CN112297870A - Vehicle and control method and device thereof - Google Patents
Vehicle and control method and device thereof Download PDFInfo
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- CN112297870A CN112297870A CN201910696662.XA CN201910696662A CN112297870A CN 112297870 A CN112297870 A CN 112297870A CN 201910696662 A CN201910696662 A CN 201910696662A CN 112297870 A CN112297870 A CN 112297870A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
- B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/42—Drive Train control parameters related to electric machines
- B60L2240/423—Torque
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/62—Hybrid vehicles
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/72—Electric energy management in electromobility
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- Engineering & Computer Science (AREA)
- Power Engineering (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Hybrid Electric Vehicles (AREA)
Abstract
The invention discloses a vehicle and a control method and a control device thereof, wherein the control method comprises the following steps: identifying a target working condition of a vehicle; controlling a driving motor in the vehicle to output a first torque to drive the vehicle; judging whether the first torque of the driving motor reaches a first preset torque or not; and if the first torque reaches the first preset torque, controlling the driving motor and/or an engine in the vehicle to drive the vehicle continuously. When the vehicle suddenly accelerates, the vehicle is driven by the driving motor, and when the output torque of the driving motor reaches the preset torque, the driving motor and/or the engine are controlled to continue driving the vehicle; because the torque of the driving motor is easy to accurately control relative to the torque of the engine, the driving motor is preferentially controlled to output the torque, so that the transmission system of the vehicle can slowly overcome the gaps of all parts, the vehicle can be rapidly and stably transited to a driving state, the impact sound among all parts in the transmission system is reduced, and the noise in the driving process of the vehicle is reduced.
Description
Technical Field
The invention relates to the technical field of vehicles, in particular to a vehicle and a control method and device thereof.
Background
In recent years, with the rapid development of new energy automobiles, the sales of hybrid vehicles are continuously increasing on a global scale. Although the hybrid vehicle is convenient for the life of the user, it also causes much trouble to the user. Wherein, the user is at the in-process that uses hybrid vehicle, and when it is after loosening the throttle for a period, when accelerating again suddenly, because there is the clearance between each spare part of the transmission system of vehicle, this just makes the vehicle often can appear the impact sound of spare part, and then has increased the noise of vehicle driving in-process, has reduced user experience.
Disclosure of Invention
The present invention is directed to solving, at least to some extent, one of the technical problems in the related art.
Therefore, a first object of the present invention is to provide a method for controlling a vehicle, which can reduce noise of the vehicle when the vehicle suddenly accelerates, and improve user experience.
A second object of the present invention is to provide a control device for a vehicle.
A third object of the present invention is to provide a vehicle.
In order to achieve the above object, an embodiment of a first aspect of the present invention provides a control method for a vehicle, including:
identifying a target working condition of a vehicle;
controlling a driving motor in the vehicle to output a first torque to drive the vehicle;
judging whether the current first torque of the driving motor reaches a first preset torque or not;
and if the first torque reaches the first preset torque, controlling the driving motor and/or an engine in the vehicle to continue driving the vehicle.
According to an embodiment of the present invention, the controlling of a driving motor in the vehicle to output a first torque to drive the vehicle includes:
adjusting the first torque from zero or a negative value to the first preset torque at a target rate for a target time, wherein the first preset torque is greater than zero.
According to an embodiment of the present invention, the controlling of a driving motor in the vehicle to output a first torque to drive the vehicle includes:
gradually adjusting the first torque to a second preset torque according to a first preset rate within a first preset time, wherein the second preset torque is smaller than the first preset torque;
and gradually adjusting the first torque from the second preset torque to the first preset torque according to a second preset speed within a second preset time, wherein the second preset speed is smaller than the first preset speed.
According to an embodiment of the present invention, the controlling the driving motor and/or the engine in the vehicle to drive the vehicle includes:
controlling the first torque output by the driving motor to gradually increase at a third preset speed; and/or the presence of a gas in the gas,
and controlling the second torque output by the engine to gradually increase from zero or a negative value at a fourth preset rate so as to drive the vehicle.
