Vehicle control method, control device, electronic device and storage medium

Abstract

The present application discloses a vehicle control method, a control device, an electronic device and a storage medium, the control method comprising: determining the real acceleration of the motor when the input request torque is greater than the current torque of the motor; when the real acceleration is greater than the preset acceleration of the vehicle, controlling the vehicle based on the real acceleration, the preset acceleration refers to the maximum acceleration generated by the torque corresponding to full throttle when the vehicle is driving on a high-adhesion road surface. The method can avoid a large slippage of the vehicle during the acceleration phase and ensure the stable driving of the vehicle.

Description

Technical Field

[0001] The present application belongs to the field of vehicle control technology, and in particular, relates to a vehicle control method, a control device, an electronic device, and a computer-readable storage medium. Background Art

[0002] At present, most of the mainstream vehicle anti-skid control is based on distributed traction control system. In this control process, the distributed traction control system integrates the dynamic torque control unit in the traditional traction control system into the motor controller, which can shorten the control cycle of the motor; and on this basis, based on the pre-calculated target speed of the motor, it can more efficiently control the torque of the motor and reduce the slip of the wheel.

[0003] Although the control speed of the motor torque by the distributed traction control system is faster than that of the traditional traction control system, in the actual control process, such as Figure 1 As shown in the figure, at time t1, although the actual speed of the motor is greater than the target speed of the motor, the distributed traction control system cannot immediately control the torque of the motor because data transmission takes time; if the time required for data transmission is t2-t1, then the distributed traction control system will not be able to truly control the torque of the motor until time t2. Obviously, even if the data transmission time is short, the torque of the motor will increase with the requested torque before time t2, resulting in a large amount of slippage in a short period of time, which cannot ensure that the vehicle can drive stably while accelerating. Summary of the invention

[0004] The present application provides a vehicle control method, a control device, an electronic device and a computer-readable storage medium, which can prevent a large amount of slippage of the vehicle during the acceleration phase and ensure stable driving of the vehicle.

[0005] In a first aspect, the present application provides a vehicle control method, comprising:

[0006] determining a real acceleration of the motor when the input request torque is greater than the current torque of the motor;

[0007] When the actual acceleration is greater than a preset acceleration of the vehicle, the vehicle is controlled based on the actual acceleration, wherein the preset acceleration refers to a maximum acceleration generated by a torque corresponding to full throttle when the vehicle is traveling on a high-adhesion road surface.

[0008] In a second aspect, the present application provides a vehicle control device, comprising:

[0009] A determination module, used for determining the actual acceleration of the motor when the input request torque is greater than the current torque of the motor;

[0010] The first control module is used to control the vehicle based on the actual acceleration when the actual acceleration is greater than a preset acceleration of the vehicle, wherein the preset acceleration refers to the maximum acceleration generated by the torque corresponding to full throttle when the vehicle is traveling on a high-adhesion road surface.

[0011] In a third aspect, the present application provides an electronic device, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor implements the steps of the method of the first aspect when executing the computer program.

[0012] In a fourth aspect, the present application provides a computer-readable storage medium, wherein the computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the steps of the method of the first aspect are implemented.

[0013] In a fifth aspect, the present application provides a computer program product, which includes a computer program. When the computer program is executed by one or more processors, it implements the steps of the method of the first aspect.

[0014] Compared with the prior art, the present application has the following beneficial effects: the requested torque represents the current driving intention of the driver or the automatic driving system. When the requested torque is greater than the current torque of the motor, it can be considered that the driver or the automatic driving system wants to accelerate. At this time, the real acceleration of the motor can be detected in real time to accurately determine whether the vehicle is slipping. It is found that when the torque of the motor does not exceed the adhesion of the road surface, the acceleration of the vehicle under the action of the torque is approximately equal to the real acceleration of the motor. At this time, the vehicle is running normally; when the torque of the motor exceeds the adhesion of the road surface, the acceleration of the vehicle under the torque is less than the real acceleration of the motor. At this time, the vehicle is very likely to slip. Based on this, the real acceleration can be compared with the preset acceleration of the vehicle, and when the real acceleration is greater than the preset acceleration, it is determined that the vehicle is slipping. At this time, in order to make full use of the adhesion that can be provided by the current road surface to control the vehicle, the vehicle can be controlled according to the real acceleration, thereby avoiding the vehicle from slipping a large amount and ensuring that the vehicle is running stably while accelerating.

