CN119239566A - Vehicle control method, related equipment and vehicle - Google Patents
Vehicle control method, related equipment and vehicle Download PDFInfo
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- CN119239566A CN119239566A CN202411750115.2A CN202411750115A CN119239566A CN 119239566 A CN119239566 A CN 119239566A CN 202411750115 A CN202411750115 A CN 202411750115A CN 119239566 A CN119239566 A CN 119239566A
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Abstract
The application provides a vehicle control method, related equipment and a vehicle, which comprise the steps of acquiring a driving mode and a clutch state of the vehicle, and acquiring power system information and vehicle speed information in response to determining that the driving mode is a direct driving mode and the clutch state is a non-opening state. The clutch opening is controlled in response to determining that the powertrain information satisfies a preset first clutch opening condition, or in response to determining that the vehicle speed information satisfies a preset second clutch opening condition. The application provides two clutch opening conditions, any one of which is satisfied, and the clutch is immediately opened. By setting two clutch opening conditions, accuracy and comprehensiveness of recognition of the clutch emergency opening working condition are improved, and compared with the method for recognizing the clutch emergency opening working condition only according to the rotation speed of the engine and the rotation speed of the transmission input shaft in the prior art, the method provided by the application can reduce the probability of the clutch being missed to be opened, and further improve the running safety of a vehicle.
Description
Technical Field
The present application relates to the field of vehicle technologies, and in particular, to a vehicle control method, a related device, and a vehicle.
Background
Under the direct-drive working condition of the engine, the clutch of the hybrid vehicle is in a closed state, and the engine directly provides driving force for the vehicle. In case of sudden braking or slipping, the clutch needs to be opened urgently to avoid the problems of engine stall or serious jogging of the vehicle. However, the emergency opening working condition of the clutch cannot be accurately identified at present, the problem that the clutch is opened by mistake or is not opened by mistake exists, and potential safety hazards exist in vehicle running.
Disclosure of Invention
In view of the above, the present application is directed to a vehicle control method, a related device and a vehicle, so as to solve the problem of inaccurate recognition of the emergency opening condition of the clutch.
In view of the above object, a first aspect of the present application provides a vehicle control method including:
acquiring a driving mode of a vehicle and a state of a clutch;
Acquiring power system information and vehicle speed information in response to determining that the drive mode is a direct drive mode and that the state of the clutch is a non-open state;
Controlling clutch opening in response to determining that the powertrain information satisfies a preset first clutch opening condition, wherein the first clutch opening condition is used for characterizing a condition that the powertrain information needs to satisfy when a wheel speed reduction rate exceeds a preset rate threshold, or
And controlling the clutch to be opened in response to determining that the vehicle speed information meets a preset second clutch opening condition, wherein the second clutch opening condition is used for representing a condition that the vehicle speed information needs to meet when the vehicle is locked.
Optionally, the power system information includes an launch start function activation state, a transmission input shaft rotation speed and an engine rotation speed, and the determining that the power system information meets a preset first clutch opening condition includes:
and in response to the launch start function activation state being inactive, determining whether the transmission input shaft rotating speed and the engine rotating speed meet a low-speed condition, and if so, determining that the power system information meets a preset first clutch opening condition.
Optionally, the determining whether the transmission input shaft speed and the engine speed meet a low speed condition includes:
determining a first reference threshold according to the power system information;
In response to the transmission input shaft speed being below the first reference threshold and the engine speed being below a second reference threshold, it is determined that the transmission input shaft speed and the engine speed satisfy a low speed condition.
Optionally, the power system information further includes a gear shift state, a current gear and a speed change rate of an input shaft of the transmission, and the determining the first reference threshold according to the power system information includes:
And determining the first reference threshold according to a first preset corresponding relation based on the speed change rate of the transmission input shaft and the current gear in response to the gear switching state being a non-gear shifting state, wherein the speed change rate of the transmission input shaft and the first reference threshold are positively correlated when the current gear is fixed.
Optionally, the power system information further includes a gear shift state, a current gear and a longitudinal acceleration, and the determining the first reference threshold according to the power system information includes:
and determining the first reference threshold according to a second preset corresponding relation based on the longitudinal acceleration and the current gear in response to the gear switching state being a gear shifting state, wherein the longitudinal acceleration and the first reference threshold are positively correlated when the current gear is fixed.
Optionally, the vehicle speed information comprises a vehicle speed and a wheel speed of the whole vehicle, and the determining that the vehicle speed information meets a preset second clutch opening condition comprises the following steps:
and responding to the whole vehicle speed is larger than a vehicle speed threshold value, and the wheel speeds of all the wheels meet the wheel speed difference condition, and determining that the vehicle speed information meets the preset second clutch opening condition.
Optionally, the wheel speed of each wheel satisfies a wheel speed difference condition, including:
And determining that the wheel speeds of the wheels meet a wheel speed difference condition in response to the wheel speeds of the left rear wheel or the right rear wheel being greater than a first wheel speed threshold and the wheel speeds of the left front wheel or the right front wheel being less than a second wheel speed threshold, wherein the first wheel speed threshold is greater than the second wheel speed threshold.
Optionally, the wheel speed of each wheel satisfies a wheel speed difference condition, including:
and determining that the wheel speeds of the wheels meet a wheel speed difference condition in response to the wheel speed average value of the two rear wheels being greater than a third wheel speed threshold value and the wheel speed average value of the two front wheels being less than a fourth wheel speed threshold value, wherein the third wheel speed threshold value is greater than the fourth wheel speed threshold value.
The second aspect of the application also provides a vehicle control apparatus including:
an acquisition module configured to acquire a drive mode of the vehicle and a state of the clutch;
A first determination module configured to obtain powertrain information and vehicle speed information in response to determining that the drive mode is a direct drive mode and that the state of the clutch is a non-open state;
a second determination module configured to control clutch opening in response to determining that the powertrain information satisfies a preset first clutch opening condition, or
And controlling the clutch to be opened in response to determining that the vehicle speed information meets a preset second clutch opening condition.