According to an embodiment of the present invention, before controlling the driving motor in the vehicle to output the first torque to drive the vehicle, the method further includes:
and acquiring critical output torque of the driving motor, and determining the first preset torque and/or the second preset torque according to the critical output torque.
According to an embodiment of the present invention, the obtaining the critical output torque of the driving motor includes:
acquiring a first transmission ratio of the driving motor, a second transmission ratio and a first current torque of the engine, and a third transmission ratio and a second current torque of a Belt Starter Generator (BSG) in the vehicle;
determining the critical output torque based on the first gear ratio, the second gear ratio, the third gear ratio, the first current torque, and the second current torque.
According to an embodiment of the invention, said determining said first preset torque and/or said second preset torque based on said critical output torque comprises:
and acquiring a compensation value for compensating the critical output torque, adding the critical output torque and the compensation value to obtain the first preset torque, and/or adding or subtracting the critical output torque and the compensation value to obtain the second preset torque.
According to one embodiment of the invention, the identifying that the vehicle enters the target operating condition comprises:
identifying that an opening of an accelerator pedal in the vehicle is zero or gradually decreasing;
and detecting and determining that the opening of the accelerator pedal is gradually increased, wherein the change rate of the opening of the accelerator pedal is greater than the preset opening change rate.
According to the control method of the vehicle provided by the embodiment of the invention, when the vehicle is accelerated suddenly, the vehicle is driven by the driving motor, and when the output torque of the driving motor reaches the preset torque, the driving motor and/or the engine is controlled to continue driving the vehicle. Because the torque of the driving motor is easy to accurately control relative to the torque of the engine, the driving motor is preferentially controlled to output the torque, so that the transmission system of the vehicle can slowly overcome the gaps of all parts, the vehicle can be rapidly and stably transited to a driving state, the impact sound among all parts in the transmission system is reduced, the noise in the driving process of the vehicle is reduced, and the user experience is improved.
An embodiment of a second aspect of the present invention provides a control apparatus for a vehicle, the apparatus including:
the identification module is used for identifying the condition that the vehicle enters the target working condition;
the first control module is used for controlling a driving motor in the vehicle to output a first torque to drive the vehicle;
the judging module is used for judging whether the current first torque of the driving motor reaches a first preset torque or not;
and the second control module is used for controlling the driving motor and/or an engine in the vehicle to continuously drive the vehicle if the first torque reaches the first preset torque.
According to an embodiment of the present invention, the first control module is further configured to:
adjusting the first torque from zero or a negative value to the first preset torque at a target rate for a target time, wherein the first preset torque is greater than zero.
According to an embodiment of the present invention, the first control module is further configured to:
gradually adjusting the first torque to a second preset torque according to a first preset rate within a first preset time, wherein the second preset torque is smaller than the first preset torque;
and gradually adjusting the first torque from the second preset torque to the first preset torque according to a second preset speed within a second preset time, wherein the second preset speed is smaller than the first preset speed.
According to an embodiment of the present invention, the second control module is further configured to:
controlling the first torque output by the driving motor to gradually increase at a third preset speed; and/or the presence of a gas in the gas,
and controlling the second torque output by the engine to gradually increase from zero or a negative value at a fourth preset rate so as to drive the vehicle.
According to an embodiment of the present invention, the first control module is further configured to:
and acquiring critical output torque of the driving motor, and determining the first preset torque and/or the second preset torque according to the critical output torque.
According to an embodiment of the present invention, the first control module is further configured to:
acquiring a first transmission ratio of the driving motor, a second transmission ratio and a first current torque of the engine, and a third transmission ratio and a second current torque of a Belt Starter Generator (BSG) in the vehicle;
determining the critical output torque based on the first gear ratio, the second gear ratio, the third gear ratio, the first current torque, and the second current torque.
According to an embodiment of the present invention, the first control module is further configured to:
and acquiring a compensation value for compensating the critical output torque, adding the critical output torque and the compensation value to obtain the first preset torque, and/or adding or subtracting the critical output torque and the compensation value to obtain the second preset torque.
According to an embodiment of the present invention, the identification module is further configured to:
identifying that an opening of an accelerator pedal in the vehicle is zero or gradually decreasing;
and detecting and determining that the opening of the accelerator pedal is gradually increased, wherein the change rate of the opening of the accelerator pedal is greater than the preset opening change rate.
