Control method and device of vehicle motor, electronic equipment, storage medium and vehicle

Abstract

The application provides a control method and device of a vehicle motor, an electronic device, a storage medium and a vehicle. The method comprises: determining whether to trigger a decision logic for controlling the vehicle motor according to a working state of a front wheel of the vehicle, wherein the working state comprises wheel deceleration and slip rate of the front wheel of the vehicle; in response to triggering the decision logic, monitoring wheel dynamics and wheel speed of the front wheel of the vehicle, wherein the wheel dynamics comprises an instantaneous value of the wheel deceleration and a change difference value of the wheel deceleration; and in response to the wheel dynamics satisfying a preset wheel dynamic condition and the wheel speed appearing overshoot within a preset time length, reducing negative torque of the vehicle motor.

Description

Vehicle motor control methods, devices, electronic equipment, storage media, and vehicles Technical Field

[0001] The embodiments of this application relate to the technical field of vehicle energy recovery, and more particularly to a control method, apparatus, electronic device, storage medium, and vehicle for a vehicle motor. Background Technology

[0002] In the relevant vehicle motor control methods, when the vehicle passes over speed bumps or potholes, it is difficult to reduce energy recovery based on the current speed bump or road conditions, that is, to reduce the negative torque of the vehicle motor. Therefore, this will lead to large fluctuations in motor speed, affecting driving comfort.

[0003] Therefore, a solution is needed to reduce the negative torque of the vehicle motor on bumpy roads. Summary of the Invention

[0004] In view of this, the purpose of this application is to provide a control method, device, electronic equipment, storage medium and vehicle for a vehicle motor, so as to solve the problem of large negative torque of the motor when recovering energy on bumpy roads.

[0005] To achieve the above objectives, this application provides a vehicle motor control method, comprising: determining whether to trigger a determination logic for controlling the vehicle motor based on the real-time monitored working state of the vehicle's front wheels, wherein the working state includes the wheel deceleration and slip ratio of the vehicle's front wheels;

[0006] In response to triggering the determination logic, the wheel dynamics and wheel speed of the front wheels of the vehicle are monitored, wherein the wheel dynamics include the instantaneous value of the wheel deceleration and the difference in the wheel deceleration;

[0007] In response to the wheel dynamics meeting preset wheel dynamic conditions within a preset time period and the wheel speed overshooting, the negative torque of the vehicle motor is reduced.

[0008] Furthermore, based on the real-time monitoring of the vehicle's front wheel operating status, it is determined whether to trigger the decision logic used to control the vehicle's motor, including:

[0009] The deceleration of the wheel is monitored in real time to see if it is less than a preset first wheel deceleration threshold, and the slip ratio is monitored in real time to see if it is less than a preset slip ratio threshold.

[0010] In response to determining that the wheel deceleration is less than the first wheel deceleration threshold and the slip ratio is less than the slip ratio threshold, the determination logic is triggered.

[0011] Furthermore, in response to the wheel dynamics satisfying preset wheel dynamic conditions within a preset time period, and the wheel speed experiencing overshoot, the negative torque of the vehicle motor is reduced, including:

[0012] In response to determining that the change in wheel deceleration satisfies the wheel dynamic condition, it is then determined whether the wheel speed has overshooted.

[0013] In response to determining that the wheel speed has overshooted, it is determined whether the time period from the triggering of the determination logic to the occurrence of overshoot is less than the preset time.

[0014] In response to determining that the time period is less than the preset duration, the negative torque of the vehicle motor is reduced.

[0015] Further, determining that the change in the wheel deceleration satisfies the wheel dynamic condition includes:

[0016] If the wheel deceleration exceeds a preset second wheel deceleration threshold, the change difference is monitored;

[0017] If the change difference exceeds a preset difference threshold, the wheel deceleration will continue to be monitored.

[0018] In response to determining that the wheel deceleration exceeds a preset third wheel deceleration threshold, it is determined that the wheel dynamics meet the wheel dynamics condition.

[0019] Further, determining that the wheel speed has overshooted includes:

[0020] The wheel speed and vehicle speed are monitored in real time, and the overshoot difference between the wheel speed and the vehicle speed is determined.

[0021] In response to the overshoot difference being greater than a preset overshoot threshold, it is determined that the wheel speed has overshooted.

[0022] Furthermore, after triggering the determination logic, the following steps are also included:

[0023] In response to determining that the change in wheel deceleration does not meet the wheel dynamic conditions, or that the wheel speed does not overshoot, or that the time period exceeds the preset duration, the working status of the vehicle's front wheels continues to be monitored in real time, and it is determined again whether the determination logic is triggered.