[0015] It can be understood that the beneficial effects of the second to fifth aspects mentioned above can be found in the relevant description of the first aspect mentioned above, and will not be repeated here. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0017] Figure 1 This is an example diagram of the torque and speed of a motor changing over time under the existing distributed control method provided in an embodiment of the present application;

[0018] Figure 2 is a flow chart of a vehicle control method provided in an embodiment of the present application;

[0019] Figure 3 is an example diagram of the torque and speed of a motor changing over time under the vehicle control method provided in an embodiment of the present application;

[0020] Figure 4 It is a flow chart of a vehicle control method in an actual application scenario provided by an embodiment of the present application.

[0021] Figure 5 is a schematic diagram of the structure of a vehicle control device provided in an embodiment of the present application;

[0022] Figure 6 It is a schematic diagram of the structure of an electronic device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0023] In the following description, specific details such as specific system structures, technologies, etc. are provided for the purpose of illustration rather than limitation, so as to provide a thorough understanding of the embodiments of the present application. However, it should be clear to those skilled in the art that the present application may also be implemented in other embodiments without these specific details. In other cases, detailed descriptions of well-known systems, devices, circuits, and methods are omitted to prevent unnecessary details from obstructing the description of the present application.

[0024] The vehicle control method provided in the embodiment of the present application can be applied to a motor controller, or a smart car and other electronic devices that can send control instructions to the motor controller, such as mobile phones, tablet computers, vehicle-mounted devices, augmented reality (AR) / virtual reality (VR) devices, laptop computers, ultra-mobile personal computers (UMPC), netbooks, personal digital assistants (PDA) and other electronic devices. The embodiment of the present application does not impose any restrictions on the specific type of electronic devices. For the sake of convenience, each embodiment will be described below with the motor controller as the execution subject.

[0025] In the related art, in order to prevent the vehicle from slipping too much, the most time-saving control method of the distributed traction control system when executing the anti-skid control strategy is: when the motor speed is greater than the target speed of the motor calculated by the traditional traction control system based on the vehicle model (i.e., the second target speed in the following text), the target speed can be sent directly to the motor controller, so that the motor controller controls the torque of the motor based on the target speed, thereby avoiding excessive slip of the vehicle and ensuring stable driving of the vehicle.

[0026] During this process, the motor controller cannot immediately intervene in the control based on the target speed when the motor speed is greater than the target speed, which will cause a time difference between the expected intervention control and the actual intervention control; in addition, before the motor controller intervenes in the control based on the target speed, the motor controller controls the motor based on the requested torque. If the requested torque is the maximum value at this time, the motor speed will increase at the fastest speed; therefore, even if the above time difference is small, the vehicle will still have a large amount of slip, and it will be impossible to ensure stable driving of the vehicle.

[0027] In order to solve the above problems, the present application proposes a vehicle control method, which can prevent the vehicle from having a large slip during the acceleration phase and ensure the stable driving of the vehicle. The control method proposed in the present application will be described below through specific embodiments.

[0028] Figure 2 A schematic flow chart of a vehicle control method provided by the present application is shown, and the control method includes:

[0029] Step 210: Determine the actual acceleration of the motor.

[0030] In order to ensure the stable driving of the vehicle during the acceleration phase, the actual acceleration of the motor can be detected before the vehicle accelerates to accurately determine whether the vehicle is slipping. Given that before the vehicle accelerates, the target object will input a request torque greater than the current torque of the motor, the request torque greater than the current torque of the motor can be used as a signal before the vehicle accelerates, that is, when the request torque is greater than the current torque of the motor, the motor controller determines the actual acceleration of the motor in real time. Among them, the target objects include drivers, autonomous driving systems, and assisted driving systems.

[0031] Step 220: When the actual acceleration is greater than the preset acceleration of the vehicle, control the vehicle based on the actual acceleration.

[0032] According to research, when the torque of the motor does not exceed the adhesion of the road surface, the acceleration of the vehicle under the action of the torque is approximately equal to the real acceleration of the motor. At this time, the vehicle can drive normally; when the torque of the motor exceeds the adhesion of the road surface, the acceleration of the vehicle under the torque is less than the real acceleration of the motor. At this time, the vehicle is very likely to slip. Based on this conclusion, the motor controller can compare the real acceleration of the motor with the preset acceleration of the vehicle, and determine that the vehicle is slipping when the real acceleration is greater than the preset acceleration. When the vehicle slips, in order to fully utilize the adhesion that the current road surface can provide to control the vehicle, the motor controller can control the vehicle according to the real acceleration, thereby avoiding a large amount of slippage in the vehicle and ensuring that the vehicle is driving stably while accelerating.