According to the control device of the vehicle, when the vehicle is accelerated suddenly, the vehicle is driven by the driving motor, and when the output torque of the driving motor reaches the preset torque, the driving motor and/or the engine are controlled to continue driving the vehicle. Because the torque of the driving motor is easy to accurately control relative to the torque of the engine, the driving motor is preferentially controlled to output the torque, so that the transmission system of the vehicle can slowly overcome the gaps of all parts, the vehicle can be rapidly and stably transited to a driving state, the impact sound among all parts in the transmission system is reduced, the noise in the driving process of the vehicle is reduced, and the user experience is improved.
An embodiment of a third aspect of the invention provides a vehicle characterized by including the control apparatus of the vehicle as described in the second aspect.
A fourth aspect of the present invention provides an electronic device, including a memory, a processor;
wherein the processor executes a program corresponding to the executable program code by reading the executable program code stored in the memory, for implementing the control method of the vehicle described in the first aspect.
An embodiment of a fifth aspect of the invention provides a computer-readable storage medium having a computer program stored thereon, which when executed by a processor, implements the control method of the vehicle of the first aspect.
Drawings
FIG. 1 is a schematic flow chart diagram of a control method for a vehicle in accordance with one embodiment of the present disclosure;
FIG. 2 is a schematic diagram illustrating steps of identifying a vehicle entering a target operating condition in a control method of a vehicle according to an embodiment of the disclosure;
FIG. 3 is a schematic diagram of output torque of a drive motor controlled over time in a control method of a vehicle according to an embodiment of the disclosure;
FIG. 4 is a schematic diagram illustrating steps of determining a first preset torque and/or a second preset torque according to a critical output torque of a driving motor in a control method of a vehicle according to an embodiment of the disclosure;
FIG. 5 is a schematic illustration of the steps for obtaining critical output torque in a control method for a vehicle according to an embodiment of the disclosure;
FIG. 6 is a schematic diagram illustrating changes in clearances among various components in a transmission system of a vehicle in a control method of the vehicle according to an embodiment of the disclosure;
FIG. 7 is a schematic configuration diagram of a control apparatus of a vehicle according to an embodiment of the present disclosure;
FIG. 8 is a schematic illustration of a vehicle according to an embodiment of the present disclosure;
fig. 9 is a schematic structural diagram of an electronic device according to an embodiment of the disclosure.
Detailed Description
Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below with reference to the drawings are illustrative and intended to be illustrative of the invention and are not to be construed as limiting the invention.
A vehicle and a passenger intervention vehicle control method and apparatus thereof according to an embodiment of the present invention will be described below with reference to the accompanying drawings.
Fig. 1 is a flowchart illustrating a control method of a vehicle according to an embodiment of the present disclosure. As shown in fig. 1, the control method of the vehicle includes the steps of:
s101, identifying a target working condition of the vehicle.
It should be noted that the target operating conditions in this embodiment refer to: when a user releases the accelerator for a period of time and then suddenly accelerates, the vehicle is in the working condition.
As one possible implementation, as shown in fig. 2, identifying that the vehicle enters the target operating condition includes the following steps:
s201, recognizing that the opening degree of an oil door pedal in the vehicle is zero or gradually reduced.
An accelerator pedal of the vehicle is provided with an accelerator position sensor or a pressure sensor. The current position of the accelerator pedal can be detected through the accelerator position sensor. When the accelerator pedal is at the initial position, the opening degree of the accelerator pedal may be determined to be zero. And when the position of the accelerator pedal gradually approaches to the initial position, the opening degree of the accelerator pedal can be determined to gradually decrease.
Whether the accelerator pedal is pressed or not can be detected through the pressure sensor. When the pressure sensor detects that the accelerator pedal is not pressed, the opening degree of the accelerator pedal can be determined to be zero or gradually reduced.
S202, detecting and determining that the opening of the accelerator pedal is gradually increased, wherein the change rate of the opening of the accelerator pedal is greater than the preset opening change rate.
