for electric vehicle, vehicle and storage medium |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| CN106740267A (en) * | 2017-01-25 | 2017-05-31 | 北京新能源汽车股份有限公司 | Control method and system for output torque |
| CN112549991A (en) * | 2020-12-17 | 2021-03-26 | 广州橙行智动汽车科技有限公司 | Torque control method, device, vehicle and storage medium |
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