CN110936823A

CN110936823A - Vehicle running state adjusting method and device and electric vehicle

Info

Publication number: CN110936823A
Application number: CN201811116836.2A
Authority: CN
Inventors: 古存
Original assignee: Borgward Automotive China Co Ltd
Current assignee: Borgward Automotive China Co Ltd
Priority date: 2018-09-25
Filing date: 2018-09-25
Publication date: 2020-03-31
Anticipated expiration: 2038-09-25
Also published as: CN110936823B

Abstract

The invention discloses a method and a device for adjusting a vehicle running state and an electric vehicle. The method comprises the following steps: determining an energy management strategy to be adjusted in a current driving mode, wherein the energy management strategy at least comprises: adjusting the driving torque, wherein the driving torque is determined by a driving coefficient under the current driving mode and a motor driving torque upper limit value under the current driving mode, and the motor driving torque upper limit value is obtained by combining the driving torque upper limit value of a front axle motor and the driving torque upper limit value of a rear axle motor; and adjusting the running state of the vehicle according to the energy management strategy. The invention solves the technical problem that a reasonable driving mode control scheme aiming at the electric automobile is lacked in the related technology.

Description

Vehicle running state adjusting method and device and electric vehicle

Technical Field

The invention relates to the field of electric automobiles, in particular to a method and a device for adjusting a vehicle running state and an electric automobile.

Background

A significant trend in vehicle development is currently the heavy use of electronic control systems to better coordinate and enhance the mobility and comfort of the driving process. Accordingly, a driving Mode (Drive Mode) is an active safety control system for manually selecting a specific driving Mode according to a road surface condition to enhance the trafficability, comfort and stability of the vehicle. The system comprehensively coordinates related subsystems such as driving, steering and braking to perform cooperative work. However, the driving modes provided in the related art are generally designed for conventional vehicles and hybrid vehicles, and the transition of different modes is realized by coordinating the working parameters of an engine, a gearbox, an electric power steering system, a suspension, a four-wheel drive control system and the like, but the driving modes for pure electric vehicles are rarely involved.

In view of the above problems, no effective solution has been proposed.

Disclosure of Invention

At least some embodiments of the present invention provide a method and an apparatus for adjusting a vehicle operating state, and an electric vehicle, so as to at least solve the technical problem in the related art that a reasonable driving mode control scheme for an electric vehicle is lacked.

According to one embodiment of the invention, a method for adjusting a vehicle running state is provided, which comprises the following steps:

determining an energy management strategy to be adjusted in a current driving mode, wherein the energy management strategy at least comprises: adjusting the driving torque, wherein the driving torque is determined by a driving coefficient under the current driving mode and a motor driving torque upper limit value under the current driving mode, and the motor driving torque upper limit value is obtained by combining the driving torque upper limit value of a front axle motor and the driving torque upper limit value of a rear axle motor; and adjusting the running state of the vehicle according to the energy management strategy.

Optionally, adjusting the operating state of the vehicle according to the energy management strategy comprises: acquiring a driving coefficient under a current driving mode and a motor driving torque upper limit value under the current driving mode; the driving coefficient is multiplied by the upper limit value of the motor driving torque to obtain the driving torque; and carrying out torque limiting processing on the vehicle according to the driving torque.

Optionally, the obtaining of the motor drive torque upper limit value comprises: determining a first driving torque upper limit value of a front axle motor and a second driving torque upper limit value of a rear axle motor in a current driving mode, wherein the first driving torque upper limit value and the second driving torque upper limit value are respectively one of the following values: the driving device comprises a peak driving torque upper limit value and a continuous driving torque upper limit value, wherein the peak driving torque upper limit value is the driving torque upper limit value reached within a preset time length, the continuous driving torque upper limit value is the driving torque upper limit value reached by a front axle motor or a rear axle motor in thermal balance, and the peak driving torque upper limit value is greater than the continuous driving torque upper limit value; and summing the first driving torque upper limit value and the second driving torque upper limit value to obtain the motor driving torque upper limit value.

Optionally, determining the first upper driving torque limit and the second upper driving torque limit in the current driving mode comprises: when the current driving mode is the default mode, determining that the first driving torque upper limit value is the peak driving torque upper limit value and the second driving torque upper limit value is the continuous driving torque upper limit value; when the current driving mode is the economy mode, determining that the first driving torque upper limit value and the second driving torque upper limit value are both continuous driving torque upper limit values; when the current driving mode is the sport mode, determining that the first driving torque upper limit value is a continuous driving torque upper limit value and the second driving torque upper limit value is a peak driving torque upper limit value; and when the current driving mode is the sport plus mode or the full-time four-wheel drive mode, determining that the first driving torque upper limit value and the second driving torque upper limit value are peak driving torque upper limit values.