When the accelerator position sensor detects that the position of the accelerator pedal is gradually far away from the initial position, the opening degree of the accelerator pedal can be determined to be gradually increased. The accelerator position sensor can record the positions of accelerator pedals at different moments in the detection process and send the recorded information to a vehicle-mounted terminal of a vehicle; further, the vehicle-mounted terminal can determine the change rate of the opening of the accelerator pedal according to the positions of the accelerator pedal at different moments. Then, the change rate of the opening degree of the accelerator pedal is compared with the preset opening degree change rate, and when the change rate of the opening degree of the accelerator pedal is greater than the preset opening degree change rate, the pedal is indicated to be stepped downwards by a user at a faster speed, namely the user performs sudden oiling operation on the vehicle, and at the moment, the vehicle can be determined to be in the target working condition.
In addition, because the user will use a large force to press the accelerator pedal when accelerating suddenly, the opening of the accelerator pedal can be detected and determined to increase gradually by the pressure sensor on the accelerator pedal, and the change rate of the opening of the accelerator pedal is greater than the preset opening change rate. Specifically, when the instantaneous pressure detected by the pressure sensor is greater than the preset pressure threshold, it may be determined that the current user is pressing the accelerator pedal with a large force, so that the opening of the accelerator pedal is gradually increased, and the opening change rate is greater than the preset opening change rate, i.e., it may be determined that the vehicle is in the target working condition.
And S102, controlling a driving motor in the vehicle to output a first torque to drive the vehicle.
Before a user steps on a pedal of a pressure valve, an engine and a driving motor in a vehicle are both in a braking state, all parts in a transmission system of the vehicle are in a reverse rotation state at present, and at the moment, the torques of the engine and the driving motor are both zero or negative values; when a user presses the door pedal, the engine and/or the driving motor are/is in a driving state, and all parts in the transmission system are in a forward rotating state in the driving state. Because the engine and the driving motor are in the braking state before, after the engine and the driving motor are suddenly oiled, the engine and the driving motor need to be quickly switched to the driving state from the braking state, namely, the rotating directions of all parts need to be quickly adjusted from the reverse direction to the forward direction, violent impact is bound to occur among the parts, and then noise is generated.
In the embodiment, the torque of the driving motor is easy to control accurately relative to the torque of the engine, so that the driving motor can be controlled preferentially to output the first torque to drive the vehicle, gaps among parts in a transmission system can be overcome slowly, and the vehicle can be helped to transition to a driving state quickly and stably. When the engine is used for driving the vehicle, the output torque of the engine is not easy to control accurately, so that severe impact among all parts in a transmission system is easily caused, and further noise is generated, namely, the engine is used for driving the vehicle, and severe impact among all parts cannot be avoided.
S103, judging whether the current first torque of the driving motor reaches a first preset torque or not.
When the clearances among the various components in the vehicle's driveline are overcome, the current first torque of the drive motor will reach the first preset torque. Thus, the current first torque of the drive motor may be compared to the first predetermined torque to determine whether the clearances between the various components in the vehicle's driveline have been overcome. Wherein the first predetermined torque is greater than zero.
And S104, if the first torque reaches a first preset torque, controlling the driving motor and/or an engine in the vehicle to continuously drive the vehicle.
When the current first torque of the drive motor reaches the first predetermined torque, it indicates that the clearances between the various components in the vehicle's driveline have been overcome. In this case, the vehicle may be continuously driven by selectively controlling the drive motor, the vehicle may be continuously driven by starting to control the engine in the vehicle, or the vehicle may be driven by combining both.
In summary, according to the control method of the vehicle provided by the embodiment of the invention, when the vehicle suddenly accelerates, the vehicle is driven by the driving motor, and when the output torque of the driving motor reaches the preset torque, the driving motor and/or the engine is controlled to continue driving the vehicle. Because the torque of the driving motor is easy to accurately control relative to the torque of the engine, the driving motor is preferentially controlled to output the torque, so that the transmission system of the vehicle can slowly overcome the gaps of all parts, the vehicle can be rapidly and stably transited to a driving state, the impact sound among all parts in the transmission system is reduced, the noise in the driving process of the vehicle is reduced, and the user experience is improved.