A third aspect of the application also provides an electronic device comprising a memory, a processor and a computer program stored on the memory and executable by the processor, the processor implementing the method according to the first aspect when executing the computer program.
A fourth aspect of the application also provides a vehicle comprising an electronic device as described in the third aspect.
From the above, it can be seen that the vehicle control method, the related apparatus and the vehicle provided by the application comprise the steps of acquiring a driving mode and a clutch state of the vehicle, and acquiring power system information and vehicle speed information in response to determining that the driving mode is a direct driving mode and the clutch state is a non-opening state. In the direct-drive mode, if sudden braking or slipping occurs, the problem of engine stall or serious vehicle running may occur. Therefore, before determining whether the clutch needs to be opened, it is first necessary to determine whether the vehicle is in the direct drive mode, and if the vehicle is not in the direct drive mode, no subsequent determination is necessary. Similarly, if the clutch is already in the open state, no further determination is necessary. If the vehicle is in the direct drive mode and the clutch is in a non-open state, the vehicle needs to continuously judge the emergency opening working condition of the clutch. Further, whether the emergency opening working condition of the clutch is met or not is judged by acquiring the power system information and the vehicle speed information. And controlling the clutch to be opened in response to determining that the power system information meets a preset first clutch opening condition, wherein the first clutch opening condition is used for representing a condition that the power system information needs to be met when the wheel speed falling rate exceeds a preset rate threshold value, or controlling the clutch to be opened in response to determining that the vehicle speed information meets a preset second clutch opening condition, wherein the second clutch opening condition is used for representing a condition that the vehicle speed information needs to be met when the wheel locking of the vehicle occurs. The application provides two clutch opening conditions, any one of which is satisfied, and the clutch is immediately opened. By setting two clutch opening conditions, accuracy and comprehensiveness of recognition of the clutch emergency opening working condition are improved, and compared with the method for recognizing the clutch emergency opening working condition only according to the rotation speed of the engine and the rotation speed of the transmission input shaft in the prior art, the method provided by the application can reduce the probability of the clutch being missed to be opened, and further improve the running safety of a vehicle.
Drawings
In order to more clearly illustrate the technical solutions of the present application or related art, the drawings that are required to be used in the description of the embodiments or related art will be briefly described below, and it is apparent that the drawings in the following description are only embodiments of the present application, and other drawings may be obtained according to the drawings without inventive effort to those of ordinary skill in the art.
FIG. 1 is a schematic diagram of a vehicle architecture according to an embodiment of the present application;
FIG. 2 is a flow chart of a vehicle control method according to an embodiment of the application;
fig. 3 is a schematic structural view of a vehicle control apparatus according to an embodiment of the present application;
fig. 4 is a schematic diagram of a hardware structure of an electronic device according to an embodiment of the present application.
Detailed Description
The present application will be further described in detail below with reference to specific embodiments and with reference to the accompanying drawings, in order to make the objects, technical solutions and advantages of the present application more apparent.
It should be noted that unless otherwise defined, technical or scientific terms used in the embodiments of the present application should be given the ordinary meaning as understood by one of ordinary skill in the art to which the present application belongs. The terms "first," "second," and the like, as used in embodiments of the present application, do not denote any order, quantity, or importance, but rather are used to distinguish one element from another. The word "comprising" or "comprises", and the like, means that elements or items preceding the word are included in the element or item listed after the word and equivalents thereof, but does not exclude other elements or items. The terms "connected" or "connected," and the like, are not limited to physical or mechanical connections, but may include electrical connections, whether direct or indirect. "upper", "lower", "left", "right", etc. are used merely to indicate relative positional relationships, which may also be changed when the absolute position of the object to be described is changed.
Fig. 1 shows a schematic diagram of a vehicle architecture of an embodiment of the present application. As shown in fig. 1, the hybrid system of the hybrid vehicle of the application includes a front axle power system and a rear axle power system. The front axle power system includes an engine 01, a clutch 02, a front axle motor 03, and a transmission 04. When the clutch 02 is closed, the engine 01 is connected to the front motor 03, and when the clutch 02 is opened, the engine 01 is disconnected from the front motor 03. The input shaft of the transmission 04 is connected to the front axle for outputting driving force to the front wheels. The rear axle power system includes a rear axle motor 05 and a differential 06. The hybrid power system mainly has two working modes of series connection and direct drive. In the series mode, the clutch 02 is disconnected, the engine 01 can drive the front axle motor 03 to generate power, power is provided for the rear axle motor 05, and the vehicle is driven by the rear axle motor 05. When the power of the vehicle is insufficient, the power battery intervenes to jointly provide electric energy for the rear axle motor 05. When the power of the vehicle is sufficient, the engine 01 drives the front axle motor 03 to generate electricity, so that the electric energy can be provided for the rear axle motor 05, and the power battery can be charged. While in direct drive mode, clutch 02 is closed and engine 01 can drive the vehicle directly through transmission 04.
However, under some special conditions, vehicle related controllers, such as hybrid controllers (Hybrid Control Unit, HCU) or whole vehicle controllers (Vehicle Control Unit, VCU), request an emergency clutch opening, otherwise problems such as engine stall or serious vehicle jerk may occur. For example, when the vehicle suddenly brakes, slips, or the vehicle travels from an icy or snowy road to a normal road, the rotational speed of the wheels suddenly changes, and the wheel speed drops faster. Because the engine directly drives wheels, abrupt change of the wheel speed drives abrupt change of the engine speed, the engine is flamed out or the vehicle runs seriously, and serious running safety hidden trouble exists. Therefore, the method is particularly important for accurately judging the emergency opening working condition of the clutch, so that the problem of incorrect opening of the clutch can be avoided, the problem of missed opening of the clutch can be avoided, and the running safety of the vehicle is ensured.
Embodiments of the present application are described in detail below with reference to the accompanying drawings.