Optionally, the obtaining the driving coefficient comprises: determining a driving coefficient table selected under the current driving mode; and finding the driving coefficient from the driving coefficient table according to the opening degree of an accelerator pedal of the vehicle and the current running speed of the vehicle.

Optionally, determining the energy management strategy in the current driving mode comprises: acquiring an SOC value under a current driving mode; and when the SOC value is less than or equal to a preset threshold value, determining to perform degradation processing on the currently adopted energy management strategy.

Optionally, the energy management policy further comprises: adjusting the vehicle speed, and adjusting the operating state of the vehicle according to the energy management strategy comprises: determining a speed threshold according to the current driving mode; the maximum vehicle speed of the vehicle is limited to a range below a speed threshold.

Optionally, the energy management policy further comprises: an adjustment accessory that adjusts an operating state of the vehicle in accordance with an energy management strategy includes: and reducing the working power of the accessories or stopping using the accessories according to the current driving mode.

Optionally, adjusting the operating state of the vehicle according to the energy management strategy further comprises: and determining the working mode of the electric power steering system of the vehicle according to the current driving mode.

According to an embodiment of the present invention, there is also provided a vehicle behavior adjustment device including:

a determining module, configured to determine an energy management strategy to be adjusted in a current driving mode, where the energy management strategy at least includes: adjusting the driving torque, wherein the driving torque is determined by a driving coefficient under the current driving mode and a motor driving torque upper limit value under the current driving mode, and the motor driving torque upper limit value is obtained by combining the driving torque upper limit value of a front axle motor and the driving torque upper limit value of a rear axle motor; and the processing module is used for adjusting the running state of the vehicle according to the energy management strategy.

According to an embodiment of the present invention, there is also provided an electric vehicle including: the adjusting device for the vehicle running state.

In at least some embodiments of the present invention, determining an energy management strategy to be adjusted in a current driving mode is employed, the energy management strategy comprising at least: the driving torque is adjusted, the driving torque is determined by a driving coefficient under the current driving mode and a motor driving torque upper limit value under the current driving mode, the motor driving torque upper limit value is obtained by combining the driving torque upper limit value of a front axle motor and the driving torque upper limit value of a rear axle motor, the running state of the vehicle is adjusted according to an energy management strategy, the purpose that different driving torque characteristics of an accelerator pedal are designed based on the torque capacity combination of a double-axle motor to realize the control over the current driving mode and further adjust the running state of the vehicle is achieved, the technical effects of enhancing the control feeling and the driving range and meeting the driving requirements of different customers are achieved, and the technical problem that a reasonable driving mode control scheme aiming at the electric vehicle is lacked in the related technology is solved.

Drawings

The accompanying drawings, which are included to provide a further understanding of the invention and are incorporated in and constitute a part of this application, illustrate embodiment(s) of the invention and together with the description serve to explain the invention without limiting the invention. In the drawings:

fig. 1 shows a hardware block diagram of a vehicle control unit of an electric vehicle for implementing a method for adjusting a vehicle operating state;

FIG. 2 is a flow chart of a method of adjusting a vehicle operating condition according to one embodiment of the present invention;

FIG. 3 is a schematic diagram of a driving torque calculation process according to an alternative embodiment of the present invention.

Fig. 4 is a block diagram of a vehicle behavior state adjustment apparatus according to an embodiment of the present invention.

Detailed Description

In order to make the technical solutions of the present invention better understood, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.

It should be noted that the terms "first," "second," and the like in the description and claims of the present invention and in the drawings described above are used for distinguishing between similar elements and not necessarily for describing a particular sequential or chronological order. It is to be understood that the data so used is interchangeable under appropriate circumstances such that the embodiments of the invention described herein are capable of operation in sequences other than those illustrated or described herein. Furthermore, the terms "comprises," "comprising," and "having," and any variations thereof, are intended to cover a non-exclusive inclusion, such that a process, method, system, article, or apparatus that comprises a list of steps or elements is not necessarily limited to those steps or elements expressly listed, but may include other steps or elements not expressly listed or inherent to such process, method, article, or apparatus.