On the basis of the above embodiments, when the driving motor is controlled to output the first torque to drive the vehicle, the first torque may be controlled to gradually increase at a relatively stable speed so as to slowly overcome the clearance between the components in the transmission system of the vehicle, and avoid the occurrence of the impact sound.
As a possible implementation, the first torque may be adjusted from zero or a negative value to the first preset torque at a target rate over a target time. That is, the first torque is adjusted at a constant rate over time.
As another possible implementation, as shown in fig. 3, the first torque is gradually adjusted to the second preset torque (i.e., Tm2) at a first preset rate within a first preset time (i.e., a time period of 0-t 1); gradually adjusting the first torque from a second preset torque (i.e., Tm2) to the first preset torque (i.e., Tm1) at a second preset rate over a second preset time (i.e., a time period t1-t 2), wherein the second preset torque is less than the first preset torque.
As can be seen from fig. 3, the second predetermined rate is smaller than the first predetermined rate. This is because the output torque of the driving motor needs to be loaded rapidly to respond to the change of the vehicle at the moment when the accelerator of the vehicle is stepped on (i.e., the time period from 0 to t 1) during the running of the vehicle; after the accelerator is stepped on (i.e. the time period from t1 to t 2), the driving motor is switched from the braking state to the driving state, and the output torque of the driving motor changes from a negative value to a positive value.
It should be noted that, in this embodiment, both t1 and t2 can be completed by pre-calibration.
Further, in order to improve the control accuracy, the first preset torque and/or the second preset torque may be determined according to a critical output torque of the driving motor in the embodiment. As shown in fig. 4, the method comprises the following steps:
and S401, acquiring critical output torque of the driving motor.
It should be noted that the part output torque of the driving motor is an ideal torque to overcome the clearances between the various parts in the vehicle.
As one possible implementation, the critical output torque may be obtained by the following steps, as shown in fig. 5, including:
s501, acquiring a first transmission ratio of a driving motor, a second transmission ratio and a first current torque of an engine, and a third transmission ratio and a second current torque of a belt starter generator BSG in the vehicle.
Specifically, the vehicle will have its various parameters calibrated after assembly is complete. Accordingly, the calibrated values of the various parameters in the vehicle may be queried to obtain the total gear ratio of the drive motor in the vehicle (i.e., the first gear ratio), the total gear ratio of the engine (i.e., the second gear ratio), and the total gear ratio of the belt starter generator BSG in the vehicle (i.e., the third gear ratio).
The first current torque of the engine and the second current torque of the BSG can be measured by a torque meter. Or respectively acquiring the rotating speeds of the engine and the BSG through a rotating speed sensor, and further calculating according to the following formula:
T＝9550P/n
wherein T is the current torque, P is the output power, and n is the rotation speed.
And S502, determining a critical output torque according to the first transmission ratio, the second transmission ratio, the third transmission ratio, the first current torque and the second current torque.
Specifically, by acquiring the first gear ratio, the second gear ratio, the third gear ratio, the first current torque and the second current torque, the critical output torque can be determined.
Alternatively, it can be calculated according to the following formula:
T0＝[T1+T2*n3]*n2/n1；
wherein, T0 is the critical output torque, T1 is the first current torque, T2 is the second current torque, n1 is the first gear ratio, n2 is the second gear ratio, n3 is the third gear ratio.
S402, determining a first preset torque and/or a second preset torque according to the critical output torque.
By obtaining the critical output torque, the first preset torque and/or the second preset torque can be determined.
Alternatively, a compensation value for compensating for the critical output torque may be obtained, and the critical output torque and the compensation value may be added to obtain a first preset torque, and/or the critical output torque and the compensation value may be added or subtracted to obtain a second preset torque. In this embodiment, the compensation value is a pre-calibrated value.
On the basis of the above embodiment, when the driving motor and/or the engine in the vehicle are controlled to drive the vehicle, the first torque output by the driving motor may be controlled to gradually increase at a third preset rate; and/or controlling the second torque output by the engine to gradually increase from zero or a negative value at a fourth preset rate so as to drive the vehicle to advance as soon as possible.
It should be noted that the third preset rate and the fourth preset rate may be determined according to actual situations, and are not limited herein.
