CN115946694A - Crawling control method and device and vehicle - Google Patents

Abstract

The application provides a crawling control method, a crawling control device and a vehicle, wherein the crawling control method comprises the following steps: when the vehicle enters a crawling starting working condition from an idle charging working condition, a clutch transmission torque increasing instruction is sent out and is used for increasing the clutch transmission torque; acquiring clutch transmission torque of a vehicle in real time, and when the clutch transmission torque is larger than a preset torque threshold value, sending a charging torque reduction instruction, wherein the charging torque reduction instruction is used for reducing the charging torque; when the vehicle enters the crawling working condition from the crawling starting working condition, the vehicle speed is obtained in real time, and when the vehicle speed is larger than a preset vehicle speed threshold value, a charging torque increasing instruction is sent out and is used for increasing the charging torque. The crawling control method, the crawling control device and the crawling control vehicle can avoid the problems that the power response is slow, the rotating speed is dropped and the like in the crawling starting process due to the fact that the sum of the charging torque and the clutch transmission torque exceeds the maximum output torque adjusted by the current rotating speed of an engine.

Description

Crawling control method and device and vehicle

Technical Field

The application relates to the technical field of vehicles, in particular to a crawling control method and device and a vehicle.

Background

With the popularization of hybrid vehicles (hereinafter referred to as hybrid vehicles), the requirements for driving comfort, economy and power performance are higher and higher. To meet the driver's needs, the operating conditions and energy management of the hybrid vehicle need to be precisely controlled.

In the creep starting condition of the hybrid vehicle, if the electric quantity of the power battery is smaller than a preset threshold value, in order to ensure normal running and electric balance, a part of torque output by the engine is required to be used for charging the power battery, and the part of torque is called charging torque. However, as the clutch transmission torque transmitted to the vehicle load by the clutch is gradually increased, the sum of the charging torque and the clutch transmission torque is easily caused to exceed the maximum output torque adjusted by the current rotating speed of the engine, and further, the problems of slow power response, rotating speed drop and the like in the creeping starting process are caused.

Disclosure of Invention

In view of the above, an object of the present application is to provide a crawling control method, device, electronic device and vehicle, so as to solve the problems in the related art that a slow power response and a speed drop easily occur in a crawling start condition.

In view of the above, a first aspect of the present application provides a creep control method, including:

when the vehicle enters a crawling starting working condition from an idle charging working condition, sending a clutch transmission torque increasing instruction, wherein the clutch transmission torque increasing instruction is used for increasing the clutch transmission torque;

acquiring clutch transmission torque of a vehicle in real time, and when the clutch transmission torque is larger than a preset torque threshold value, sending a charging torque reduction instruction, wherein the charging torque reduction instruction is used for reducing the charging torque;

when the vehicle enters a crawling working condition from a crawling starting working condition, the vehicle speed is obtained in real time, and when the vehicle speed is larger than a preset vehicle speed threshold value, a charging torque increasing instruction is sent out and is used for increasing the charging torque.

Based on the same inventive concept, a second aspect of the present application provides a creep control device, comprising:

the first instruction module is configured to send out a clutch transmission torque increasing instruction when the vehicle enters a crawling starting condition from an idle charging condition, and the clutch transmission torque increasing instruction is used for increasing the clutch transmission torque;

the second instruction module is configured to acquire clutch transmission torque of a vehicle in real time, and when the clutch transmission torque is larger than a preset torque threshold value, a charging torque reduction instruction is sent out and is used for reducing the charging torque;

the third instruction module is configured to acquire the vehicle speed in real time when the vehicle enters a crawling working condition from a crawling starting working condition, and send a charging torque increasing instruction when the vehicle speed is greater than a preset vehicle speed threshold, wherein the charging torque increasing instruction is used for increasing the charging torque.

Based on the same inventive concept, a third aspect of the present application provides an electronic device comprising a memory, a processor and a computer program stored on the memory and executable on the processor, wherein the processor implements the method according to the first aspect when executing the program.

Based on the same inventive concept, a fourth aspect of the present application provides a vehicle including the creep control apparatus according to the second aspect.

From the above, according to the crawling control method, the crawling control device, the electronic equipment and the vehicle provided by the application, when the vehicle enters the crawling starting working condition from the idle charging working condition, the torque increasing command transmitted by the clutch is sent out to control the clutch to increase the torque transmitted to the vehicle load, so that the torque output transmitted to the vehicle load by the vehicle in the starting process is sufficient, and the problems of slow power response and speed drop of the vehicle in the crawling starting process are solved. When the fact that the transmission torque of the clutch is larger than the preset torque threshold value is monitored, the charging torque reducing instruction is sent out, and the torque consumption for charging the power battery is reduced, so that more output torque of the engine is transmitted to the vehicle load, the power and the drivability of the creep starting of the hybrid vehicle are guaranteed, and the problems that the vehicle falls down in rotating speed and the NVH of the whole vehicle are caused are further avoided. When the vehicle enters a creeping working condition and the vehicle speed is monitored to be greater than a vehicle speed threshold value, the charging torque increasing instruction is sent, the vehicle speed is controlled, and meanwhile the surplus torque is used as the charging torque to charge the power battery, so that the electric balance performance of the whole vehicle is maintained.