[0033] As the adhesion of the road surface increases, the torque of the motor can generate an increase in the acceleration of the whole vehicle. When the vehicle is in full throttle state, the acceleration of the whole vehicle that can be generated on a high-adhesion road surface is used as a benchmark. Whether it is a high-adhesion road surface or a low-adhesion road surface, the motor acceleration generated by the motor torque is greater than or equal to the acceleration of the whole vehicle that can be generated on a high-adhesion road surface. At this time, the motor acceleration is the real acceleration. Therefore, in order to avoid the situation where the vehicle slips but does not slip, the motor controller can control the vehicle based on the real acceleration to reduce the acceleration rate of the vehicle. In other words, the maximum acceleration generated by the torque corresponding to full throttle when the vehicle is driving on a high-adhesion road surface can be used as the preset acceleration of the vehicle, thereby improving the accuracy of the motor controller in controlling the vehicle based on the real acceleration.

[0034] In the embodiment of the present application, the motor controller can timely and accurately determine whether the current vehicle is slipping by detecting in real time whether the actual acceleration of the motor is greater than the preset acceleration of the vehicle before the vehicle starts to accelerate. When the actual acceleration is greater than the preset acceleration, it can be determined that the vehicle is slipping on the current road surface, and in order to avoid a large amount of slippage of the vehicle before the distributed traction control system intervenes based on its threshold, the motor controller can also control the vehicle based on the actual acceleration, so that the vehicle can drive stably while accelerating.

[0035] In the above process, a total of three control methods are mentioned. The first control method is that the motor controller controls the motor based on the requested torque before the motor controller controls the vehicle based on the actual acceleration, which can be recorded as the torque control method; the second control method is the motor controller controls the vehicle based on the actual acceleration, which can be recorded as the motor speed control method; the third control method is the motor control method based on the distributed traction control system, which can be recorded as the distributed control method.

[0036] In the embodiment of the present application, the motor speed control method can be considered as a compensation for the distributed control method. Figure 3 ,and Figure 1 In comparison, after the introduction of the motor speed control method, the time point of anti-skid control can be moved forward from moment t2 to moment t11, which can effectively solve the problem that anti-skid control cannot be performed in the time period from t1 to t2 under the distributed control method, so that the vehicle can drive stably while accelerating, thereby improving the reliability of the vehicle control method.

[0037] In some embodiments, the vehicle may be equipped with at least two motors, each of which controls a driving wheel. When the actual acceleration of any one of the motors is greater than the preset acceleration, it can be considered that the driving wheel corresponding to the motor has slipped. At this time, in order to be able to perform anti-skid intervention in a timely manner, the motor controller may control the vehicle based on the actual acceleration greater than the preset acceleration, so that the vehicle can run stably while accelerating, thereby improving the reliability of the vehicle control method.

[0038] It can be understood that when a vehicle is equipped with only one motor, the motor controller can determine whether the vehicle has slipped based on the relationship between the actual acceleration of the motor and the preset acceleration, and when it is determined that the actual acceleration is greater than the preset acceleration, the vehicle is directly controlled based on the actual acceleration, so that the vehicle can drive stably while accelerating.

[0039] In some embodiments, the above-mentioned control of the vehicle based on the real acceleration specifically includes:

[0040] Step 221: Determine a first target rotation speed corresponding to the current sampling period based on the real acceleration.

[0041] The motor controller has a fixed calculation cycle. In order to avoid the influence of the calculation cycle on the control of the vehicle, the motor controller can control the vehicle according to the calculation cycle. The calculation cycle is also the sampling cycle.

[0042] Specifically, before the motor controller controls the vehicle in the current sampling period, it can first determine the first target speed corresponding to the current sampling period based on the actual acceleration, so as to accurately control the vehicle in the current sampling period, thereby reducing the slip as much as possible while accelerating the vehicle.

[0043] In some embodiments, the first target speed corresponding to the current sampling period can be accurately determined in combination with the current road conditions. The specific steps of determining the first target speed include:

[0044] Step 2211: Determine the acceleration threshold of the vehicle on the current road surface based on the actual acceleration.

[0045] The maximum acceleration that the vehicle can obtain on the current road surface can be derived from the actual acceleration of the motor, which is also the acceleration threshold. Since the preset acceleration is the maximum acceleration that the vehicle can obtain on a high-adhesion road surface, it can be seen that if the current road surface is a low-adhesion road surface, the acceleration threshold will be smaller than the preset acceleration. If the current road surface is a high-adhesion road surface, the acceleration threshold may be close to or approximately equal to the preset acceleration. In other words, on roads with different adhesion, the acceleration threshold that the vehicle can obtain is always less than or equal to the preset acceleration.