In accordance with one embodiment of the present invention, there is provided an embodiment of a method for adjusting a vehicle operating condition, wherein the steps illustrated in the flowchart of the drawings may be performed in a computer system, such as a set of computer-executable instructions, and wherein, although a logical order is illustrated in the flowchart, in some cases, the steps illustrated or described may be performed in an order different than that illustrated.

The method embodiment can be executed in a vehicle control unit of an electric vehicle. Fig. 1 shows a hardware block diagram of a vehicle control unit of an electric vehicle for implementing a method for adjusting a vehicle operating state. As shown in fig. 1, the hybrid vehicle controller 10 may include one or more (shown as 102a, 102b, … …, 102 n) processors 102 (the processors 102 may include, but are not limited to, a processing device such as a Microprocessor (MCU) or a programmable logic device (FPGA)), and a memory 104 for storing data. Besides, the method can also comprise the following steps: a transmission device for communication functions, a display, a human-computer interaction interface, a Universal Serial Bus (USB) port (which may be included as one of the ports of the I/O interface), and a network interface. It will be understood by those skilled in the art that the structure shown in fig. 1 is only an illustration and is not intended to limit the structure of the electronic device. For example, the hybrid vehicle controller 10 may include more or fewer components than shown in FIG. 1, or have a different configuration than shown in FIG. 1.

It should be noted that the one or more processors 102 and/or other data processing circuitry described above may be referred to generally herein as "data processing circuitry". The data processing circuitry may be embodied in whole or in part in software, hardware, firmware, or any combination thereof. Further, the data processing circuit may be a single, stand-alone processing module, or incorporated, in whole or in part, into any of the other elements of the hybrid vehicle controller 10. The data processing circuit acts as a processor control (e.g., selection of a variable resistance termination path to interface).

The memory 104 may be used to store software programs and modules of application software, such as program instructions/data storage devices corresponding to the method for adjusting the vehicle operating state in the embodiment of the present invention, and the processor 102 executes various functional applications and data processing by operating the software programs and modules stored in the memory 104, so as to implement the method for adjusting the vehicle operating state. The memory 104 may include high speed random access memory, and may also include non-volatile memory, such as one or more magnetic storage devices, flash memory, or other non-volatile solid-state memory. In some examples, the memory 104 may further include memory located remotely from the processor 102, which may be connected to the electric vehicle via a network. Examples of such networks include, but are not limited to, the internet, intranets, local area networks, mobile communication networks, and combinations thereof.

The transmission device is used for receiving or transmitting data via a network. The above-described specific example of the network may include a wireless network provided by a communication provider of the vehicle control unit 10. In one example, the transmission device includes a Network adapter (NIC), which can be connected to other Network devices through a base station so as to communicate with the internet. In one example, the transmission device 106 may be a Radio Frequency (RF) module, which is used for communicating with the internet in a wireless manner.

The display may be, for example, a touch screen type Liquid Crystal Display (LCD) that may enable a user to interact with a user interface of the hybrid vehicle controller 10.

Under the above-described operating environment, the present invention provides a method of adjusting the operating state of the vehicle as shown in fig. 2. Fig. 2 is a flowchart of a method for adjusting a vehicle running state according to an embodiment of the present invention, as shown in fig. 2, the method including the steps of:

step S22, determining an energy management strategy to be adjusted in the current driving mode, wherein the energy management strategy at least includes: adjusting the driving torque, wherein the driving torque is determined by a driving coefficient under the current driving mode and a motor driving torque upper limit value under the current driving mode, and the motor driving torque upper limit value is obtained by combining the driving torque upper limit value of a front axle motor and the driving torque upper limit value of a rear axle motor;

step S24, the operating state of the vehicle is adjusted according to the energy management strategy.

Through the above steps, an energy management strategy to be adjusted may be determined in the current driving mode, the energy management strategy at least comprising: the driving torque is adjusted, the driving torque is determined by a driving coefficient under the current driving mode and a motor driving torque upper limit value under the current driving mode, the motor driving torque upper limit value is obtained by combining the driving torque upper limit value of a front axle motor and the driving torque upper limit value of a rear axle motor, the running state of the vehicle is adjusted according to an energy management strategy, the purpose that different driving torque characteristics of an accelerator pedal are designed based on the torque capacity combination of a double-axle motor to realize the control over the current driving mode and further adjust the running state of the vehicle is achieved, the technical effects of enhancing the control feeling and the driving range and meeting the driving requirements of different customers are achieved, and the technical problem that a reasonable driving mode control scheme aiming at the electric vehicle is lacked in the related technology is solved.