Drawings

In order to more clearly illustrate the technical solutions in the present application or the related art, the drawings needed to be used in the description of the embodiments or the related art will be briefly introduced below, and it is obvious that the drawings in the following description are only embodiments of the present application, and it is obvious for those skilled in the art that other drawings can be obtained according to these drawings without creative efforts.

FIG. 1 is a schematic illustration of a hybrid vehicle with a P2 architecture powertrain;

FIG. 2 is a real vehicle test data chart when the vehicle enters a creep start condition from an idling condition and the charging torque of the P2 motor is not reduced in the starting process;

FIG. 3 is a schematic flow chart illustrating a creep control method according to an embodiment of the present application;

FIG. 4 is a logic diagram of a creep control method according to an embodiment of the present application;

FIG. 5 is a graph of real vehicle test data using the creep control method according to the embodiment of the present application;

FIG. 6 is a graph of test data for another real vehicle utilizing the creep control method of an embodiment of the present application;

FIG. 7 is a schematic flow chart illustrating the issuance of a charge torque reduction command in a creep control method in accordance with an embodiment of the present application;

FIG. 8 is a schematic flow chart illustrating a charging torque increase command issued in a creep control method according to an embodiment of the present application;

FIG. 9 is a schematic flow chart illustrating a clutch torque transfer increase command in a creep control method according to an embodiment of the present application;

FIG. 10 is a schematic flow chart illustrating the determination of the third gradient value and the first extreme value in the creep control method according to the embodiment of the present application;

FIG. 11 is a schematic flow chart illustrating a process for correcting engine idle torque in a creep control method according to an embodiment of the present application;

FIG. 12 is a schematic structural diagram of a creep control apparatus according to an embodiment of the present application;

fig. 13 is a more specific hardware structure diagram of an electronic device according to an embodiment of the present disclosure.

Detailed Description

In order to make the objects, technical solutions and advantages of the present application more apparent, the present application is further described in detail below with reference to the accompanying drawings in combination with specific embodiments.

It should be noted that technical terms or scientific terms used in the embodiments of the present application should have a general meaning as understood by those having ordinary skill in the art to which the present application belongs, unless otherwise defined. The use of "first," "second," and similar terms in the embodiments of the present application is not intended to indicate any order, quantity, or importance, but rather is used to distinguish one element from another. The word "comprising" or "comprises", and the like, means that the element or item preceding the word comprises the element or item listed after the word and its equivalent, but does not exclude other elements or items. The terms "connected" or "coupled" and the like are not restricted to physical or mechanical connections, but may include electrical connections, whether direct or indirect. "upper", "lower", "left", "right", and the like are used merely to indicate relative positional relationships, and when the absolute position of the object being described is changed, the relative positional relationships may also be changed accordingly.

The hybrid vehicle will be described with reference to the P2 configuration as an example. Fig. 1 shows a schematic structure diagram of a P2 architecture power system, and an engine 101, a K0 clutch 102, a P2 motor 103, a gearbox 104 and a differential 105 are connected in sequence. The transmission 104 may be a hybrid automatic transmission including a K1 clutch and a K2 clutch.

For the problems that the sum of the charging torque and the torque transmitted by the clutch easily exceeds the maximum torque regulated by the current rotating speed of the engine in the creep starting process of the vehicle in the background technology, so that the dynamic response is slow, the acceleration is discontinuous, the rotating speed falls and the like in the creep starting process, fig. 2 shows a real vehicle test data graph when the vehicle enters the creep starting working condition from the idling working condition and the charging torque of the P2 motor is not reduced in the starting process. As can be seen from the engine speed curve α at the frame a in the figure, the engine speed fluctuates due to the above-mentioned problems during the increase of the engine speed, which is reflected in the falling of the engine speed curve α.

In order to solve the above problems, in the related art, the following solutions are generally adopted: first, the maximum torque transfer of the clutch is limited, the engagement rate of the clutch is slowed, and the engine idle speed is increased. However, the adoption of the scheme can cause slow power response of the whole vehicle due to the slow combination speed of the clutch on one hand, and can also increase oil consumption and Noise of the engine due to the large idling speed of the engine on the other hand, so that the scheme is not favorable for fuel economy and NVH (Noise, vibration and Harshness) performance of the whole vehicle. And secondly, canceling low-speed charging torque and reducing the idling load of the engine. However, this solution means that the hybrid vehicle cannot supplement the electric power of the power battery when the hybrid vehicle is stationary in the P/N range and creeps at a low speed, which is not favorable for the electric balance control of the hybrid vehicle.

Therefore, in order to combine the vehicle starting power, the electrical balance control and the entire vehicle NVH performance, as shown in fig. 3, the embodiment provides a crawling control method, including:

and S101, when the vehicle enters a crawling starting working condition from an idling charging working condition, sending a clutch transmission torque increasing instruction, wherein the clutch transmission torque increasing instruction is used for increasing the clutch transmission torque.