[0046] Specifically, the motor controller may first determine the real torque of the motor according to the real acceleration, and then determine the acceleration threshold according to the relationship between the torque and the acceleration.

[0047] Step 2212: In the current sampling period, based on the rotation speed of the motor at the initial moment of the current sampling period, the acceleration threshold and a preset formula, determine a first target rotation speed corresponding to the current sampling period.

[0048] For the current sampling period, the motor controller can first determine the motor speed at the initial moment of the sampling period, and record the speed as n0_motor; then take n0_motor as the starting point, and use the acceleration threshold that the current road surface can provide to the vehicle as the slope, and record the slope as A_vehicle_limit; finally, the target speed to be reached by the motor speed at the final moment of the current sampling period can be determined based on a preset formula, that is, the first target speed corresponding to the current sampling period, and record the first target speed as n_motor_target.

[0049] Optionally, the preset formula is: n_motor_target=n0_motor+T*A_vehicle_limit, where T is a sampling period.

[0050] Step 222: If the first target speed corresponding to the current sampling period is less than the preset second target speed, the vehicle is controlled based on the first target speed corresponding to the current sampling period.

[0051] From the above content, it can be seen that the motor controller adopts the motor speed control method in order to smoothly transition from the torque control method to the distributed control method. Therefore, in the process of controlling the motor based on the motor speed control method, the motor controller can determine the first target speed corresponding to the current sampling period, and then compare the first target speed with the preset second target speed, and then determine whether to use the motor speed control method or the distributed control method to control the motor. Among them, the second target speed is calculated by the traditional traction system through the vehicle model, which is also the control threshold of the distributed control method.

[0052] If the first target speed corresponding to the current sampling period is less than the preset second target speed, the motor controller can control the motor using a motor speed control method. Specifically, within the current sampling period, the vehicle can be controlled based on the first target speed corresponding to the current sampling period.

[0053] In some embodiments, during the current sampling period, the motor controller may control the motor speed to reach the first target speed corresponding to the current sampling period through the following steps:

[0054] Step 2221: If the rotation speed of the motor at the initial moment of the current sampling period is greater than the first target rotation speed corresponding to the current sampling period, the torque of the motor is reduced.

[0055] Step 2222: If the rotation speed of the motor at the initial moment of the current sampling period is less than the first target rotation speed corresponding to the current sampling period, the torque of the motor is increased.

[0056] Step 2223: If the rotation speed of the motor at the initial moment of the current sampling period is equal to the first target rotation speed corresponding to the current sampling period, the torque of the motor is maintained.

[0057] During the current sampling period, the motor controller controls the motor based on the relationship between the motor speed at the initial moment of the current sampling period and the first target speed corresponding to the current sampling period, so that the motor speed continues to approach the target speed and will not fluctuate too much near the target speed, thereby avoiding the vehicle's acceleration rate being too low or an excessive amount of slip, thereby ensuring that the vehicle is re-accelerating while driving stably.

[0058] Among them, the above-mentioned size relationship includes three types, namely:

[0059] The first size relationship: the motor speed at the initial moment of the current sampling period is greater than the first target speed corresponding to the current sampling period. In this case, in order to avoid excessive slippage of the vehicle, the motor controller can control the motor to reduce the torque, thereby reducing the motor speed;

[0060] The second size relationship: the motor speed at the initial moment of the current sampling period is less than the first target speed corresponding to the current sampling period. In this case, in order to avoid the vehicle's acceleration rate being too low, the motor controller can control the motor to increase the torque, thereby increasing the vehicle's acceleration rate;

[0061] The third size relationship: the motor speed at the initial moment of the current sampling period is equal to the first target speed corresponding to the current sampling period. In this case, it can be considered that the acceleration rate of the vehicle is moderate and there is no excessive slip, so the motor controller can control the motor to maintain torque.

[0062] In some embodiments, after determining the first target speed corresponding to the current sampling period based on the real acceleration, the method further includes:

[0063] Step A: If the first target speed corresponding to the current sampling period is not less than the second target speed, the vehicle is controlled based on the distributed traction control system and the second target speed.

[0064] Under the motor speed control mode, as time goes by, the first target speed gradually increases. When the first target speed is greater than or equal to the preset second target speed, the motor controller can control the vehicle according to the second target speed of the distributed traction control system during the subsequent acceleration of the vehicle, that is, adopt a distributed control method, thereby improving the reliability of the vehicle control method.