In an alternative embodiment, for a two-motor driven electric-only vehicle, five driving modes are provided, which are: default mode (comfortt), economy mode (ECO), SPORT mode (SPORT), SPORT plus mode (SPORT +), and full-time quad mode (4 WD).

Table 1 is a comparison of driving patterns and driving torque styles according to an alternative embodiment of the present invention, as shown in table 1:

TABLE 1

Driving mode	Drive torque style
		COMFORT (Default)	Is normal
ECO	Conservative
		SPORT	Radical advancement
SPORT+	Is more radical
		4WD	Is normal

COMFORT is the COMFORT mode in the default state, where the vehicle midrange torque performs normally, utilizes drive torque evenly, and manages high voltage accessories. The ECO mode gives priority to economy, and the driver can clearly feel that the response of the accelerator pedal is slow and the vehicle speed rises gently. Both the SPORT mode and the SPORT mode are biased towards the dynamic behavior of the vehicle, the SPORT mode uses a more aggressive driving torque than the SPORT mode and shuts down part of the functions of the body stability system to maximize power. The 4WD mode is full-time four-wheel drive, namely, manual selection and operation are not needed, the front wheels and the rear wheels are always kept in the four-wheel drive mode, the front torque and the rear torque are distributed on the front wheels and the rear wheels according to the ratio of 1:1 in the running process, and the vehicle has good control and running performance and is particularly suitable for off-road working conditions.

Alternatively, in step S22, determining the energy management strategy in the current driving mode may include performing the steps of:

step S221, acquiring an SOC value in the current driving mode;

step S222, when the SOC value is less than or equal to the preset threshold, determining to perform degradation processing on the currently adopted energy management strategy.

In an optional embodiment, different driving torque characteristics of the accelerator pedal are designed based on the torque capacity combination of the dual-shaft motor, and control methods of different driving modes need to be defined by simultaneously considering the battery state of charge, the high-voltage accessory management, the vehicle speed management and the like, so that control targets of different driving modes are realized through different strategy processing. This will be explained in further detail below.

Table 2 is an illustration of the driving mode based on energy management according to an alternative embodiment of the present invention, as shown in table 2:

TABLE 2

As described above, the driving mode design scheme provided by an alternative embodiment of the present invention is mainly for electric-only vehicles, and can be divided into five driving modes of COMFORT, ECO, port +, and 4WD, and the five driving modes are mutually exclusive.

How to adjust the energy management strategy of the vehicle can be determined by determining the State of charge (SOC) of the power battery of the entire vehicle, which represents the ratio of the remaining capacity to the battery capacity. When the SOC value is greater than a preset threshold (e.g., 25%, which may be flexibly calibrated according to actual conditions), or when the SOC value is less than or equal to the preset threshold, the corresponding energy management policy changes, which is specifically represented as:

for comfortt (default), 4WD, ECO modes, a normal energy management strategy is executed when the SOC value is greater than 25%, i.e., the vehicle remaining amount is sufficient, and a degradation process is executed on the corresponding energy management strategy when the SOC value is less than or equal to 25%, i.e., the vehicle remaining amount is less. For the SPORT, SPORT + mode, a normal energy management strategy is implemented with SOC values in the full range of 0-100%.

Optionally, in step S24, adjusting the operating state of the vehicle according to the energy management strategy may include performing the steps of:

step S241, acquiring a driving coefficient in a current driving mode and a motor driving torque upper limit value in the current driving mode;

step S242, obtaining a driving torque by multiplying the driving coefficient by the upper limit value of the motor driving torque;

in step S243, torque limit processing is performed on the vehicle in accordance with the driving torque.

Performing degradation processing on the corresponding energy management policy mainly includes: the driving torque in the current mode. When the SOC value is low, torque limit processing is required for the drive torque. Fig. 3 is a schematic diagram of a driving torque calculation process according to an alternative embodiment of the present invention, and as shown in fig. 3, in the case that a current driving mode is determined from five driving modes of comfortt, ECO, sportt +, and 4WD, a current driving torque request, i.e., a driver torque request, is obtained by multiplying a driving coefficient in the current driving mode by a driving torque upper limit corresponding to a motor driving torque upper limit in the current driving mode.