Fig. 4 shows a logic diagram of the control method according to the present embodiment, in which curve a represents the engine idle speed request (Engspdreq), curve b represents the engine speed (Engspd), curve c represents the braking (Brkped), curve d represents the clutch transmission torque (Clu _ tq), curve e represents the charging torque (P2 _ tq), and curve f represents the vehicle speed (Vehspd). In the figure, a broken line I represents the moment when the vehicle starts to enter a creep starting working condition from an idle charging working condition, a broken line II represents the moment when the torque transmitted by the clutch reaches a torque threshold value, a broken line III represents the moment when the vehicle speed reaches a vehicle speed threshold value, and a broken line IV represents the moment when the idle speed request of the engine is reduced when vehicle speed control conditions are met after the vehicle enters the creep working condition.

When the vehicle is in an idle charging condition, the K0 clutch is closed, the K1 clutch and the K2 clutch are both separated, the engine is in the idle condition, the transmission is in a pre-selection State, the vehicle keeps a static vehicle speed of 0 under braking, and a Hybrid Control Unit (HCU) reads data of a Battery Management System (BMS) to detect a remaining Battery capacity (State of Charge, also called SOC value) of the power Battery and compares the remaining Battery capacity with a preset Battery capacity saturation value. If the SOC value is smaller than the electric quantity saturation value, the hybrid control unit sends a charging starting instruction to a generator controller or a motor controller (when the generator and the power motor are integrated machines) according to a preset charging torque so as to allocate part of torque from the output torque of the engine according to the charging torque for charging the power battery.

For example, the charging torque may be-20 Nm, which may be understood as consuming 20Nm of engine output torque, with a greater absolute value of charging torque indicating greater engine output torque consumed for charging the power cell, and with a charging torque of 0 indicating that no engine output torque is consumed for charging the power cell. Of course, the charging torque may be calibrated according to information such as the vehicle type, the vehicle power structure, the environment where the vehicle is located, and the vehicle operation parameters, and the value of the charging torque is not limited herein.

In the creep start condition, namely the process of the vehicle going from idle stop to low speed, the vehicle brake release is started from the moment of a broken line I in combination with the graph shown in FIG. 4, and in order to increase the vehicle speed of the vehicle from 0 to the preset creep vehicle speed, the engine idle speed request is gradually increased in a constant amplitude. In response to an increase in the engine idle speed request, the engine speed gradually increases in the form of a variable acceleration. In order to transmit the output torque of the engine to the vehicle load, a clutch transmission torque increase command is issued to the clutch controller during this process, and the engagement rate of the clutch is controlled in accordance with the command so that the clutch transmission torque is gradually increased with a suitable increase.

Step S102, clutch transmission torque of a vehicle is acquired in real time, and when the clutch transmission torque is larger than a preset torque threshold value, a charging torque reduction instruction is sent out and used for reducing the charging torque.

For example, the torque threshold may be 30Nm, representing that the current clutch is delivering 30Nm of torque to the vehicle load. Of course, the torque threshold may be calibrated according to information such as a vehicle type, a vehicle power structure, an environment where the vehicle is located, and vehicle operation parameters, and the like, and the value of the torque threshold is not limited herein.

The hybrid control unit monitors the clutch transfer torque in real time and as can be seen from fig. 4, when the clutch transfer torque rises to the torque threshold, i.e. at the moment of the dashed line II, the engine idle speed request no longer increases but remains at the current value. The increase in engine speed is in response to the engine idle request but with some hysteresis, where the engine speed is still increasing but the increase is gradually slowing. Meanwhile, the vehicle speed of the vehicle is not increased to the preset creep working condition vehicle speed at the moment, and in order to enable the vehicle speed of the vehicle to be increased continuously, the transmission torque of the clutch is still increased. If the generator still keeps the charging torque as the power battery for charging, the sum of the charging torque and the clutch transmission torque is easily larger than the current output maximum torque of the engine. Therefore, in order to ensure that the power of the vehicle is not affected, a charging torque reduction command is sent to the generator controller at this moment, the distribution of the output torque of the engine is adjusted, the charging torque (also called reverse charging) is reduced as shown in part e1 in fig. 4, and the torque allocation of the generator is reduced, so that more output torque of the engine is transmitted to the load of the vehicle through the clutch.

Step S103, when the vehicle enters a crawling working condition from a crawling starting working condition, acquiring the vehicle speed in real time, and when the vehicle speed is greater than a preset vehicle speed threshold value, sending a charging torque increasing instruction, wherein the charging torque increasing instruction is used for increasing the charging torque.

Illustratively, the vehicle speed threshold may be 3km/h. Of course, the vehicle speed threshold may be calibrated according to the information of the vehicle type, the vehicle power structure, the environment where the vehicle is located, the vehicle operation parameters, and the like, and the value of the vehicle speed threshold is not limited herein.