The application provides a vehicle control method, referring to fig. 2, comprising the following steps:
Step 102, acquiring a driving mode of the vehicle and a state of a clutch.
Specifically, the driving modes of the vehicle include a direct drive driving mode, a series drive mode, and the like. The states of the clutch comprise three states, namely a full linkage state, an unlink state and a half linkage state. The fully linked state is a closed state, the non-linked state is an open state, and the semi-linked state is also referred to as a synovial state. The half-linkage state is a state of the clutch between the on-off state and the off-on state, and is often used in some complex road conditions, starting, turning, short-distance follow-up and the like. In the direct drive mode, the clutch is in a closed state. The drive mode and the state of the clutch may be obtained from a powertrain-related controller of the vehicle.
Step 104, acquiring power system information and vehicle speed information in response to determining that the driving mode is a direct-drive mode and the state of the clutch is a non-open state.
Specifically, if it is determined that the driving mode is the direct-drive mode and the state of the clutch is the non-open state (i.e., the closed state and the slip film state are included), if the wheel speed of the wheel suddenly changes, the clutch needs to be opened to disconnect the connection between the engine and the transmission due to the fact that the engine directly drives the wheel, so that the engine is prevented from flameout or running. Therefore, it is necessary to monitor in real time whether the wheel speed of the vehicle suddenly drops in this case, that is, to determine whether the clutch emergency opening condition occurs. In specific implementation, whether the emergency opening working condition of the clutch occurs or not is judged by acquiring the power system information and the vehicle speed information. Powertrain information includes engine information, transmission information, drive motor information, and the like. The vehicle speed information includes the wheel speeds of the respective wheels, the vehicle speed of the entire vehicle, and the like. According to the power system information and the vehicle speed information, the real-time conditions of the engine rotating speed and the wheel speed can be analyzed from different dimensions, and a rich data basis is provided for the follow-up judgment of whether the clutch needs to be opened urgently. The judgment data are rich, the dimension is increased, and the missing judgment of the emergency opening working condition of the clutch can be avoided to a certain extent.
And 106, controlling the clutch to be opened in response to determining that the power system information meets a preset first clutch opening condition, wherein the first clutch opening condition is used for representing a condition that the power system information needs to be met when the wheel speed falling rate exceeds a preset rate threshold value, or controlling the clutch to be opened in response to determining that the vehicle speed information meets a preset second clutch opening condition, wherein the second clutch opening condition is used for representing a condition that the vehicle speed information needs to be met when the wheel locking of the vehicle occurs.
Specifically, the first clutch opening condition characterizes a condition that the power system information needs to be met when the wheel rotation speed of the vehicle suddenly drops, such as sudden braking, and the dropping speed exceeds a preset speed threshold value. The preset rate threshold may be set according to actual conditions, and the embodiment is not particularly limited. If the power system information meets the first clutch opening condition, the vehicle is required to control the clutch to be opened when meeting the emergency opening working condition of the clutch. The second clutch opening condition characterizes that the vehicle has wheel locking condition, such as condition that the vehicle speed information needs to meet when the front wheel is locked. If the vehicle speed information meets the second clutch opening condition, the vehicle is also indicated to meet the clutch emergency opening working condition, and the clutch needs to be controlled to be opened. Through setting up different clutch opening conditions, can carry out effectual discernment to the vehicle emergency under the different circumstances, promote the discernment degree of accuracy of clutch emergency opening operating mode. The method is used for judging whether the clutch needs to be opened urgently according to different clutch opening conditions, different clutch opening conditions are set, judging methods of the clutch opening conditions urgently are enriched, judging accuracy is improved, and the situation of missing judgment is avoided.
Based on the above steps 102 to 106, the present embodiment provides a vehicle control method including acquiring a driving mode of a vehicle and a state of a clutch, and acquiring powertrain information and vehicle speed information in response to determining that the driving mode is a direct-drive mode and the state of the clutch is a non-open state. In the direct-drive mode, if sudden braking or slipping occurs, the problem of engine stall or serious vehicle running may occur. Therefore, before determining whether the clutch needs to be opened, it is first necessary to determine whether the vehicle is in the direct drive mode, and if the vehicle is not in the direct drive mode, no subsequent determination is necessary. Similarly, if the clutch is already in the open state, no further determination is necessary. If the vehicle is in the direct drive mode and the clutch is in a non-open state, the vehicle needs to continuously judge the emergency opening working condition of the clutch. Further, whether the emergency opening working condition of the clutch is met or not is judged by acquiring the power system information and the vehicle speed information. And controlling the clutch to be opened in response to determining that the power system information meets a preset first clutch opening condition, wherein the first clutch opening condition is used for representing a condition that the power system information needs to meet when an emergency braking situation occurs to the vehicle, or controlling the clutch to be opened in response to determining that the vehicle speed information meets a preset second clutch opening condition, wherein the second clutch opening condition is used for representing a condition that the vehicle speed information needs to meet when a slip or a wheel lock occurs to the vehicle. The application provides two clutch opening conditions, any one of which is satisfied, and the clutch is immediately opened. By setting two clutch opening conditions, accuracy and comprehensiveness of recognition of the clutch emergency opening working condition are improved, and compared with the method for recognizing the clutch emergency opening working condition only according to the rotation speed of the engine and the rotation speed of the transmission input shaft in the prior art, the method provided by the application can reduce the probability of the clutch being missed to be opened, and further improve the running safety of a vehicle.
The case where the first clutch opening condition is satisfied will be described below by a specific embodiment.
In some embodiments, the powertrain information includes an launch start function activation state, a transmission input shaft speed, and an engine speed, and the determining that the powertrain information satisfies a preset first clutch opening condition includes:
and in response to the launch start function activation state being inactive, determining whether the transmission input shaft rotating speed and the engine rotating speed meet a low-speed condition, and if so, determining that the power system information meets a preset first clutch opening condition.