Alternatively, in step S241, acquiring the driving coefficient may include performing the steps of:

step S2411, determining a driving coefficient table selected under the current driving mode;

step S2412, finding the driving coefficient from the driving coefficient table according to the opening degree of the accelerator pedal of the vehicle and the current running speed of the vehicle.

In an alternative embodiment, the selected drive factor table may be determined based on the driving mode COMFORT selected by the driver via a Human Machine Interface (HMI). The driving coefficient table is obtained by looking up a table according to the opening degree of an accelerator pedal and the current running speed of the vehicle. In addition, the driving mode can be obtained through real vehicle calibration under different driving modes.

Alternatively, in step S241, acquiring the motor drive torque upper limit value may include performing the steps of:

step S2413, determining a first driving torque upper limit value of the front axle motor and a second driving torque upper limit value of the rear axle motor in the current driving mode, where the first driving torque upper limit value and the second driving torque upper limit value are respectively one of the following values: the driving device comprises a peak driving torque upper limit value and a continuous driving torque upper limit value, wherein the peak driving torque upper limit value is the driving torque upper limit value reached within a preset time length, the continuous driving torque upper limit value is the driving torque upper limit value reached by a front axle motor or a rear axle motor in thermal balance, and the peak driving torque upper limit value is greater than the continuous driving torque upper limit value;

step S2414, obtaining a motor driving torque upper limit value by performing summation operation on the first driving torque upper limit value and the second driving torque upper limit value.

For the upper limit value of the motor driving torque, it is necessary to sufficiently consider the power characteristics of the front and rear motors, and for this reason, the upper limit value of the driving torque that can be reached in a short time (for example, 10s) may be defined as the upper limit value of the peak driving torque, and the upper limit value of the driving torque that can reach the thermal equilibrium may be defined as the upper limit value of the continuous driving torque.

Table 3 illustrates upper driving torque limits of the front axle motor and the rear axle motor in different driving modes according to an alternative embodiment of the present invention, as shown in table 3:

TABLE 3

Driving mode	ECO	COMFORT (Default)	SPORT	SPORT+	4WD
						Rear Motor _ continuous Torque	By using	By using	Without using	Without using	Without using
Front motor _ holderContinuous torque	By using	Without using	By using	Without using	Without using
						Rear Motor _ Peak Torque	Without using	Without using	By using	By using	By using
Front Motor _ Peak Torque	Without using	By using	Without using	By using	By using

In the ECO mode, in order to reduce the power consumption of the motor as much as possible, the front axle motor and the rear axle motor both adopt a continuous driving torque upper limit value, and the peak driving torque upper limit value is limited and unavailable.

In the comfortt mode, to obtain slightly higher power, the front axle motor employs a peak drive torque upper limit, while the rear axle motor is still limited to a continuous drive torque upper limit.

In the SPORT mode, in order to overcome the axle load transfer during large-load acceleration and obtain a better movement effect, the front axle motor adopts a continuous driving torque upper limit value, and the rear axle motor adopts a peak driving torque upper limit value.

In the SPORT + or 4WD mode, the power requirement is higher, and in order to obtain better power output, the peak driving torque upper limit value is adopted for both the front axle motor and the rear axle motor.

The following describes a specific calculation method of the drive torque demand, taking the comfortt mode as an example.

First, the selected drive coefficient table is determined according to the driving mode comfortt selected by the driver through the HMI. The driving coefficient table is obtained by looking up a table according to the opening of an accelerator pedal and the current running speed of the vehicle, and can be obtained by real vehicle calibration in different driving modes. And secondly, according to the selected COMFORT mode, determining that the maximum driving torque upper limit value of the COMFORT mode is the sum of the peak driving torque upper limit value of the front motor and the continuous driving torque upper limit value of the rear motor, namely the driving torque upper limit value of the front motor is the peak driving torque, and the driving torque upper limit value of the rear motor is the continuous driving torque. And then, multiplying the selected driving coefficient in the COMFORT mode by the selected upper limit value of the maximum driving torque of the motor to obtain the torque demand of the driver in the current mode. By analogy, finally, driving modes with different driving characteristics can be obtained through different combinations of peak capacity and continuous capacity of the front axle motor and the rear axle motor. Therefore, through reasonable combination of the capacities of the front motor and the rear motor, the driving torques in different driving modes are analyzed, and different driving styles in different driving modes are obtained.