After the vehicle is in a forward gear or a reverse gear in a creeping working condition, the vehicle can run at a lower speed when an accelerator pedal and a brake pedal are not stepped and the brake is released. As can be seen from FIG. 4, after the vehicle enters a creep operating condition, the engine responds to the target idle speed request of the transmission, and after the transmission torque of the clutch is increased to the maximum value, the transmission torque of the clutch is not increased any more as the vehicle running resistance of the whole vehicle is gradually reduced, although the vehicle speed is still increased. In order to control the vehicle speed within a certain range, after the vehicle speed is increased to a vehicle speed threshold value, corresponding to the moment of a broken line III in the figure 4, a charging torque increasing command is sent to the generator controller, the distribution of the output torque of the engine is adjusted again, and the transmission torque of the clutch transmitted to the load of the vehicle is reduced, as shown in a part d1 in the figure 4; the charging torque for charging the power battery is increased, as shown in section e2 of fig. 4, to facilitate electrical balance control of the hybrid vehicle.

Further, as the vehicle speed continues to increase, illustratively, when the vehicle speed is greater than 5km/h, the engine idle speed request may be reduced, as shown in portion a1 of fig. 4, to reduce the engine speed and improve the fuel economy of the vehicle as a whole.

According to the crawling control method provided by the embodiment, when the vehicle enters the crawling starting working condition from the idling charging working condition, the clutch is controlled to increase the torque transmitted to the vehicle load by sending the torque transmission increasing instruction of the clutch, so that the torque output transmitted to the vehicle load by the vehicle in the starting process is sufficient, and the problems of slow power response and speed drop of the vehicle in the crawling starting process are solved. When the fact that the transmission torque of the clutch is larger than the preset torque threshold value is monitored, the charging torque reduction instruction is sent out, and the torque consumption for charging the power battery is reduced, so that more output torque of the engine is transmitted to a vehicle load, the creeping starting power and the driving performance of the hybrid vehicle are guaranteed, and the vehicle drop rotating speed and the NVH problem of the whole vehicle are further avoided. As shown by the engine speed curve β at the box B in fig. 5 and the engine speed curve γ at the box C in fig. 6, by adopting the control method provided by the present embodiment, the engine speed fluctuates less during the rise and there is no crater situation, as compared with the prior art.

When the vehicle enters a creeping working condition and the vehicle speed is monitored to be greater than a vehicle speed threshold value, the charging torque increasing instruction is sent, the vehicle speed is controlled, and meanwhile the surplus torque is used as the charging torque to charge the power battery, so that the electric balance performance of the whole vehicle is maintained.

In addition, the crawling control method can be realized through a software strategy, is low in implementation cost and high in universality, can be used for various vehicle models and various power structures, and is more fine in control.

As shown in fig. 7, in some embodiments, the step S102 of issuing the charging torque reduction command further includes:

and step S201, acquiring the brake pressure and the engine speed of the vehicle in real time.

Step S202, a corresponding preset first gradient value is determined based on the brake pressure and the engine speed.

In order to make the adjustment control of the charging torque more reasonable, the reduction range of the charging torque needs to be accurately controlled. The applicant has found through research that the magnitude of the decrease in the charging torque can be determined based on the brake pressure of the vehicle and the engine speed.

Illustratively, the magnitude of the decrease in the charging torque is quantized to a first gradient value. The first gradient value may be determined by means of a look-up table, a formula calculation, or the like.

Step S203, a charging torque reduction instruction is issued, where the charging torque reduction instruction is used to reduce the charging torque according to the first gradient value.

After the first gradient value is determined, the hybrid control unit sends a charging torque reduction instruction according to the first gradient value, so that the generator reduces the charging torque according to the first gradient value, the charging torque is reduced according to a reasonable reduction amplitude, and electric balance control is considered while vehicle creep starting power is guaranteed.

In some embodiments, step S202 further comprises: and searching and determining the first gradient value from a pre-constructed first control table according to the brake pressure and the engine speed.

Illustratively, the first control table is as follows:

first control table

For example, when the engine speed reaches 800rpm/min and is less than 900rpm/min, the first gradient value is determined to be 100Nm/s. When the generator controller receives the charging torque reduction instruction, the generator controller controls the charging torque to be added from the original negative value to the determined first gradient value so that the charging torque gradually approaches 0 (the charging torque reduction and increase in the embodiment refer to the change of the absolute value of the charging torque), so as to reduce the consumption of the output torque of the engine for charging the power battery.

It should be noted that, during the process of decreasing the charging torque, the first gradient value may be newly determined by the first control table according to the current engine speed and the current brake pressure. In addition, the first control table is used for representing the variation trend of the first gradient value along with different engine speeds and brake pressures, and the first gradient values corresponding to the brake pressures and the engine speeds in the table are only exemplary numerical values and are not limited herein.

Through the pre-constructed first control table, not only can the accurate control of the reduction amplitude of the charging torque be realized, but also the process of determining the first gradient value can be more convenient and faster.

As shown in fig. 8, in some embodiments, the step S103 of issuing the charging torque increase command includes:

and S301, acquiring the brake pressure and the engine speed of the vehicle in real time.

Step S302, a corresponding preset second gradient value is determined based on the brake pressure and the engine speed.