Specifically, in the state that the ejection starting function is activated, the vehicle is in a starting state, the clutch is in a sliding film state, the engine participates in the starting process of the vehicle, the engine does not flameout, and whether the clutch needs to be opened urgently or not is not needed to be judged at the moment, so that the situation that the ejection starting function is activated is eliminated in the embodiment. When the vehicle ejection starting function is determined to be in an unactivated state, the vehicle is in a normal running state, the speed of an input shaft of the transmission and the speed of the engine are judged, if the low-speed conditions are met, the speed of the engine is obviously reduced, the wheel speed of the wheels is driven to be reduced, the possibility that the engine is flameout exists, the clutch is required to be opened, the connection between the engine and the transmission is disconnected, flameout of the engine is avoided, and at the moment, the vehicle is determined to meet a preset first clutch opening condition. For example, when the vehicle is braked suddenly, the wheel speed of the vehicle suddenly drops, and at this time, the transmission input shaft rotation speed and the engine rotation speed are both obviously reduced, and the power system information satisfies the first clutch opening condition. For example, when the vehicle runs on an ice-snow road surface, the wheel speed is increased, the driver is in order to get rid of the problem, the accelerator pedal is deeply stepped on, the vehicle is switched to a direct-drive driving mode, the dynamic property is greatly improved, the vehicle successfully gets rid of the problem and then drives into a normal road surface, the wheel speed is rapidly reduced due to the sudden increase of the friction force of the road surface, at the moment, the speed of the transmission input shaft and the speed of the engine are obviously reduced, and the power system information meets the first clutch opening condition.
In addition, when judging whether the power system information meets the first clutch opening condition, the speed of the transmission input shaft and the speed of the engine are required to be determined to meet the low-speed condition at the same time, so that the phenomenon of misjudgment when the speed of the transmission input shaft or the speed of the engine is independently judged can be avoided. Only when the transmission input shaft speed and the engine speed meet the low speed condition, it is confirmed that the engine speed does obviously drop, and the possibility of flameout exists in the engine.
By the method, whether sudden changes occur in the rotation speed of the transmission and the rotation speed of the engine can be accurately monitored, whether sudden changes occur in the speed of the wheel or not can be accurately judged, and therefore whether sudden changes occur in the speed of the wheel or the like due to sudden changes in the friction force of the road (for example, the vehicle runs from an ice-snow road surface to a normal road surface), if the sudden changes occur, the clutch can be timely opened, the problem that the engine is flameout or the vehicle runs seriously is avoided, and the running safety of the vehicle is ensured.
When determining whether the transmission input shaft rotational speed and the engine rotational speed satisfy the low speed condition, the vehicle running state is also comprehensively considered, and the vehicle running state is different, and there is an influence on judging whether the transmission input shaft rotational speed satisfies the low speed condition. The following is a description of specific examples.
In some embodiments, the determining whether the transmission input shaft speed and the engine speed satisfy a low speed condition includes:
determining a first reference threshold according to the power system information;
In response to the transmission input shaft speed being below the first reference threshold and the engine speed being below a second reference threshold, it is determined that the transmission input shaft speed and the engine speed satisfy a low speed condition.
Specifically, a first reference threshold is used to determine whether the transmission input shaft speed meets a low speed condition, where the first reference threshold is determined based on powertrain information and is not fixed. When the powertrain information is different, the running states characterizing the vehicle are different, and then the determined first reference threshold is also different. In other words, the first reference threshold may be larger in value in one running state of the vehicle and smaller in value in another running state of the vehicle. The larger the value of the first reference threshold value, the more the transmission input shaft rotational speed is determined to satisfy the low speed condition in the case where the value is larger, that is, the transmission input shaft rotational speed is reduced by a smaller margin, and the low speed condition is determined to be satisfied. For example, during emergency braking, if the speed of the vehicle drops too fast, the speed change rate of the input shaft of the transmission is large, and the vehicle needs to open the clutch earlier, so that the situation that the clutch is opened less often is avoided, and the engine is flameout. In this case, the first reference threshold value is set to a larger value, and the vehicle immediately disconnects the clutch as soon as the transmission input shaft rotation speed falls below the larger value first reference threshold value. During emergency braking, if the speed of the vehicle is reduced relatively slowly, the speed change rate of the input shaft of the transmission is small, and the clutch can be opened later by the vehicle, so that the situation that the clutch is opened sooner can not happen. In this case, the first reference threshold is set to a small value, and the vehicle immediately disconnects the clutch only when the transmission input shaft rotation speed is lower than the first reference threshold having a small value. Thus, the dynamically set first reference threshold may help avoid the occurrence of the above-described problems. In addition, because the transmission is directly connected with the wheels, the wheel speed change of the wheels can be rapidly acted on the transmission, the wheel speed change of the wheels can be timely and accurately monitored through the change of the rotation speed of the input shaft of the transmission, and the first reference threshold value related to the rotation speed of the input shaft of the transmission is dynamically set, so that the flexible judgment of the wheel speed change condition of the wheels is realized.
And judging whether the engine speed meets the low-speed condition or not by adopting a second reference threshold value, and determining that the engine speed meets the low-speed condition when the engine speed is lower than the second reference threshold value. In this embodiment, the low speed condition is determined to be satisfied only when the transmission input shaft rotation speed is lower than the first reference threshold value and the engine rotation speed is lower than the second reference threshold value, and the condition that the low speed condition is satisfied is accurately determined to be satisfied. If the rotation speed of the transmission input shaft is lower than the first reference threshold value or the rotation speed of the engine is lower than the second reference threshold value, the condition that the low speed condition is not met is determined, and the situation that the clutch is opened by mistake and the normal running of the vehicle is influenced due to misjudgment is avoided. Meanwhile, the first reference threshold is set to be a dynamic value, so that whether the clutch needs to be opened urgently or not can be flexibly judged, and the situation that the clutch is opened too early or too late when the first reference threshold is set to be a fixed value is avoided, so that judging conditions are more reasonable and accurate.
Different methods of determining the first reference threshold are described below by way of specific embodiments.