[0065] In some embodiments, after the motor controller uses the motor speed control method to control the motor for a period of time, if the first target speed is still less than the second target speed, it means that the torque of the motor is too small, causing the vehicle to accelerate too slowly. To address this problem, the control method of the present application may also include:

[0066] Step B: If the first target speed corresponding to a specified number of consecutive historical sampling periods is less than the second target speed, the vehicle is controlled based on the requested torque.

[0067] The process of the motor controller controlling the motor using the motor speed control method may include multiple sampling cycles. Among them, the sampling cycle before the current sampling cycle can be called a historical sampling cycle. If the first target speed corresponding to a specified number of consecutive historical sampling cycles is less than the second target speed, then it can be considered that the motor controller has used the motor speed control method to control the motor for a period of time and has not yet transitioned from the motor speed control method to the distributed control method, that is, the current motor torque is too small, which is not conducive to the acceleration of the vehicle.

[0068] In order to increase the acceleration rate of the vehicle, the motor controller can control the vehicle based on the requested torque, so that the vehicle travels at a higher acceleration and reaches the desired speed of the target object in a short time. In other words, when the motor controller controls the motor using the motor speed control method, if it is determined that the torque of the motor is too small, affecting the acceleration rate of the vehicle, it can switch from the motor speed control method to the torque control method that enables the vehicle to obtain a larger torque, thereby controlling the vehicle to accelerate in a short time.

[0069] It can be understood that after the motor controller replaces the motor speed control mode with the torque control mode, during the process of controlling the motor using the torque control mode, the motor controller can still determine in real time whether the actual acceleration is greater than the preset acceleration of the vehicle; when it is determined again that the actual acceleration is greater than the preset acceleration of the vehicle, the motor speed control mode can be used again to control the motor.

[0070] It should be understood that the size of the serial numbers of the steps in the above embodiments does not mean the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the present application.

[0071] For ease of understanding, the vehicle control method proposed in this application is explained below using an actual application scenario.

[0072] Figure 4 A flow chart of a vehicle control method is shown. Assuming that the vehicle is equipped with two motors, the two motors correspond to two driving wheels respectively, and the execution subject of the control method is a motor controller (not shown in the figure), including:

[0073] 410 . A motor controller receives a requested torque.

[0074] 420. Determine whether the requested torque is greater than the current torque of the motor.

[0075] After receiving the requested torque, the motor controller may determine whether the requested torque is greater than the current torque of the motor, and then control the motor according to the relationship between the requested torque and the current torque. For example, when the requested torque is greater than the current torque of the motor, the motor controller may control the motor based on the requested torque and the torque control mode, that is, directly control the motor to increase the torque based on the current torque and the requested torque. When it is determined that the requested torque is less than or equal to the current torque of the motor, return to step 410.

[0076] 430. When it is determined that the requested torque is greater than the current torque of the motor, the motor controller determines the actual acceleration of the two motors.

[0077] When the motor controller determines that the requested torque is greater than the current torque of the motor, it can be considered that the vehicle is about to start accelerating. In order to ensure the stability of the vehicle during acceleration, the actual acceleration of the two motors can be determined to facilitate subsequent determination of whether the vehicle is slipping.

[0078] 440. The motor controller determines whether a real acceleration corresponding to any motor is greater than a preset acceleration.

[0079] After determining the actual acceleration of the motor, the motor controller may compare the actual acceleration corresponding to each motor with the preset acceleration to determine whether the actual acceleration corresponding to any motor is greater than the preset acceleration, that is, to determine whether the driving wheel corresponding to any motor is slipping. The preset acceleration is the torque generated by the motor when the vehicle is running on a high-adhesion road at full throttle. When the actual acceleration corresponding to each motor is less than or equal to the preset acceleration, the process returns to step 430.

[0080] 450. The motor controller determines that the actual acceleration corresponding to any motor is greater than the preset acceleration generated by the torque of the motor when the vehicle is running at full throttle on a high-adhesion road surface, and controls the motor using a motor speed control method.

[0081] When the actual acceleration corresponding to any motor is greater than the preset acceleration, it can be considered that the drive wheel corresponding to the motor has slipped. Assuming that the two motors are a and b, and the actual acceleration corresponding to a is greater than the preset acceleration, it means that the drive wheel corresponding to a has slipped. This slip phenomenon indicates that the acceleration of the vehicle at this time is already the maximum acceleration that the current road surface can provide. In order to avoid further increase in the slip of the drive wheel corresponding to a, affecting the stability and safety of the entire vehicle, the motor controller can control the motor using a motor speed control method, thereby allowing the vehicle to drive stably while accelerating. The specific process of using the motor speed control method can refer to the description of the above-mentioned embodiments, which will not be repeated here.