In order to make the adjustment control of the charging torque more reasonable, correspondingly, the increase range of the charging torque also needs to be accurately controlled. The applicant has found through research that the magnitude of the increase in the charging torque is also determined based on the brake pressure of the vehicle and the engine speed.

Illustratively, the magnitude of the increase in the charging torque is quantized to a second gradient value. The second gradient value may be determined by means of a look-up table, a formula calculation, or the like.

Step S303, a charging torque increase instruction is issued, where the charging torque increase instruction is used to increase the charging torque according to the second gradient value.

After the second gradient value is determined, the hybrid control unit sends a charging torque increasing instruction according to the second gradient value, so that the generator increases the charging torque according to the second gradient value, the charging torque is increased according to a reasonable increase, and electric balance control is considered while creep power of the vehicle is not influenced.

In some embodiments, step S302 further comprises: and searching and determining the second gradient value from a pre-constructed second control table according to the brake pressure and the engine speed.

Illustratively, the second control table is as follows:

second control table

For example, when the engine speed reaches 800rpm/min and less than 900rpm/min and the brake pressure is 15bar, the second gradient value is determined to be-110 Nm/s. When the generator controller receives a charging torque increase instruction, the generator controller controls the charging torque to be added from a negative value or a 0 value to the determined second gradient value, so that the absolute value of the charging torque is gradually increased, and the consumption of the output torque of the engine for charging the power battery is improved.

It should be noted that, during the increase of the charging torque, the second gradient value may be newly determined by the second control table in accordance with the current engine speed and the current brake pressure. In addition, the second control table is used for representing the variation trend of the second gradient value along with different engine speeds and brake pressures, and the second gradient values corresponding to the brake pressures and the engine speeds in the table are only exemplary numerical values and are not limited herein.

The beneficial effect of determining the second gradient value through the pre-constructed second control table is the same as the beneficial effect of determining the first gradient value through the first control table, and is not repeated herein.

As shown in fig. 9, in some embodiments, issuing a clutch transmission torque increase command in step S101 includes:

step S401, first vehicle information of the vehicle and first environment information of the environment where the vehicle is located are obtained in real time.

Step S402, determining a corresponding preset third gradient value and a preset first extreme value based on the first vehicle information and the first environment information.

In order to enable the vehicle to enter the crawling working condition after passing through the crawling starting working condition from the static idle charging working condition, the vehicle speed of the vehicle is required to be gradually increased from 0 to a preset crawling vehicle speed, such as 5km/h. For this reason, in the vehicle creep start condition, the clutch transmission torque needs to be gradually increased to gradually increase the vehicle speed. In order to avoid that the sum of the transmission torque and the charging torque of the clutch is larger than the current maximum output torque of the engine, the amplification of the transmission torque of the clutch needs to be accurately controlled, and meanwhile, the maximum limit value of each stage of the transmission torque of the clutch needs to be controlled in the process of increasing the transmission torque of the clutch. The applicant has found that, for the magnitude of the increase in the clutch transmission torque, it is necessary to determine, in addition to the first vehicle information of the vehicle itself, the first environment information of the vehicle surroundings. Particularly, when the vehicle is in an environment of high altitude, high temperature, or the like, the environment around the vehicle has a significant influence on the operation of the vehicle, and therefore, it is necessary to combine a temperature value and an ambient atmospheric pressure value corresponding to the altitude, or the like, for the control of the clutch transmission torque.

Illustratively, the magnitude of the increase in clutch transfer torque is quantified as a third gradient value and the maximum limit for clutch transfer torque is quantified as a first extreme value. The third gradient value and the first extreme value can be determined by means of a look-up table, a formula calculation, and the like.

And step S403, sending a clutch transmission torque increasing instruction, wherein the clutch transmission torque increasing instruction is used for increasing the clutch transmission torque according to the third gradient value, and the clutch transmission torque is less than or equal to the first extreme value.

And after the third gradient value is determined, the hybrid control unit sends a clutch transmission torque increasing instruction to the clutch controller according to the third gradient value, so that the clutch controller controls the clutch transmission torque to be gradually increased according to the third gradient value and is always smaller than or equal to the first extreme value.

As shown in fig. 10, in some embodiments, the first vehicle information includes: the first environment information comprises an environment atmospheric pressure value; step S402 includes:

step S501, a first preselected gradient value is searched and determined from a third control table which is constructed in advance according to the engine air inlet temperature and the vehicle gear information.

Illustratively, the third control table is as follows:

third control table

For example, when the engine intake temperature is 30 ℃ and the vehicle is in D range, i.e., the vehicle is in a forward operating condition, the first preselected gradient value is determined to be 100Nm/s. The first preselected gradient value may alternatively be compared to other preselected gradient values and a third gradient value determined in accordance with the comparison.

Step S502, a second preselected gradient value is looked up and determined from a pre-constructed fourth control table according to the transmission oil temperature and the ambient atmospheric pressure value.