[0024] Based on the same inventive concept, this application also provides a control device for a vehicle motor, including: a first judgment module, a monitoring module, and a second judgment module;

[0025] The first judgment module is configured to determine whether to trigger the judgment logic for controlling the vehicle motor based on the real-time monitored working state of the vehicle's front wheels, wherein the working state includes the wheel deceleration and slip ratio of the vehicle's front wheels.

[0026] The monitoring module is configured to monitor the wheel dynamics and wheel speed of the front wheels of the vehicle in response to triggering the determination logic, wherein the wheel dynamics include the instantaneous value of the wheel deceleration and the difference in the wheel deceleration.

[0027] The second judgment module is configured to reduce the negative torque of the vehicle motor in response to the wheel dynamics meeting preset wheel dynamic conditions within a preset time period and the wheel speed overshooting.

[0028] Based on the same inventive concept, this application also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the vehicle motor control method described in any of the above claims.

[0029] Based on the same inventive concept, this application also provides a computer-readable storage medium, wherein the computer-readable storage medium stores computer instructions for causing the computer to perform the control method for the vehicle motor described above.

[0030] Based on the same inventive concept, this application also provides a vehicle, which includes a vehicle motor control device and an electronic device, wherein the electronic device executes the vehicle motor control method as described in any of the above claims.

[0031] As can be seen from the above, the vehicle motor control method, device, electronic equipment, storage medium, and vehicle provided in this application determine whether to trigger the judgment logic based on the real-time monitoring of the working state of the vehicle's front wheels. After the judgment logic is triggered, by monitoring the wheel dynamics and wheel speed, it can determine whether the wheel dynamics meet the wheel dynamic conditions within a preset time period and whether the wheel speed is overshooting. This reduces the negative torque of the vehicle motor when the wheel dynamic conditions are met and the wheel speed is overshooting, thereby reducing the impact of energy recovery on the motor speed. Attached Figure Description

[0032] To more clearly illustrate the technical solutions in this application or related technologies, the drawings used in the description of the embodiments or related technologies will be briefly introduced below. Obviously, the drawings described below are only embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0033] Figure 1 is a schematic diagram of a vehicle passing over a speed bump according to an embodiment of this application;

[0034] Figure 2A is a first flowchart of a vehicle motor control method according to an embodiment of this application;

[0035] Figure 2B is a second flowchart of the vehicle motor control method according to an embodiment of this application;

[0036] Figure 3 is a decision logic diagram for controlling the vehicle motor according to an embodiment of this application;

[0037] Figure 4 is a schematic diagram of the control device structure of the vehicle motor according to an embodiment of this application;

[0038] Figure 5 is a schematic diagram of the electronic device structure according to an embodiment of this application. Detailed Implementation

[0039] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with specific embodiments and the accompanying drawings.

[0040] It should be noted that, unless otherwise defined, the technical or scientific terms used in the embodiments of this application should have the ordinary meaning understood by one of ordinary skill in the art to which this application pertains. The terms "first," "second," and similar terms used in the embodiments of this application do not indicate any order, quantity, or importance, but are merely used to distinguish different components. Terms such as "comprising" or "including" mean that the element or object preceding the word encompasses the elements or objects listed following the word and their equivalents, without excluding other elements or objects. Terms such as "connected" or "linked" are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. Terms such as "upper," "lower," "left," and "right" are only used to indicate relative positional relationships; when the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0041] As described in the background section, the existing vehicle motor control methods are still insufficient to meet the needs of controlling the negative torque of the motor in actual vehicle use.

[0042] In the process of implementing this application, the applicant discovered that the main problem with the relevant vehicle motor control method is that when the vehicle passes over speed bumps or potholes, it is difficult to reduce energy recovery based on the current speed bump or pothole conditions, that is, to reduce the negative torque of the vehicle motor.

[0043] Furthermore, if the vehicle motor continues to recover energy as normal at this time, the negative torque of the motor during the energy recovery process will cause large fluctuations in motor speed, resulting in strong vibrations throughout the vehicle and significantly affecting the comfort of the ride.

[0044] Based on this, one or more embodiments of this application provide a vehicle motor control method that determines whether to reduce the negative torque of the motor based on real-time monitoring of wheel deceleration, slip ratio, and wheel speed.

[0045] In the embodiments of this application, a vehicle passing over a speed bump, pothole, or other bad road surface is used as a specific example.

[0046] As shown in Figure 1, taking a speed bump as an example, when a vehicle is traveling in the same direction, the front wheels of the vehicle will be the first to contact the speed bump.

[0047] Specifically, the front wheels of a vehicle are those wheels that are in front of the vehicle in the direction of travel; while the rear wheels of a vehicle are those wheels that are in the rear of the vehicle in the direction of travel.