For ease of understanding, the principle of the control method of the vehicle of the present embodiment is explained below with reference to fig. 3 and 6. As shown in fig. 6, N1, N2, N3 and N4 are engine speed, wheel end speed and main reducer speed, respectively; when the engine speed, the driving motor speed and the main speed reducer speed are converted into the wheel end speed, the engine speed, the driving motor speed and the main speed reducer speed can be obtained through the ratio of the current speeds to the transmission ratios of the current speeds to the wheel ends. Firstly, the clearance position between each part in a transmission system of a vehicle is stated, the clearance between an engine and a main speed reducer is a clearance A, the clearance between a driving motor and the main speed reducer is a clearance B, and the clearance between the main speed reducer and a wheel end is a clearance C. Before the accelerator pedal is suddenly stepped on (namely the state before tip in), the engine and the driving motor are in a braking state, and the rotating speed of the whole system is in accordance with N1-N2-N3-N4; after the accelerator pedal is suddenly stepped on, in a time period from 0 to t2 in fig. 3, the driving motor is firstly loaded with torque to overcome the gap B, the process is that N2> N1 ═ N3 ═ N4, then the gap C is overcome, the process is that N2 ═ N1 ═ N3> N4, and finally N2 ═ N1 ═ N3 ═ N4, and the two gaps are eliminated; after the time period t2, when only one clearance a remains, and the clearance is relatively small, the control need not be very precise to overcome, and therefore, the engine torque can be used to overcome the clearance a by itself, and finally the clearance between various components in the vehicle's driveline (i.e., the post-tip-in condition) can be overcome.
In order to implement the above embodiment, the invention also provides a control device of a vehicle.
Fig. 7 is a schematic structural diagram of a control device of a vehicle according to an embodiment of the disclosure, and as shown in fig. 7, the device includes:
the identification module 701 is used for identifying that the vehicle enters a target working condition;
the first control module 702 is used for controlling a driving motor in the vehicle to output a first torque to drive the vehicle;
the judging module 703 is configured to judge whether a current first torque of the driving motor reaches a first preset torque;
and a second control module 704 for controlling the driving motor and/or an engine in the vehicle to continue driving the vehicle if the first torque reaches a first preset torque.
Further, the first control module 702 is further configured to:
and adjusting the first torque from zero or a negative value to a first preset torque at a target speed within a target time, wherein the first preset torque is larger than zero.
Further, the first control module 702 is further configured to:
gradually adjusting the first torque to a second preset torque according to a first preset rate within a first preset time, wherein the second preset torque is smaller than the first preset torque;
and gradually adjusting the first torque from a second preset torque to the first preset torque according to a second preset speed within a second preset time, wherein the second preset speed is smaller than the first preset speed.
Further, the second control module 704 is further configured to:
controlling the first torque output by the driving motor to gradually increase at a third preset speed; and/or the presence of a gas in the gas,
the second torque output by the engine is controlled to gradually increase from zero or a negative value at a fourth preset rate to drive the vehicle.
Further, the first control module 702 is further configured to:
the method comprises the steps of obtaining critical output torque of a driving motor, and determining first preset torque and/or second preset torque according to the critical output torque.
Further, the first control module 702 is further configured to:
acquiring a first transmission ratio of a driving motor, a second transmission ratio and a first current torque of an engine, and a third transmission ratio and a second current torque of a Belt Starter Generator (BSG) in a vehicle;
a threshold output torque is determined based on the first gear ratio, the second gear ratio, the third gear ratio, the first current torque, and the second current torque.
Further, the first control module 702 is further configured to:
and acquiring a compensation value for compensating the critical output torque, adding the critical output torque and the compensation value to obtain a first preset torque, and/or adding or subtracting the critical output torque and the compensation value to obtain a second preset torque.
Further, the identifying module 701 is further configured to:
recognizing that the opening degree of an accelerator pedal in the vehicle is zero or gradually reduced;
and detecting and determining that the opening of the accelerator pedal is gradually increased, wherein the change rate of the opening of the accelerator pedal is greater than the preset opening change rate.
It should be understood that the above-mentioned apparatus is used for executing the method in the above-mentioned embodiments, and the implementation principle and technical effect of the apparatus are similar to those described in the above-mentioned method, and the working process of the apparatus may refer to the corresponding process in the above-mentioned method, and is not described herein again.