Optionally, the energy management policy further includes: adjusting the vehicle speed, in step S24, adjusting the operating state of the vehicle according to the energy management strategy may include performing the steps of:

step S244, determining a speed threshold according to the current driving mode;

in step S245, the maximum vehicle speed of the vehicle is limited to a range lower than the speed threshold.

In an optional embodiment, performing the destaging process on the respective energy management policies may further comprise: and managing the vehicle speed. By setting the speed threshold such that the maximum vehicle speed is limited, its defined speed threshold cannot be breached.

As shown in the above table 2, for the comfortt (default), 4WD mode, the vehicle speed is not limited when the SOC value is greater than 25%, i.e., the vehicle remaining capacity is sufficient, and the vehicle speed is limited to less than or equal to 120km/h when the SOC value is less than or equal to 25%, i.e., the vehicle remaining capacity is small. For the ECO mode, the vehicle speed is limited to less than or equal to 120km/h when the SOC value is greater than 25%, i.e., the vehicle remaining amount is sufficient, and to less than or equal to 80km/h when the SOC value is less than or equal to 25%, i.e., the vehicle remaining amount is small. For the SPORT and SPORT + modes, the SOC value is in the full range of 0-100%, and the vehicle speed is not limited.

Optionally, the energy management policy further includes: adjusting the accessory, in step S24, the operating state of the vehicle in accordance with the energy management strategy may include performing the steps of:

and step S246, reducing the working power of the accessories or stopping using the accessories according to the current driving mode.

In an optional embodiment, performing the destaging process on the respective energy management policies may further comprise: and managing the accessories. High-voltage accessories in a pure electric vehicle refer to accessories such as air conditioners, seats, rearview mirrors, glass heating devices and the like. Besides the 4WD mode, the other four modes can be freely switched between two-drive and four-drive, and the entering conditions are mainly based on the efficiency chart of the motor, so that the vehicle can work in the high-efficiency area of the motor as much as possible.

As shown in table 2 above, for the comfortt (default), 4WD mode, when the SOC value is greater than 25%, i.e., the vehicle remaining capacity is sufficient, there is no limitation on accessory management, and when the SOC value is less than or equal to 25%, i.e., the vehicle remaining capacity is less, the operating power of the accessories is reduced. For the ECO mode, when the SOC value is greater than 25%, that is, the vehicle remaining capacity is sufficient, the operating power of the accessories is reduced, and when the SOC value is less than or equal to 25%, that is, the vehicle remaining capacity is small, the use of the accessories is stopped. And for the SPORT and SPORT + modes, the management of the accessories is not limited within the full range of 0-100% of the SOC value.

and step S247, determining the working mode of the electric power steering system of the vehicle according to the current driving mode.

For the above driving mode design, power steering of the vehicle also needs to be considered. In the comfortt, ECO, 4WD modes, the electric power steering system adopts default settings to compromise steering controllability and portability. In the SPORT and SPORT + modes, the electric power steering system is set to a SPORT mode, which reduces the power and makes the control more precise.

There is also provided an embodiment of an apparatus for adjusting a vehicle behavior according to an embodiment of the present invention, and fig. 4 is a block diagram of a structure of the apparatus for adjusting a vehicle behavior according to an embodiment of the present invention, as shown in fig. 4, the apparatus including: a determining module 10, configured to determine an energy management strategy to be adjusted in a current driving mode, where the energy management strategy at least includes: adjusting the driving torque, wherein the driving torque is determined by a driving coefficient under the current driving mode and a motor driving torque upper limit value under the current driving mode, and the motor driving torque upper limit value is obtained by combining the driving torque upper limit value of a front axle motor and the driving torque upper limit value of a rear axle motor; and the processing module 20 is used for adjusting the running state of the vehicle according to the energy management strategy.

Optionally, the determining module 10 includes: a first acquisition unit (not shown in the figure) for acquiring an SOC value in the current driving mode; and a first determining unit (not shown in the figure) for determining to perform degradation processing on the currently adopted energy management strategy when the SOC value is less than or equal to a preset threshold.

Optionally, the processing module 20 comprises: a second obtaining unit (not shown in the figure) for obtaining a driving coefficient in the current driving mode and a motor driving torque upper limit value in the current driving mode; a calculating unit (not shown in the figure) for obtaining the driving torque by multiplying the driving coefficient by the upper limit value of the motor driving torque; and a first processing unit (not shown) for performing torque limiting processing on the vehicle according to the driving torque.