[0048] Furthermore, after the vehicle's front wheels come into contact with a speed bump, the vehicle's ECU (Electronic Control Unit) can determine whether to reduce energy recovery by performing the following steps.

[0049] It should be noted that the speed bumps in this embodiment can also be potholes or other bad roads that cause severe vehicle bumps.

[0050] The embodiments of this application are described in detail below with reference to the accompanying drawings.

[0051] Referring to Figure 2A, a vehicle motor control method according to an embodiment of this application is applied to the vehicle's ECU and specifically includes the following steps:

[0052] Step S201: Based on the real-time monitored working state of the vehicle's front wheels, determine whether to trigger the judgment logic for controlling the vehicle's motor. The working state includes the wheel deceleration and slip ratio of the vehicle's front wheels.

[0053] In the embodiments of this application, the vehicle's ECU can be used to monitor the working state of the vehicle's front wheels in real time, specifically monitoring the real-time wheel deceleration and slip ratio. Based on the wheel deceleration and slip ratio, it can be determined in real time whether the current working state of the vehicle's front wheels meets the preset triggering conditions, and trigger the judgment logic for controlling the vehicle's motor when the triggering conditions are met.

[0054] In this embodiment, the vehicle motor can be a drive motor installed in the vehicle.

[0055] Specifically, the ECU can obtain the wheel speed of the vehicle's front wheels in real time through sensors preset for the vehicle, and determine the wheel deceleration of the vehicle's front wheels based on the change in wheel speed per unit time, so as to realize real-time monitoring of the magnitude of wheel deceleration.

[0056] Furthermore, the ECU can also acquire the vehicle's speed in real time and calculate the real-time slip ratio according to the formula shown below:

[0057]

[0058] Where Sr represents the slip ratio, u a This represents the vehicle's current speed, or its actual speed. t It refers to a vehicle.

[0059] Furthermore, the theoretical speed u t It can be obtained by calculating the product of the radius and angular velocity of the vehicle's front wheels. The ECU can obtain the angular velocity of the vehicle's front wheels when they are rolling through relevant sensors, such as wheel speed sensors or angular velocity sensors.

[0060] Furthermore, the wheel deceleration and slip ratio obtained above are monitored in real time to determine whether the wheel deceleration is less than a preset first wheel deceleration threshold, and whether the slip ratio is less than a preset slip ratio threshold.

[0061] Furthermore, based on the above judgment, when it is determined that the wheel deceleration is less than the preset first wheel deceleration threshold and the slip ratio is less than the preset slip ratio threshold, it is considered that the wheel deceleration has decreased to a sufficiently small extent without significant slippage, so that it can be determined that the front wheel of the vehicle is in contact with the speed bump or bad road. Based on this, it can be considered that the current working state of the front wheel of the vehicle can trigger the judgment logic.

[0062] This decision logic is used to determine, within a preset time period, whether it is necessary to reduce the negative torque of the vehicle motor.

[0063] Furthermore, if it is determined that the wheel deceleration is greater than or equal to the preset first wheel deceleration threshold, or the slip ratio is greater than or equal to the preset slip ratio threshold, or both are greater than or equal to the corresponding thresholds, then it is considered that the current working state of the vehicle's front wheels is insufficient to trigger the judgment logic.

[0064] In this embodiment, the first wheel deceleration threshold can be set to a negative value. Based on this, when the wheel deceleration is less than the negative value, it can be considered that the vehicle's wheel speed is in a deceleration state before contacting the speed bump.

[0065] It can be seen that, based on real-time monitoring and judgment of the wheel deceleration and slip ratio of the vehicle's front wheels, it is possible to determine whether the vehicle's front wheels have contacted the speed bump, taking into account the slippage of the vehicle's front wheels, and thus determine whether the judgment logic needs to be triggered.

[0066] Step S202: In response to triggering the determination logic, the wheel dynamics and wheel speed of the front wheels of the vehicle are monitored. The wheel dynamics include the instantaneous value of the wheel deceleration and the difference in the wheel deceleration.

[0067] In the embodiments of this application, based on the judgment of the foregoing steps, when the judgment logic is triggered, the ECU will monitor the wheel dynamics and wheel speed of the front wheels of the vehicle in real time.

[0068] Specifically, the wheel dynamics of the front wheels of a vehicle can include: the instantaneous value of the wheel deceleration of the front wheels of the vehicle, and the process variable of the wheel deceleration.

[0069] Among them, the process variable of wheel deceleration can be specifically represented by the difference in wheel deceleration.

[0070] Specifically, this difference in change can be obtained by subtracting the wheel deceleration in the preceding unit time from the wheel deceleration in a unit time.