In some embodiments, the powertrain information further includes a gear shift state, a current gear, and a transmission input shaft rotational speed rate of change, and the determining of the first reference threshold based on the powertrain information includes:
And determining the first reference threshold according to a first preset corresponding relation based on the speed change rate of the transmission input shaft and the current gear in response to the gear switching state being a non-gear shifting state, wherein the speed change rate of the transmission input shaft and the first reference threshold are positively correlated when the current gear is fixed.
Specifically, the powertrain information includes gear shift state, current gear, and transmission input shaft rotational speed rate of change. The gear shift state includes a shift state and a non-shift state. The current gear refers to the current gear of the transmission. The speed change rate of the transmission input shaft indicates the front-back change condition of the speed of the transmission input shaft, and the speed change rate is large, which indicates that the speed fluctuation is large, the speed change rate is small, and the speed fluctuation is small.
During shifting of the hybrid vehicle, the transmission participates in speed regulation of the engine and the driving motor, so that a certain change occurs in the rotation speed of the input shaft of the transmission, the change affects the accuracy of determining the first reference threshold value, and the situation that the clutch is opened by mistake easily occurs, so that the first reference threshold value is determined without using the change rate of the rotation speed of the input shaft of the transmission during shifting. During non-shifting, a first reference threshold may then be determined with reference to a transmission input shaft rotational speed change rate. And in the first preset corresponding relation, determining the corresponding relation among the speed change rate of the transmission input shaft, the current gear and a first reference threshold value. The first preset corresponding relation is calibrated in advance, and the first preset relation can be a calibration table. For example, if the current gear is the first gear, in the first preset correspondence, if it is determined that the value of the transmission input shaft rotation speed change rate is a, it may be determined that the value of the first reference threshold is B1. Because the speed ratios of different gears are different, the corresponding relation between the speed change rate of the transmission input shaft and the first reference threshold value is also different to a certain extent. For example, if the current gear is the second gear, and the second gear is different from the first gear, in the first preset correspondence, if it is determined that the value of the input shaft rotation speed change rate is a, it may be determined that the value of the first reference threshold is B2. That is, if the gear is different, the same input shaft rotation speed change rate a is different, and the corresponding first reference threshold value is not the same in this embodiment, when determining the first reference threshold value, factors (such as the current gear) that can affect the transmission input shaft rotation speed are fully considered, so that the determination of the first reference threshold value is more accurate and reasonable. And then under different gears, the standard that is used for judging whether the speed of the transmission input shaft satisfies the low speed condition is different for the condition that the vehicle is driven under different gears can be satisfied in the setting of first reference threshold. The problem that the clutch is opened by mistake or the clutch is opened by missing is avoided when all gears adopt the same first reference threshold value.
In the case of non-gear shifting, the current gear of the vehicle is first determined, and then a first reference threshold value is determined by searching for a first preset correspondence. And when the current gear is fixed, the change rate of the rotating speed of the input shaft of the transmission is positively correlated with the first reference threshold value. After determining the transmission input shaft speed change rate, a first reference threshold may be uniquely determined. The greater the transmission input shaft rotational speed rate of change, the greater the first reference threshold. That is, if the rotational speed of the transmission input shaft decreases too rapidly, the larger the first reference threshold is, and by way of example, the first reference threshold is 1000r, the earlier the clutch is opened, the connection relationship between the wheels and the engine is timely disconnected, and the problem that the engine is flameout due to abrupt change of the wheel speed, that is, the problem that the clutch is not opened timely later is avoided. If the transmission input shaft speed is not dropping very fast, the first reference threshold is relatively small, for example 800r, the clutch will open later. At this time, the problem of untimely clutch opening does not occur. Through the method, the first reference threshold value can be reasonably and accurately determined when the gear switching state is the non-gear shifting state, and meanwhile, the first reference threshold value can be rapidly determined through the first preset corresponding relation, so that the response speed of the vehicle is further improved. The first reference threshold is determined only by the speed of the transmission input shaft in the non-shifting state, so that the possibility of erroneous judgment in the shifting state is avoided.
In some embodiments, the powertrain information further includes a gear shift state, a current gear, and a longitudinal acceleration, and the determining the first reference threshold based on the powertrain information includes:
and determining the first reference threshold according to a second preset corresponding relation based on the longitudinal acceleration and the current gear in response to the gear switching state being a gear shifting state, wherein the longitudinal acceleration and the first reference threshold are positively correlated when the current gear is fixed.
Specifically, when the gear shift state is the shift state, since the transmission input shaft rotational speed is affected by the speed regulation, the first reference threshold value is determined based on the longitudinal acceleration of the vehicle at this time. The powertrain information includes gear shift state, current gear, and longitudinal acceleration. The gear shift state includes a shift state and a non-shift state. The current gear refers to the current gear of the transmission. The longitudinal acceleration is obtained through a longitudinal acceleration sensor, and when the vehicle is accelerated, started, braked, decelerated and the like, the longitudinal acceleration changes obviously.
The second preset corresponding relation is calibrated in advance, and the second preset corresponding relation can be a calibration table. In the second preset correspondence, the longitudinal acceleration, the current gear and the first reference threshold value are in one-to-one correspondence. For example, if the current gear is the first gear, in the second preset correspondence, if it is determined that the value of the longitudinal acceleration is C, it may be determined that the value of the first reference threshold is B1. Because the speed ratios of different gears are different, the corresponding relation between the longitudinal acceleration and the first reference threshold value is also different to a certain extent. For example, if the current gear is the second gear, and the second gear is different from the first gear, in the second preset correspondence, if it is determined that the value of the longitudinal acceleration is C, it may be determined that the value of the first reference threshold is B2. That is, if the gear is different, the same longitudinal acceleration C corresponds to different first reference thresholds. In this embodiment, the first reference threshold is dynamically set, so that the determination of the first reference threshold is more accurate and reasonable. And then under different gears, the standard that is used for judging whether the speed of the transmission input shaft satisfies the low speed condition is different for the condition that the vehicle is driven under different gears can be satisfied in the setting of first reference threshold. The problem that the clutch is opened by mistake or the clutch is opened by missing is avoided when all gears adopt the same first reference threshold value.