In summary, the control device for a vehicle according to the embodiments of the present invention drives the vehicle by using the driving motor when the vehicle suddenly accelerates, and then controls the driving motor and/or the engine to continue driving the vehicle when the output torque of the driving motor reaches the preset torque. Because the torque of the driving motor is easy to accurately control relative to the torque of the engine, the driving motor is preferentially controlled to output the torque, so that the transmission system of the vehicle can slowly overcome the gaps of all parts, the vehicle can be rapidly and stably transited to a driving state, the impact sound among all parts in the transmission system is reduced, the noise in the driving process of the vehicle is reduced, and the user experience is improved.
In order to implement the above-described embodiment, the present invention also provides a vehicle that includes the control device 100 of the vehicle in the above-described embodiment, as shown in fig. 8.
In order to implement the above embodiments, the present invention further provides an electronic device, as shown in fig. 9, including a memory 901, a processor 902; wherein the processor 902 runs a program corresponding to the executable program code by reading the executable program code stored in the memory 901 for implementing the respective steps of the above method.
In order to implement the above embodiments, the present invention also provides a computer-readable storage medium having stored thereon a computer program which, when executed by a processor, implements the steps of the above method.
In the description of the present invention, it is to be understood that the terms "central," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," "circumferential," and the like are used in the orientations and positional relationships indicated in the drawings for convenience in describing the invention and to simplify the description, and are not intended to indicate or imply that the referenced devices or elements must have a particular orientation, be constructed and operated in a particular orientation, and are therefore not to be considered limiting of the invention.
Furthermore, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of the present invention, "a plurality" means two or more unless specifically defined otherwise.
In the present invention, unless otherwise expressly stated or limited, the terms "mounted," "connected," "secured," and the like are to be construed broadly and can, for example, be fixedly connected, detachably connected, or integrally formed; can be mechanically or electrically connected; either directly or indirectly through intervening media, either internally or in any other relationship. It will be understood by those of ordinary skill in the art that the above terms are used in the present invention as appropriate
The specific meanings of (A) and (B).
In the present invention, unless otherwise expressly stated or limited, the first feature "on" or "under" the second feature may be directly contacting the first and second features or indirectly contacting the first and second features through an intermediate. Also, a first feature "on," "over," and "above" a second feature may be directly or diagonally above the second feature, or may simply indicate that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature may be directly under or obliquely under the first feature, or may simply mean that the first feature is at a lesser elevation than the second feature.
In the description herein, references to the description of the term "one embodiment," "some embodiments," "an example," "a specific example," or "some examples," etc., mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the invention. In this specification, the schematic representations of the terms used above are not necessarily intended to refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. Furthermore, various embodiments or examples and features of different embodiments or examples described in this specification can be combined and combined by one skilled in the art without contradiction.
Although embodiments of the present invention have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention, and that variations, modifications, substitutions and alterations can be made to the above embodiments by those of ordinary skill in the art within the scope of the present invention.
Claims (12)
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Cited By (3)
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| CN113753016A (en) * | 2021-09-10 | 2021-12-07 | 上海汽车变速器有限公司 | Method, device, storage medium and apparatus for controlling running of hybrid vehicle on bumpy road |
| CN114454868A (en) * | 2022-02-25 | 2022-05-10 | 奇瑞汽车股份有限公司 | Control method and device for hybrid vehicle |
| CN116620040A (en) * | 2023-05-09 | 2023-08-22 | 一汽奔腾轿车有限公司 | A control method for teeth biting in low-speed working conditions of an electric drive system |
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| CN113753016A (en) * | 2021-09-10 | 2021-12-07 | 上海汽车变速器有限公司 | Method, device, storage medium and apparatus for controlling running of hybrid vehicle on bumpy road |
| CN114454868A (en) * | 2022-02-25 | 2022-05-10 | 奇瑞汽车股份有限公司 | Control method and device for hybrid vehicle |
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| CN116620040A (en) * | 2023-05-09 | 2023-08-22 | 一汽奔腾轿车有限公司 | A control method for teeth biting in low-speed working conditions of an electric drive system |
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