Optionally, the second obtaining unit includes: a first determining subunit (not shown in the figure) for determining the driving coefficient table selected for use in the current driving mode; and a first obtaining sub-unit (not shown in the figure) for finding the driving coefficient from the driving coefficient table according to the opening degree of an accelerator pedal of the vehicle and the current running speed of the vehicle.

Optionally, the second obtaining unit includes: a second determining subunit (not shown in the figure), configured to determine a first upper driving torque limit of the front axle motor and a second upper driving torque limit of the rear axle motor in the current driving mode, where the first upper driving torque limit and the second upper driving torque limit are respectively one of the following values: the driving device comprises a peak driving torque upper limit value and a continuous driving torque upper limit value, wherein the peak driving torque upper limit value is the driving torque upper limit value reached within a preset time length, the continuous driving torque upper limit value is the driving torque upper limit value reached by a front axle motor or a rear axle motor in thermal balance, and the peak driving torque upper limit value is greater than the continuous driving torque upper limit value; and a second obtaining subunit (not shown in the figure) configured to obtain the motor driving torque upper limit value by performing summation operation on the first driving torque upper limit value and the second driving torque upper limit value.

Optionally, a second determining subunit (not shown in the figure) configured to determine, when the current driving mode is the default mode, that the first driving torque upper limit value is the peak driving torque upper limit value and the second driving torque upper limit value is the continuous driving torque upper limit value; when the current driving mode is the economy mode, determining that the first driving torque upper limit value and the second driving torque upper limit value are both continuous driving torque upper limit values; when the current driving mode is the sport mode, determining that the first driving torque upper limit value is a continuous driving torque upper limit value and the second driving torque upper limit value is a peak driving torque upper limit value; and when the current driving mode is the sport plus mode or the full-time four-wheel drive mode, determining that the first driving torque upper limit value and the second driving torque upper limit value are peak driving torque upper limit values.

Optionally, the energy management policy further includes: adjusting the vehicle speed, the processing module 20 includes: a second determination unit (not shown in the drawings) for determining a speed threshold value according to the current driving mode; a second processing unit (not shown in the figure) for limiting the maximum vehicle speed of the vehicle to a range below a speed threshold.

Optionally, the energy management policy further includes: to adjust the accessories, the processing module 20 includes: a third processing unit (not shown in the figure) for turning down the operating power of the accessories or stopping the use of the accessories according to the current driving mode.

Optionally, the processing module 20 further comprises: a third determining unit (not shown in the figure) for determining an operation mode of an electric power steering system of the vehicle according to the current driving mode.

The above-mentioned serial numbers of the embodiments of the present invention are merely for description and do not represent the merits of the embodiments.

In the above embodiments of the present invention, the descriptions of the respective embodiments have respective emphasis, and for parts that are not described in detail in a certain embodiment, reference may be made to related descriptions of other embodiments.

In the embodiments provided in the present application, it should be understood that the disclosed technology can be implemented in other ways. The above-described embodiments of the apparatus are merely illustrative, and for example, the division of the units may be a logical division, and in actual implementation, there may be another division, for example, multiple units or components may be combined or integrated into another system, or some features may be omitted, or not executed. In addition, the shown or discussed mutual coupling or direct coupling or communication connection may be an indirect coupling or communication connection through some interfaces, units or modules, and may be in an electrical or other form.

The units described as separate parts may or may not be physically separate, and parts displayed as units may or may not be physical units, may be located in one place, or may be distributed on a plurality of units. Some or all of the units can be selected according to actual needs to achieve the purpose of the solution of the embodiment.

In addition, functional units in the embodiments of the present invention may be integrated into one processing unit, or each unit may exist alone physically, or two or more units are integrated into one unit. The integrated unit can be realized in a form of hardware, and can also be realized in a form of a software functional unit.

The integrated unit, if implemented in the form of a software functional unit and sold or used as a stand-alone product, may be stored in a computer readable storage medium. Based on such understanding, the technical solution of the present invention may be embodied in the form of a software product, which is stored in a storage medium and includes instructions for causing a computer device (which may be a personal computer, a server, or a network device) to execute all or part of the steps of the method according to the embodiments of the present invention. And the aforementioned storage medium includes: a U-disk, a Read-Only Memory (ROM), a Random Access Memory (RAM), a removable hard disk, a magnetic or optical disk, and other various media capable of storing program codes.

The foregoing is only a preferred embodiment of the present invention, and it should be noted that, for those skilled in the art, various modifications and decorations can be made without departing from the principle of the present invention, and these modifications and decorations should also be regarded as the protection scope of the present invention.