In the case of a gear change, the current gear of the vehicle is first determined, and then a first reference threshold value is determined by looking up a first preset correspondence. And when the current gear is fixed, the longitudinal acceleration and the first reference threshold value are positively correlated. After the longitudinal acceleration is determined, the first reference threshold may be uniquely determined. The greater the longitudinal acceleration, the greater the first reference threshold. That is, if the longitudinal acceleration is larger, the vehicle speed is reduced more rapidly, that is, the braking deceleration is more intense, and the first reference threshold is larger, for example, the first reference threshold may be 1000r, once the rotation speed of the input shaft of the transmission is lower than the first reference threshold, the clutch is immediately opened, the clutch is opened in advance, the connection relationship between the wheels and the engine is timely disconnected, and the problem that the engine is flameout due to abrupt change of the wheel speed is avoided, that is, the problem that the clutch is not opened in time later is avoided. If the longitudinal acceleration is relatively small, which means that the braking deceleration is not very intense, and the first reference threshold is relatively small, the clutch is opened later, and the problem of untimely clutch opening does not occur at this time. For example, the first reference threshold may be 800r. By the method, when the gear switching state is the gear shifting state, the first reference threshold value can be reasonably and accurately determined, meanwhile, the first reference threshold value can be rapidly determined through the second preset corresponding relation, and the response speed of the vehicle is further improved.
The case where the second clutch opening condition is satisfied will be described below by a specific embodiment.
In some embodiments, the vehicle speed information comprises a vehicle speed and a wheel speed of the whole vehicle, and the determining that the vehicle speed information meets a preset second clutch opening condition comprises:
and responding to the whole vehicle speed is larger than a vehicle speed threshold value, and the wheel speeds of all the wheels meet the wheel speed difference condition, and determining that the vehicle speed information meets the preset second clutch opening condition.
Specifically, the second clutch opening condition indicates that the vehicle is locked, at this time, a certain wheel speed difference occurs between the front wheel and the rear wheel of the vehicle, and after the wheel speed difference exceeds a certain value, the wheel is locked. The wheel speed difference condition is used to characterize the difference in critical wheel speed between the individual wheels when locking of the vehicle occurs. And if the wheel speed difference value between the wheels is larger than or equal to the critical wheel speed difference value, determining that the vehicle is locked. If the wheel speed difference value between the wheels is smaller than the critical wheel speed difference value, determining that the vehicle is not locked. Therefore, whether the vehicle is locked or not can be determined according to the speed of the whole vehicle and the wheel speeds of the wheels, and then whether the clutch needs to be opened or not in an emergency is determined. The vehicle speed information includes a vehicle speed of the whole vehicle and a wheel speed of each wheel, wherein the vehicle speed of the whole vehicle is determined according to the wheel speed of each wheel. And if the speed of the whole vehicle is greater than the speed threshold value, indicating that the vehicle is in a normal running state currently. The vehicle speed threshold is, for example, 10km/h. The wheel speeds of the wheels meet the wheel speed difference condition, the wheel speeds of the wheels are different, certain difference occurs, if the wheel speeds of the wheels are different, the condition that the second clutch is opened is determined to be met, at the moment, the clutch needs to be opened urgently, the connection between the engine and the transmission is disconnected, and the engine is prevented from being flameout. Under the vehicle architecture shown in fig. 1, since the driving wheel is a front wheel in the direct-drive driving mode, the front wheel of the vehicle is directly connected with the engine, and the wheel speed of the front wheel drops too quickly to cause a certain influence on the engine. If the front wheel is locked, the wheel speed of the front wheel can be rapidly reduced, and the clutch needs to be opened in emergency at the moment in order to avoid flameout of the engine. By the method, the wheel speed of each wheel and the speed of the whole vehicle can be accurately monitored to judge whether emergency such as locking of the front wheel occurs or not, if so, the clutch can be timely opened, the problem that the engine is flameout or the vehicle is severely rushed is avoided, and the running safety of the vehicle is ensured.
The case where the wheel speed difference condition is satisfied is described below by a specific embodiment.
In some embodiments, the wheel speeds of the respective wheels satisfy a wheel speed difference condition, comprising:
And determining that the wheel speeds of the wheels meet a wheel speed difference condition in response to the wheel speeds of the left rear wheel or the right rear wheel being greater than a first wheel speed threshold and the wheel speeds of the left front wheel or the right front wheel being less than a second wheel speed threshold, wherein the first wheel speed threshold is greater than the second wheel speed threshold.
Specifically, if the wheel speed of one of the rear wheels is greater than the first wheel speed threshold value and the wheel speed of one of the front wheels is less than the second wheel speed threshold value, that is, a certain wheel speed difference occurs between the front and rear wheels, it is determined that the wheel speed of the vehicle satisfies the wheel speed difference condition, at which time the clutch needs to be opened urgently. The method specifically comprises the steps that the wheel speed of the left rear wheel is larger than a first wheel speed threshold value, the wheel speed of the right front wheel is smaller than a second wheel speed threshold value, or the wheel speed of the left rear wheel is larger than the first wheel speed threshold value, the wheel speed of the left front wheel is smaller than the second wheel speed threshold value, or the wheel speed of the right rear wheel is larger than the first wheel speed threshold value, the wheel speed of the right front wheel is smaller than the second wheel speed threshold value, or the wheel speed of the right rear wheel is larger than the first wheel speed threshold value, and the wheel speed of the left front wheel is smaller than the second wheel speed threshold value. For example, the first wheel speed threshold may be 10km/h and the second wheel speed threshold may be 5km/h. By the method, whether obvious wheel speed difference exists between front and rear wheels or not can be timely found under the condition of monitoring the wheel speeds of the wheels in real time, if so, the condition that the wheel speed difference condition is met is confirmed, the clutch is timely opened, the vehicle can be timely judged and timely responded when the vehicle encounters an abnormal condition, and the running safety of the vehicle is ensured.