Illustratively, the fourth control table is as follows:

fourth control table

For example, when the transmission oil temperature is-30 ℃ and the ambient atmospheric pressure value is 500bar, the second preselected gradient value is determined to be 200Nm/s.

It should be noted that the first preselected gradient value may be redetermined from the third control table in accordance with the current engine intake air temperature and the current gear information during an increase in the clutch transmission torque. The second preselected gradient value may be redetermined by a fourth control table in accordance with the current transmission oil temperature and the current ambient atmospheric pressure.

In addition, the third control table is used for representing the variation trend of the first preselected gradient value along with different engine intake air temperatures and gear information, and the first preselected gradient value corresponding to the engine intake air temperatures and the gear information in the table is only an exemplary numerical value and is not limited herein. Likewise, the second preselected gradient value is not limited in this embodiment by the values in the fourth control table.

Step S503, using the smaller value of the first preselected gradient value and the second preselected gradient value as the third gradient value.

The first preselected gradient value and the second preselected gradient value that have been determined are compared, and since the third gradient value is determined in order to control the clutch transmission torque so as not to excessively increase the sum thereof with the charging torque, the smaller value between the first preselected gradient value and the second preselected gradient value is selected as the third gradient value.

Step S504, the first extreme value is searched and determined from a fifth control table which is constructed in advance according to the engine air inlet temperature and the vehicle gear information.

Illustratively, the fifth control table is as follows:

fifth control table

For example, when the engine intake temperature is 30 ℃ and the vehicle is in D range, i.e., the vehicle is in a forward operating condition, the first extreme value is determined to be 60Nm.

And when the clutch controller receives the clutch transmission torque increasing command, the clutch controller controls the clutch transmission torque to be added with the determined third gradient value so as to gradually increase the clutch transmission torque. Meanwhile, the hybrid control unit monitors the current clutch transmission torque in real time. Normally, the clutch transmission torque does not exceed the first limit value during the increase according to the third gradient value. Through the accurate control to clutch transmission moment of torsion, can avoid the vehicle especially under high temperature and high altitude low atmospheric pressure environment torque output not enough, and then lead to the engine to fall the rotational speed and whole car NVH problem.

It should be noted that the first extreme value may be re-determined by the fifth control table according to the current engine intake air temperature and the current gear information.

In addition, the fifth control table is used for representing the variation trend of the first extreme value along with different engine intake air temperatures and gear information, and the first extreme value corresponding to the engine intake air temperatures and the gear information in the table is only an exemplary numerical value and is not limited herein.

Besides the regulation control of the charging torque and the clutch transmission torque, the creep starting power of the vehicle can be ensured by correcting the idle torque of the engine.

As shown in fig. 11, in some embodiments, before the vehicle enters the creep start condition, the method further includes:

and step S601, acquiring the air inlet temperature of the engine and the vehicle gear information in real time.

In order to reduce the adverse effect of the environment of the vehicle on the creep starting power of the vehicle, particularly when the vehicle is in a high-temperature environment, the influence of the environment around the vehicle on the running of the vehicle is particularly obvious, and therefore the idle torque of the engine needs to be corrected by combining the intake temperature of the engine.

Step S602, searching and determining a preset correction parameter from a pre-constructed sixth control table according to the engine air inlet temperature and the vehicle gear information.

Illustratively, the sixth control table is constructed in advance based on the engine intake air temperature and the vehicle gear information as follows:

sixth control table

And determining a preset correction parameter of the idle speed torque of the engine from a sixth control table lookup table based on the air inlet temperature and the gear information, for example, when the air inlet temperature of the engine is 30 ℃, and the vehicle is in the D gear, namely the vehicle is in a forward working condition, determining the preset correction parameter of the idle speed torque of the engine to be 5Nm.

And step S603, sending an engine idling torque correction instruction, wherein the engine idling torque correction instruction is used for correcting the engine idling torque according to the preset correction parameters.

After the preset correction parameter is determined, the hybrid control unit sends an engine idling torque correction instruction to the engine controller according to the preset correction parameter, so that the engine controller controls the engine to correct the idling torque according to the preset correction parameter. For example, when the preset correction parameter is determined to be 5Nm, the engine controller controls the engine to increase 5Nm as the current idle torque of the engine on the basis of the original idle torque.

The correction of the engine idle torque takes into account the influence of the vehicle operation such as the temperature of the environment in which the vehicle is located. The creep starting power of the vehicle, particularly in a high-temperature environment, can be ensured by correcting the idling torque of the engine, and the problems of speed drop and function failure of the engine caused by torque attenuation in the creep starting process are avoided.

It should be noted that the method of the embodiment of the present application may be executed by a single device, such as a computer or a server. The method of the embodiment can also be applied to a distributed scene and completed by the mutual cooperation of a plurality of devices. In such a distributed scenario, one of the multiple devices may only perform one or more steps of the method of the embodiment, and the multiple devices interact with each other to complete 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 may also be possible or may be advantageous.

Based on the same inventive concept, the application also provides a crawling control device corresponding to the method of any embodiment.