Claims

1. A method of adjusting a running state of a vehicle, characterized by comprising:

determining an energy management strategy to be adjusted in a current driving mode, wherein the energy management strategy at least comprises: adjusting a driving torque, wherein the driving torque is determined by a driving coefficient in the current driving mode and a motor driving torque upper limit value in the current driving mode, and the motor driving torque upper limit value is obtained by combining the driving torque upper limit value of a front axle motor and the driving torque upper limit value of a rear axle motor;

and adjusting the running state of the vehicle according to the energy management strategy.

2. The method of claim 1, wherein adjusting the operating state of the vehicle in accordance with the energy management strategy comprises:

acquiring a driving coefficient under the current driving mode and a motor driving torque upper limit value under the current driving mode;

multiplying the driving coefficient by the upper limit value of the motor driving torque to obtain the driving torque;

and carrying out torque limiting processing on the vehicle according to the driving torque.

3. The method of claim 2, wherein obtaining the upper motor drive torque limit comprises:

determining a first driving torque upper limit value of the front axle motor and a second driving torque upper limit value of the rear axle motor in the current driving mode, wherein the first driving torque upper limit value and the second driving torque upper limit value are respectively one of the following values: the driving device comprises a peak driving torque upper limit value and a continuous driving torque upper limit value, wherein the peak driving torque upper limit value is the driving torque upper limit value reached within a preset time length, the continuous driving torque upper limit value is the driving torque upper limit value reached by the front axle motor or the rear axle motor in thermal balance, and the peak driving torque upper limit value is larger than the continuous driving torque upper limit value;

and summing the first driving torque upper limit value and the second driving torque upper limit value to obtain the motor driving torque upper limit value.

4. The method of claim 3, wherein determining the first upper drive torque limit and the second upper drive torque limit in the current driving mode comprises:

when the current driving mode is a default mode, determining that the first driving torque upper limit value is a peak driving torque upper limit value and the second driving torque upper limit value is a continuous driving torque upper limit value;

when the current driving mode is the economy mode, determining that the first driving torque upper limit value and the second driving torque upper limit value are continuous driving torque upper limit values;

when the current driving mode is a sport mode, determining that the first driving torque upper limit value is a continuous driving torque upper limit value and the second driving torque upper limit value is a peak driving torque upper limit value;

and when the current driving mode is a sport plus mode or a full-time four-wheel drive mode, determining that the first driving torque upper limit value and the second driving torque upper limit value are peak driving torque upper limit values.

5. The method of claim 2, wherein obtaining the drive factor comprises:

determining a driving coefficient table selected under the current driving mode;

and searching the driving coefficient from the driving coefficient table according to the opening of an accelerator pedal of the vehicle and the current running speed of the vehicle.

6. The method of claim 1, wherein determining the energy management strategy in the current driving mode comprises:

acquiring a state of charge (SOC) value under the current driving mode;

and when the SOC value is smaller than or equal to a preset threshold value, determining to perform degradation processing on the currently adopted energy management strategy.

7. The method of claim 1, wherein the energy management policy further comprises: adjusting the vehicle speed, wherein adjusting the operating state of the vehicle according to the energy management strategy comprises:

determining a speed threshold according to the current driving mode;

limiting a maximum vehicle speed of the vehicle to a range below the speed threshold.

8. The method of claim 1, wherein the energy management policy further comprises: an adjustment accessory that adjusts an operating state of the vehicle in accordance with the energy management strategy includes:

and reducing the working power of the accessory or stopping using the accessory according to the current driving mode.

9. The method of claim 1, wherein adjusting the operating state of the vehicle in accordance with the energy management strategy further comprises:

and determining the working mode of the electric power steering system of the vehicle according to the current driving mode.

10. An adjustment device for a vehicle behavior, characterized by comprising:

a determination module configured to determine an energy management strategy to be adjusted in a current driving mode, wherein the energy management strategy at least includes: adjusting a driving torque, wherein the driving torque is determined by a driving coefficient in the current driving mode and a motor driving torque upper limit value in the current driving mode, and the motor driving torque upper limit value is obtained by combining the driving torque upper limit value of a front axle motor and the driving torque upper limit value of a rear axle motor;

and the processing module is used for adjusting the running state of the vehicle according to the energy management strategy.

11. An electric vehicle, comprising: the adjustment device of the running state of the vehicle according to claim 10.