The above embodiment defines that the condition of the wheel speed difference is satisfied as long as a large wheel speed difference occurs between one of the front wheels and one of the rear wheels, and the clutch needs to be opened. In another embodiment of the present application, the difference between the front wheel speed and the rear wheel speed can be calculated by the wheel speed average value of the front wheel and the wheel speed average value of the rear wheel, so as to determine whether the wheel speeds of the wheels of the vehicle meet the condition of the difference between the wheel speeds, which will be described by specific embodiments.
In some embodiments, the wheel speeds of the respective wheels satisfy a wheel speed difference condition, comprising:
and determining that the wheel speeds of the wheels meet a wheel speed difference condition in response to the wheel speed average value of the two rear wheels being greater than a third wheel speed threshold value and the wheel speed average value of the two front wheels being less than a fourth wheel speed threshold value, wherein the third wheel speed threshold value is greater than the fourth wheel speed threshold value.
Specifically, the wheel speed of each wheel is obtained, the wheel speed average of the two rear wheels is calculated, and the wheel speed average of the two front wheels is calculated. If the wheel speed average value of the rear wheels is larger than the third wheel speed threshold value and the wheel speed average value of the two front wheels is smaller than the fourth wheel speed threshold value, determining that the wheel speeds of the wheels meet the wheel speed difference condition. That is, the difference between the average wheel speed of the rear wheels and the average wheel speed of the front wheels is large, and it can be also indicated that a certain difference between the wheel speeds of the front and rear wheels occurs. Wherein the third wheel speed threshold may be 10km/h and the fourth wheel speed threshold may be 5km/h. In general, the difference between the wheel speeds of the left front wheel and the right front wheel is not too large, and the difference between the wheel speeds of the left rear wheel and the right rear wheel is not too large, so that the difference between the wheel speeds of the front wheel and the rear wheel can be evaluated by calculating the average wheel speed of the front wheel and the average wheel speed of the rear wheel. By the method, whether obvious wheel speed difference exists between front and rear wheels or not can be timely found under the condition of monitoring the wheel speeds of the wheels in real time, if so, the condition that the wheel speed difference condition is met is confirmed, the clutch is timely opened, the vehicle can be timely judged and timely responded when the vehicle encounters an abnormal condition, and the running safety of the vehicle is ensured.
It should be noted that, the method of the embodiment of the present application may be performed by a single device, for example, a computer or a server. The method of the embodiment can also be applied to a distributed scene, and is completed by mutually matching a plurality of devices. In the case of such a distributed scenario, one of the devices may perform only one or more steps of the method of an embodiment of the present application, the devices interacting with each other to accomplish the method.
It should be noted that the foregoing describes some embodiments of the present application. Other embodiments are within the scope of the following claims. In some cases, the actions or steps recited in the claims may be performed in a different order than in the embodiments described above and still achieve desirable results. In addition, the processes depicted in the accompanying figures do not necessarily require the particular order shown, or sequential order, to achieve desirable results. In some embodiments, multitasking and parallel processing are also possible or may be advantageous.
Based on the same inventive concept, the application also provides a vehicle control device corresponding to the method of any embodiment.
Referring to fig. 3, the vehicle control apparatus includes:
An acquisition module 202 configured to acquire a drive mode of the vehicle and a state of the clutch;
A first determination module 204 configured to obtain powertrain information and vehicle speed information in response to determining that the drive mode is a direct drive mode and that the state of the clutch is a non-open state;
A second determining module 206 configured to control clutch opening in response to determining that the powertrain information satisfies a preset first clutch opening condition, wherein the first clutch opening condition is used for indicating a condition that the powertrain information needs to satisfy when a wheel speed reduction rate exceeds a preset rate threshold, or to control clutch opening in response to determining that the vehicle speed information satisfies a preset second clutch opening condition, wherein the second clutch opening condition is used for indicating a condition that the vehicle speed information needs to satisfy when a wheel lock occurs in the vehicle.
In some embodiments, the powertrain information includes an launch function activation state, a transmission input shaft speed, and an engine speed, and the second determination module 206 is configured to determine whether the transmission input shaft speed and the engine speed satisfy a low speed condition in response to the launch function activation state being inactive, and if so, determine that the powertrain information satisfies a preset first clutch open condition.
In some embodiments, a second determination module 206 is configured to determine a first reference threshold based on the powertrain information, and determine that the transmission input shaft speed and the engine speed satisfy a low speed condition in response to the transmission input shaft speed being below the first reference threshold and the engine speed being below a second reference threshold.
In some embodiments, the powertrain system information further includes a gear shift state, a current gear, and a transmission input shaft speed change rate, and a second determination module 206 configured to determine the first reference threshold based on the transmission input shaft speed change rate and the current gear according to a first preset correspondence in response to the gear shift state being a non-shift state, wherein the transmission input shaft speed change rate and the first reference threshold are positively correlated when the current gear is fixed.
In some embodiments, the powertrain system information further includes a gear shift state, a current gear, and a longitudinal acceleration, and the second determination module 206 is configured to determine the first reference threshold based on a second preset correspondence based on the longitudinal acceleration and the current gear in response to the gear shift state being a shift state, wherein the longitudinal acceleration and the first reference threshold are positively correlated when the current gear is in a fixed gear.
In some embodiments, the vehicle speed information includes a vehicle speed of the whole vehicle and a wheel speed, and the second determining module 206 is configured to determine that the vehicle speed information satisfies a preset second clutch opening condition in response to the vehicle speed of the whole vehicle being greater than a vehicle speed threshold and the wheel speeds of the respective wheels satisfying a wheel speed difference condition.
In some embodiments, the second determination module 206 is configured to determine that the wheel speeds of the respective wheels satisfy a wheel speed difference condition in response to the wheel speed of the rear left or right wheel being greater than a first wheel speed threshold and the wheel speed of the front left or right wheel being less than a second wheel speed threshold, wherein the first wheel speed threshold is greater than the second wheel speed threshold.