Referring to fig. 12, the creep control apparatus includes:

the first instruction module 201 is configured to send out a clutch transmission torque increase instruction when the vehicle enters a creep starting condition from an idle charging condition, wherein the clutch transmission torque increase instruction is used for increasing the clutch transmission torque.

The second instruction module 202 is configured to obtain a clutch transmission torque of the vehicle in real time, and when the clutch transmission torque is greater than a preset torque threshold, issue a charging torque reduction instruction, where the charging torque reduction instruction is used to reduce the charging torque.

The third instruction module 203 is configured to acquire the vehicle speed in real time when the vehicle enters a crawling working condition from a crawling starting working condition, and send a charging torque increasing instruction when the vehicle speed is greater than a preset vehicle speed threshold, wherein the charging torque increasing instruction is used for increasing the charging torque.

For convenience of description, the above devices are described as being divided into various modules by functions, which are described separately. Of course, the functionality of the various modules may be implemented in the same one or more pieces of software and/or hardware in the practice of the present application.

The device of the above embodiment is used for implementing the corresponding creep control method in any of the foregoing embodiments, and has the beneficial effects of the corresponding method embodiment, which are not described again here.

Based on the same inventive concept, corresponding to any of the above-mentioned embodiments, the present application further provides an electronic device, which includes a memory, a processor, and a computer program stored in the memory and running on the processor, wherein the processor executes the computer program to implement the crawling control method according to any of the above-mentioned embodiments.

Fig. 13 is a schematic diagram illustrating a more specific hardware structure of an electronic device according to this embodiment, where the electronic device may include: a processor 1010, a memory 1020, an input/output interface 1030, a communication interface 1040, and a bus 1050. Wherein the processor 1010, memory 1020, input/output interface 1030, and communication interface 1040 are communicatively coupled to each other 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, and is configured to execute 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 a ROM (Read Only Memory), a RAM (Random Access Memory), a static Memory device, a dynamic Memory device, or the like. The memory 1020 may store an operating system and other application programs, and when the technical solution provided by the embodiments of the present specification is implemented by software or firmware, the relevant program codes are stored in the memory 1020 and called to be executed by the processor 1010.

The input/output interface 1030 is used for connecting an input/output module to input and output information. The i/o module may be configured as a component in a device (not shown) or may be external to the device to provide a corresponding function. The input devices may include a keyboard, a mouse, a touch screen, a microphone, various sensors, etc., and the output devices may include a display, a speaker, a vibrator, an indicator light, etc.

The communication interface 1040 is used for connecting a communication module (not shown in the drawings) to implement communication interaction between the present apparatus and other apparatuses. The communication module can realize communication in a wired mode (such as USB, network cable and the like) and also can realize communication in a wireless mode (such as mobile network, WIFI, bluetooth and the like).

Bus 1050 includes a path that transfers information between various components of the device, such as processor 1010, memory 1020, input/output interface 1030, and communication interface 1040.

It should be noted that although the above-mentioned device only shows the processor 1010, the memory 1020, the input/output interface 1030, the communication interface 1040 and the bus 1050, in a specific implementation, the device may also include other components necessary for normal operation. In addition, those skilled in the art will appreciate that the above-described apparatus may also include only those components necessary to implement the embodiments of the present description, and not necessarily all of the components shown in the figures.

The electronic device of the above embodiment is used to implement the corresponding crawling control method in any of the foregoing embodiments, and has the beneficial effects of the corresponding method embodiment, which are not described herein again.

Based on the same inventive concept and in combination with the description of the electronic device in the above embodiment, this embodiment provides a vehicle having the corresponding technical effects of the crawling control device and the electronic device in the above embodiment, which are not described herein again.

A vehicle comprises the crawling control device or the electronic equipment of the embodiment.

Based on the same inventive concept, corresponding to any of the above embodiments, the present application also provides a computer-readable storage medium storing computer instructions for causing the computer to execute the crawling control method according to any of the above embodiments.

Computer-readable media of the present embodiments, including both non-transitory and non-transitory, removable and non-removable media, may 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 computer storage media include, but are not limited to, phase change memory (PRAM), static Random Access Memory (SRAM), dynamic Random Access Memory (DRAM), other types of Random Access Memory (RAM), read Only Memory (ROM), electrically Erasable Programmable Read Only Memory (EEPROM), flash memory or other memory 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 that can be used to store information that can be accessed by a computing device.

The computer instructions stored in the storage medium of the above embodiment are used to enable the computer to execute the crawling control method according to any one of the above embodiments, and have the beneficial effects of the corresponding method embodiments, and are not described again here.

Those of ordinary skill in the art will understand that: the discussion of any embodiment above is meant to be exemplary only, and is not intended to intimate that the scope of the disclosure, including the claims, is limited to these examples; within the context of the present application, technical features in the above embodiments or in different embodiments may also be combined, steps may be implemented in any order, and there are many other variations of the different aspects of the embodiments of the present application described above, which are not provided in detail for the sake of brevity.