[0082] It can be understood that since only the driving wheel corresponding to a single motor is slipping, during the control process, the motor corresponding to the slipping driving wheel can be controlled.

[0083] 460. During the process of controlling the motor by using the motor speed control method, the motor controller determines whether the first target speed under the motor speed control method satisfies the first preset condition or the second preset condition.

[0084] The first preset condition is that the first target speed under the motor speed control mode is greater than the second target speed under the distributed control mode; the second preset condition is that within a preset time period, the first target speed under the motor speed control mode is less than the second target speed under the distributed control mode.

[0085] 470. If the first target speed under the motor speed control mode satisfies the first preset condition, the motor is controlled in a distributed control mode.

[0086] When the first target speed is greater than the second target speed, it indicates that the motor controller has completed a stable transition from the torque control mode to the distributed control mode using the motor speed control mode. At this time, the motor can be directly controlled in a distributed manner until the vehicle completes acceleration.

[0087] 480. If the first target speed under the motor speed control mode satisfies the second preset condition, the motor is controlled in a torque mode.

[0088] If the first target speed is less than the second target speed within the preset time period, it means that the motor controller cannot complete the transition from the motor speed control mode to the distributed control mode in a short time by using the motor speed control mode, that is, the torque of the motor is too small at this time, which may affect the acceleration rate of the vehicle; in order to increase the torque of the motor in a short time, the motor controller can control the motor by using the torque control mode. Of course, after the motor controller controls the motor by using the torque control mode, it can return to execute the above step 430 and its subsequent steps.

[0089] In summary, this application has the following beneficial effects:

[0090] (1) During the vehicle acceleration phase, if the actual acceleration of the motor is greater than the preset acceleration of the vehicle, it is considered that the vehicle is slipping. At this time, in order to avoid the use of distributed control methods that may cause the vehicle to slip a large amount in a short period of time, the motor controller replaces the current torque control method with the motor speed control method, thereby using the current road adhesion to allow the vehicle to accelerate stably and improve the safety of vehicle driving;

[0091] (2) When the first target speed under the motor speed control mode is greater than the second target speed under the distributed control mode, it means that the vehicle control using the distributed control mode will not cause excessive slip due to the time difference between the expected intervention control and the actual intervention control. Therefore, the motor controller can replace the current motor speed control mode with the distributed control mode, thereby improving the reliability of the vehicle control method;

[0092] (3) Within the preset time period, if the first target speed under the motor speed control mode is less than the second target speed under the distributed control mode, it means that the current motor torque is small and cannot be accelerated efficiently in a short time. At this time, in order to shorten the time required for vehicle acceleration, the motor controller can replace the current motor speed control mode with the torque control mode.

[0093] Corresponding to the vehicle control method described in the above embodiment, Figure 5 The structure block diagram of the vehicle control device 5 provided in the embodiment of the present application is shown. For the convenience of explanation, only the part related to the embodiment of the present application is shown. Figure 5 , the control device 5 comprises:

[0094] A determination module 51, configured to determine a real acceleration of the motor when the input request torque is greater than the current torque of the motor;

[0095] The first control module 52 is used to control the vehicle based on the real acceleration when the real acceleration is greater than the preset acceleration of the vehicle. The preset acceleration refers to the maximum acceleration generated by the torque corresponding to full throttle when the vehicle is traveling on a high-adhesion road.

[0096] Optionally, the first control module 52 may include:

[0097] A first determining unit, configured to determine a first target rotation speed corresponding to a current sampling period based on the real acceleration;

[0098] A control unit is used to control the vehicle based on the first target speed corresponding to the current sampling period if the first target speed corresponding to the current sampling period is less than a preset second target speed, and the second target speed is calculated by a vehicle model of the vehicle.

[0099] Optionally, the first determining unit may include:

[0100] A first determination subunit, configured to determine an acceleration threshold of the vehicle on a current road surface based on the actual acceleration, the acceleration threshold being less than or equal to a preset acceleration;

[0101] The second determination subunit is used to determine a first target speed corresponding to the current sampling period based on the speed of the motor at an initial moment of the current sampling period, an acceleration threshold and a preset formula within the current sampling period.

[0102] Optionally, the control unit may include:

[0103] a first control subunit, configured to reduce the torque of the motor if the rotation speed of the motor at the initial moment of the current sampling period is greater than a first target rotation speed corresponding to the current sampling period;

[0104] a second control subunit, configured to increase the torque of the motor if the rotation speed of the motor at the initial moment of the current sampling period is less than a first target rotation speed corresponding to the current sampling period;

[0105] The third control subunit is configured to maintain the torque of the motor if the rotation speed of the motor at the initial moment of the current sampling period is equal to the first target rotation speed corresponding to the current sampling period.