In some embodiments, the second determination module 206 is configured to determine that the wheel speeds of the respective wheels satisfy the wheel speed difference condition in response to the wheel speed average of the two rear wheels being greater than a third wheel speed threshold, and the wheel speed average of the two front wheels being less than a fourth wheel speed threshold, wherein the third wheel speed threshold is greater than the fourth wheel speed threshold.
For convenience of description, the above devices are described as being functionally divided into various modules, respectively. Of course, the functions of each module may be implemented in the same piece or pieces of software and/or hardware when implementing the present application.
The device of the foregoing embodiment is configured to implement the corresponding vehicle control method in any of the foregoing embodiments, and has the beneficial effects of the corresponding method embodiment, which is not described herein.
Based on the same inventive concept, the application also provides an electronic device corresponding to the method of any embodiment, which comprises a memory, a processor and a computer program stored on the memory and capable of running on the processor, wherein the processor implements the method of any embodiment when executing the program.
Fig. 4 shows a more specific hardware architecture of an electronic device provided by the present embodiment, which may include a processor 1010, a memory 1020, an input/output interface 1030, a communication interface 1040, and a bus 1050. Wherein processor 1010, memory 1020, input/output interface 1030, and communication interface 1040 implement communication connections therebetween within the device via a bus 1050.
The processor 1010 may be implemented by a general-purpose CPU (Central Processing Unit ), a microprocessor, an Application SPECIFIC INTEGRATED Circuit (ASIC), or one or more integrated circuits, etc. for executing related programs to implement the technical solutions provided in the embodiments of the present disclosure.
The Memory 1020 may be implemented in the form of ROM (Read Only Memory), RAM (Random Access Memory ), static storage, dynamic storage, etc. Memory 1020 may store an operating system and other application programs, and when the embodiments of the present specification are implemented in software or firmware, the associated program code is stored in memory 1020 and executed by processor 1010.
The input/output interface 1030 is used to connect with an input/output module for inputting and outputting information. The input/output module may be configured as a component in a device (not shown) or may be external to the device to provide corresponding functionality. Wherein the input devices may include a keyboard, mouse, touch screen, microphone, various types of sensors, etc., and the output devices may include a display, speaker, vibrator, indicator lights, etc.
Communication interface 1040 is used to connect communication modules (not shown) to enable communication interactions of the present device with other devices. The communication module may implement communication through a wired manner (such as USB, network cable, etc.), or may implement communication through a wireless manner (such as mobile network, WIFI, bluetooth, etc.).
Bus 1050 includes a path for transferring information between components of the device (e.g., processor 1010, memory 1020, input/output interface 1030, and communication interface 1040).
It should be noted that although the above-described device only shows processor 1010, memory 1020, input/output interface 1030, communication interface 1040, and bus 1050, in an implementation, the device may include other components necessary to achieve proper operation. Furthermore, it will be understood by those skilled in the art that the above-described apparatus may include only the components necessary to implement the embodiments of the present description, and not all the components shown in the drawings.
The electronic device of the foregoing embodiment is configured to implement the corresponding vehicle control method in any of the foregoing embodiments, and has the beneficial effects of the corresponding method embodiment, which is not described herein.
Based on the same inventive concept, the present application also provides a non-transitory computer-readable storage medium storing computer instructions for causing the computer to execute the vehicle control method according to any of the above embodiments, corresponding to any of the above embodiments.
The computer readable media of the present embodiments, including both permanent and non-permanent, removable and non-removable media, may be used to implement information storage by any method or technology. The information may be computer readable instructions, data structures, modules of a program, or other data. Examples of storage media for a computer 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 technology, compact disc read only memory (CD-ROM), digital Versatile Discs (DVD) or other optical storage, magnetic cassettes, magnetic tape magnetic disk storage or other magnetic storage devices, or any other non-transmission medium, which can be used to store information that can be accessed by a computing device.
The storage medium of the above embodiment stores computer instructions for causing the computer to execute the vehicle control method according to any one of the above embodiments, and has the advantages of the corresponding method embodiments, which are not described herein.
Based on the same conception, the application also provides a computer program product corresponding to the method of any embodiment, comprising computer program instructions, which when run on a computer, cause the computer to execute the method of any embodiment, and the method has the beneficial effects of the corresponding method embodiment, which are not repeated herein.
It will be appreciated by persons skilled in the art that the above discussion of any embodiment is merely exemplary and is not intended to imply that the scope of the application is limited to these examples, that combinations of technical features in the above embodiments or in different embodiments may also be implemented in any order, and that many other variations of the different aspects of the embodiments of the application as described above exist within the spirit of the application, which are not provided in detail for the sake of brevity.
Additionally, well-known power/ground connections to Integrated Circuit (IC) chips and other components may or may not be shown within the provided figures, in order to simplify the illustration and discussion, and so as not to obscure the embodiments of the present application. Furthermore, the devices may be shown in block diagram form in order to avoid obscuring the embodiments of the present application, and also in view of the fact that specifics with respect to implementation of such block diagram devices are highly dependent upon the platform within which the embodiments of the present application are to be implemented (i.e., such specifics should be well within purview of one skilled in the art). Where specific details (e.g., circuits) are set forth in order to describe example embodiments of the application, it should be apparent to one skilled in the art that embodiments of the application can be practiced without, or with variation of, these specific details. Accordingly, the description is to be regarded as illustrative in nature and not as restrictive.
While the application has been described in conjunction with specific embodiments thereof, many alternatives, modifications, and variations of those embodiments 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)) may use the embodiments discussed.
The present embodiments are intended to embrace all such alternatives, modifications and variances which fall within the broad scope of the present application. Therefore, any omissions, modifications, equivalent substitutions, improvements, and the like, which are within the spirit and principles of the embodiments of the application, are intended to be included within the scope of the application.
Claims (10)
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