In addition, well-known power/ground connections to Integrated Circuit (IC) chips and other components may or may not be shown in the provided figures for simplicity of illustration and discussion, and so as not to obscure the embodiments of the application. Furthermore, devices may be shown in block diagram form in order to avoid obscuring embodiments of the application, and this also takes into account 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 application are to be implemented (i.e., 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 the embodiments of the application can be practiced without, or with variation of, these specific details. Accordingly, the description is to be regarded as illustrative instead of restrictive.

While the present application has been described in conjunction with specific embodiments thereof, many alternatives, modifications, and variations of these embodiments will be apparent to those skilled in the art in light of the foregoing description. For example, other memory architectures, such as Dynamic RAM (DRAM), may use the discussed embodiments.

The present embodiments are intended to embrace all such alternatives, modifications and variances which fall within the broad scope of the appended claims. Therefore, any omissions, modifications, substitutions, improvements, and the like that may be made without departing from the spirit and principles of the embodiments of the present application are intended to be included within the scope of the present application.

Claims (10)

1. A creep control method, comprising:

when the vehicle enters a crawling starting working condition from an idling charging working condition, a clutch transmission torque increasing instruction is sent out and is used for increasing the clutch transmission torque;

acquiring clutch transmission torque of a vehicle in real time, and when the clutch transmission torque is larger than a preset torque threshold value, sending a charging torque reduction instruction, wherein the charging torque reduction instruction is used for reducing the charging torque;

when the vehicle enters a crawling working condition from a crawling starting working condition, the vehicle speed is obtained in real time, and when the vehicle speed is larger than a preset vehicle speed threshold value, a charging torque increasing instruction is sent out and is used for increasing the charging torque.

2. The control method according to claim 1, wherein the issuing of the charging torque reduction command includes:

obtaining the brake pressure and the engine speed of the vehicle in real time;

determining a corresponding preset first gradient value based on the brake pressure and the engine speed;

and sending a charging torque reduction instruction, wherein the charging torque reduction instruction is used for reducing the charging torque according to the first gradient value.

3. The control method according to claim 2, wherein the determining a first gradient value based on the brake pressure and the engine speed includes:

and searching and determining the first gradient value from a pre-constructed first control table according to the brake pressure and the engine speed.

4. The control method according to claim 1, wherein the issuing of the charging torque increase command includes:

obtaining the brake pressure and the engine speed of the vehicle in real time;

determining a corresponding preset second gradient value based on the brake pressure and the engine speed;

and sending a charging torque increasing instruction, wherein the charging torque increasing instruction is used for increasing the charging torque according to the second gradient value.

5. The control method according to claim 4, wherein the determining a second gradient value based on the brake pressure and the engine speed includes:

and searching and determining the second gradient value from a pre-constructed second control table according to the brake pressure and the engine speed.

6. The control method according to claim 1, wherein said issuing a clutch transmission torque increase command includes:

acquiring first vehicle information of the vehicle and first environment information of the environment where the vehicle is located in real time;

determining a corresponding preset third gradient value and a preset first extreme value based on the first vehicle information and the first environment information;

and sending a clutch transmission torque increasing instruction, wherein the clutch transmission torque increasing instruction is used for increasing the clutch transmission torque according to the third gradient value, and the clutch transmission torque is smaller than or equal to the first extreme value.

7. The control method according to claim 6, characterized in that the first vehicle information includes: the first environment information comprises an environment atmospheric pressure value;

the determining a corresponding preset third gradient value and a preset first extreme value based on the first vehicle information and the first environment information includes:

looking up and determining a first preselected gradient value from a pre-constructed third control table according to the engine intake temperature and the vehicle gear information;

searching and determining a second preselected gradient value from a pre-constructed fourth control table according to the oil temperature of the transmission and the ambient atmospheric pressure value;

setting the smaller of the first preselected gradient value and the second preselected gradient value as the third gradient value;

and searching and determining the first extreme value from a pre-constructed fifth control table according to the engine air inlet temperature and the vehicle gear information.

8. The control method of claim 1, further comprising, before the vehicle enters a creep start condition:

acquiring the air inlet temperature of an engine and the gear information of a vehicle in real time;

searching and determining a preset correction parameter from a pre-constructed sixth control table according to the engine air inlet temperature and the vehicle gear information;

and sending an engine idling torque correction instruction, wherein the engine idling torque correction instruction is used for correcting the engine idling torque according to the preset correction parameter.

9. A crawling control device, comprising:

the first instruction module is configured to send out a clutch transmission torque increasing instruction when the vehicle enters a crawling starting condition from an idle charging condition, and the clutch transmission torque increasing instruction is used for increasing the clutch transmission torque;

the second instruction module is configured to acquire clutch transmission torque of a vehicle in real time, and when the clutch transmission torque is larger than a preset torque threshold value, a charging torque reduction instruction is sent out and is used for reducing the charging torque;

the third instruction module is configured to acquire the vehicle speed in real time when the vehicle enters a crawling working condition from a crawling starting working condition, and send a charging torque increasing instruction when the vehicle speed is greater than a preset vehicle speed threshold, wherein the charging torque increasing instruction is used for increasing the charging torque.

10. A vehicle comprising the creep control apparatus according to claim 9.

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