[0106] Optionally, the above control device may further include:

[0107] The second control module is used to control the vehicle based on the distributed traction control system and the second target speed after determining the first target speed corresponding to the current sampling period based on the real acceleration, if the first target speed corresponding to the current sampling period is not less than the second target speed.

[0108] Optionally, the above control device may further include:

[0109] The third control module is configured to control the vehicle based on the requested torque if the first target speed corresponding to a specified number of consecutive historical sampling periods is less than the second target speed, the historical sampling period being a sampling period before the current sampling period.

[0110] Optionally, the first control module 52 is specifically configured to: when the actual acceleration of any one of the motors is greater than a preset acceleration, control the vehicle based on the actual acceleration that is greater than the preset acceleration.

[0111] It should be noted that the information interaction and execution process between the above-mentioned devices / units are based on the same concept as the method embodiment of the present application. Their specific functions and technical effects can be found in the method embodiment part and will not be repeated here.

[0112] Figure 6 This is a schematic diagram of the structure of an electronic device provided by an embodiment of the present application. Figure 6 As shown, the electronic device 6 of this embodiment includes: at least one processor 60 ( Figure 6Only one is shown in the figure) a processor, a memory 61, and a computer program 62 stored in the memory 61 and executable on at least one processor 60. When the processor 60 executes the computer program 62, the steps in any of the above-mentioned vehicle control method embodiments are implemented, for example Figure 1 Steps 110-120 are shown.

[0113] The processor 60 may be a central processing unit (CPU), or other general-purpose processors, digital signal processors (DSP), application-specific integrated circuits (ASIC), field-programmable gate arrays (FPGA) or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. A general-purpose processor may be a microprocessor or any conventional processor, etc.

[0114] In some embodiments, the memory 61 may be an internal storage unit of the electronic device 6, such as a hard disk or memory of the electronic device 6. In other embodiments, the memory 61 may also be an external storage device of the electronic device 6, such as a plug-in hard disk, a smart media card (SMC), a secure digital (SD) card, a flash card, etc. equipped on the electronic device 6. Further, the memory 61 may also include both an internal storage unit and an external storage device of the terminal device 6. The memory 61 is used to store operating devices, application programs, boot loaders (BootLoader), data, and other programs, such as program codes of computer programs, etc. The memory 61 may also be used to temporarily store data that has been output or is to be output.

[0115] The technicians in the relevant field can clearly understand that for the convenience and simplicity of description, only the division of the above-mentioned functional units and modules is used as an example for illustration. In practical applications, the above-mentioned function allocation can be completed by different functional units and modules as needed, that is, the internal structure of the device can be divided into different functional units or modules to complete all or part of the functions described above. The functional units and modules in the embodiment can be integrated in a processing unit, or each unit can exist physically separately, or two or more units can be integrated in one unit. The above-mentioned integrated unit can be implemented in the form of hardware or in the form of software functional units. In addition, the specific names of the functional units and modules are only for the convenience of distinguishing each other, and are not used to limit the scope of protection of this application. The specific working process of the units and modules in the above-mentioned system can refer to the corresponding process in the aforementioned method embodiment, which will not be repeated here.

[0116] An embodiment of the present application further provides a computer-readable storage medium, wherein the computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the steps in the above-mentioned method embodiments can be implemented.

[0117] An embodiment of the present application provides a computer program product. When the computer program product runs on a mobile terminal, the mobile terminal can implement the steps in the above-mentioned method embodiments when executing the computer program product.

[0118] If the integrated unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the present application implements all or part of the processes in the above-mentioned embodiment method, which can be completed by instructing the relevant hardware through a computer program. The computer program can be stored in a computer-readable storage medium, and the computer program can implement the steps of the above-mentioned various method embodiments when executed by the processor. Among them, the computer program includes computer program code, and the computer program code can be in source code form, object code form, executable file or some intermediate form. The computer-readable medium may at least include: any entity or device that can carry the computer program code to the camera / electronic device, a recording medium, a computer memory, a read-only memory (ROM), a random access memory (RAM), an electrical carrier signal, a telecommunication signal, and a software distribution medium. For example, a USB flash drive, a mobile hard disk, a disk or an optical disk.

[0119] In the above embodiments, the description of each embodiment has its own emphasis. For parts that are not described or recorded in detail in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0120] Those of ordinary skill in the art will appreciate that the units and algorithm steps of each example described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. Professional and technical personnel can use different methods to implement the described functions for each specific application, but such implementation should not be considered to be beyond the scope of this application.

[0121] In the embodiments provided in the present application, it should be understood that the disclosed devices / network equipment and methods can be implemented in other ways. For example, the device / network equipment embodiments described above are merely schematic. For example, the division of the modules or units is only a logical function division. There may be other division methods in actual implementation, such as multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0122] The units described as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed on multiple network units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0123] The embodiments described above are only used to illustrate the technical solutions of the present application, rather than to limit them. Although the present application has been described in detail with reference to the aforementioned embodiments, a person skilled in the art should understand that the technical solutions described in the aforementioned embodiments may still be modified, or some of the technical features may be replaced by equivalents. Such modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present application, and should all be included in the protection scope of the present application.

Claims

1. A vehicle control method, characterized in that: include: determining a real acceleration of the motor when the input requested torque is greater than the current torque of the motor; When the actual acceleration is greater than a preset acceleration of the vehicle, the vehicle is controlled based on the actual acceleration, the preset acceleration being the maximum acceleration generated by the torque corresponding to full throttle when the vehicle is traveling on a high-adhesion road surface; Wherein, controlling the vehicle based on the real acceleration comprises: Determine a first target speed corresponding to a current sampling period based on the real acceleration; If the first target speed corresponding to the current sampling period is less than a preset second target speed, the vehicle is controlled based on the first target speed corresponding to the current sampling period, the second target speed being calculated by a vehicle model of the vehicle; If the first target speed corresponding to the current sampling period is not less than the second target speed, the vehicle is controlled based on a distributed traction control system and the second target speed.

2. The control method according to claim 1, characterized in that: The determining of a first target speed corresponding to a current sampling period based on the real acceleration includes: Determining an acceleration threshold of the vehicle on a current road surface based on the actual acceleration, the acceleration threshold being less than or equal to the preset acceleration; In the current sampling period, a first target speed corresponding to the current sampling period is determined based on the speed of the motor at an initial moment of the current sampling period, the acceleration threshold and a preset formula.

3. The control method according to claim 2, characterized in that: The controlling the vehicle based on the first target speed corresponding to the current sampling period includes: If the rotation speed of the motor at the initial moment of the current sampling period is greater than the first target rotation speed corresponding to the current sampling period, reducing the torque of the motor; If the rotation speed of the motor at the initial moment of the current sampling period is less than the first target rotation speed corresponding to the current sampling period, increasing the torque of the motor; If the rotation speed of the motor at the initial moment of the current sampling period is equal to the first target rotation speed corresponding to the current sampling period, the torque of the motor is maintained.

4. The control method according to claim 1, characterized in that: The control method further comprises: If the first target speeds corresponding to a specified number of consecutive historical sampling periods are all less than the second target speed, the vehicle is controlled based on the requested torque, and the historical sampling periods are sampling periods before the current sampling period.

5. The control method according to claim 1, characterized in that: The vehicle is equipped with at least two motors, and when the real acceleration is greater than a preset acceleration of the vehicle, the vehicle is controlled based on the real acceleration, comprising: When the actual acceleration of any one of the motors is greater than the preset acceleration, the vehicle is controlled based on the actual acceleration greater than the preset acceleration.

6. A vehicle control device, characterized in that: The control device comprises: A determination module, configured to determine a real acceleration of the motor when the input request torque is greater than the current torque of the motor; a first control module, configured to control the vehicle based on the real acceleration when the real acceleration is greater than a preset acceleration of the vehicle, wherein the preset acceleration refers to a maximum acceleration generated by a torque corresponding to full throttle when the vehicle is traveling on a high-adhesion road surface; Wherein, the first control module includes: A first determining unit, configured to determine a first target speed corresponding to a current sampling period based on the real acceleration; a control unit, configured to control the vehicle based on the first target speed corresponding to the current sampling period if the first target speed corresponding to the current sampling period is less than a preset second target speed, the second target speed being calculated by a vehicle model of the vehicle; The control device further includes a second control module, which is used for: After determining a first target speed corresponding to a current sampling period based on the real acceleration, if the first target speed corresponding to the current sampling period is not less than the second target speed, the vehicle is controlled based on a distributed traction control system and the second target speed.

7. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that: When the processor executes the computer program, the vehicle control method according to any one of claims 1 to 5 is implemented.

8. A computer-readable storage medium storing a computer program, characterized in that: When the computer program is executed by a processor, the vehicle control method according to any one of claims 1 to 5 is implemented.

Images