[0071] As can be seen, the change in wheel deceleration of the front wheels of the vehicle can be determined by the difference in wheel deceleration, and the following judgment logic can be executed by monitoring the wheel deceleration and wheel speed in real time.

[0072] Step S203: In response to the wheel dynamics meeting the preset wheel dynamics conditions within a preset time period and the wheel speed overshooting, the negative torque of the vehicle motor is reduced.

[0073] In the embodiments of this application, based on the wheel dynamics determined in the aforementioned steps, it can be compared with preset wheel dynamic conditions. When the wheel dynamics meet the wheel dynamic conditions, it is further determined whether the wheel speed overshoots. After the wheel speed overshoots, the execution of the self-starting determination logic is determined until the wheel speed overshoots. It is determined whether the time period in between exceeds the preset duration. If it is still within the preset duration, the vehicle motor can reduce its negative torque.

[0074] It can be seen that from the moment the judgment logic is triggered until the overshoot occurs, the time period in between can be regarded as a wheel dynamic cycle. In other words, the entire process that satisfies the above wheel dynamic conditions can be regarded as an actual wheel dynamic cycle, while the preset duration is regarded as a preset reasonable wheel dynamic cycle. Based on this, the preset duration can be used to determine whether the actual wheel dynamic cycle exceeds the reasonable wheel dynamic cycle.

[0075] Specifically, referring to Figure 2B, determining whether the change in wheel deceleration satisfies the wheel dynamic conditions and determining that the wheel speed has overshooted can specifically include the following steps:

[0076] Step S2031: In response to the wheel deceleration being less than a preset second wheel deceleration threshold, the change difference is monitored.

[0077] In this embodiment, based on the real-time monitored wheel deceleration, after the judgment logic is triggered, the ECU first determines whether the wheel deceleration is less than the preset second wheel deceleration threshold.

[0078] In this embodiment, the second deceleration threshold can be set to a negative value.

[0079] Furthermore, the second round deceleration threshold can be set to a negative value that is less than the first round deceleration threshold in the aforementioned steps.

[0080] It can be seen that when the wheel deceleration is less than the second wheel deceleration threshold, it must be less than the first wheel deceleration threshold. Based on this, it can be assumed that the wheel speed of the vehicle is also decreasing at this time, but the wheel speed decreases more drastically than before the judgment logic was triggered.

[0081] Based on this, when the wheel deceleration is less than the second wheel deceleration threshold, it can be considered the moment when the vehicle's front wheel comes into contact with the speed bump.

[0082] In this step, when the ECU determines that the currently monitored wheel deceleration is less than the preset second wheel deceleration threshold, it can continue to monitor the difference in wheel deceleration.

[0083] Step S2032: In response to the change difference exceeding a preset difference threshold, the wheel deceleration speed is monitored again.

[0084] In this embodiment, based on the wheel deceleration determined in the aforementioned steps that is less than the preset second wheel deceleration threshold, the ECU can further determine whether the difference in the monitored wheel deceleration exceeds the preset difference threshold.

[0085] In this embodiment, the difference threshold can be set to 0.

[0086] In this step, when the ECU determines that the difference between the wheel deceleration in the current unit time and the wheel deceleration in the previous unit time is greater than a preset difference threshold, that is, when the difference in wheel deceleration is greater than the preset difference threshold, the wheel deceleration can be further monitored in real time.

[0087] It can be seen that when the difference in wheel deceleration is greater than the difference threshold, it can be considered that the front wheels of the vehicle have just left contact with the speed bump and are in the air.

[0088] Step S2033: In response to determining that the wheel deceleration exceeds a preset third wheel deceleration threshold, determine that the wheel dynamics meet the wheel dynamics condition.

[0089] In this embodiment, based on the determination in the aforementioned steps that the difference in wheel deceleration is greater than 0, the ECU can further determine whether the wheel deceleration exceeds the preset third wheel deceleration threshold.

[0090] In this embodiment, the third deceleration threshold can be set to a positive value.

[0091] Based on this, when the wheel speed exceeds the third wheel deceleration threshold, it can be considered that the vehicle's wheel speed is increasing, that is, the vehicle is in a state of acceleration.

[0092] It can be seen that when the wheel deceleration is greater than the third wheel deceleration threshold, it can be considered that the front wheels of the vehicle are still in the air but have not landed.

[0093] In this step, based on the wheel deceleration sequentially satisfying the preset first wheel deceleration threshold in step S2301 and the preset threshold difference in step S2302, when the ECU determines that the currently monitored wheel deceleration exceeds the preset third wheel deceleration threshold, the wheel dynamics can be considered to meet the wheel dynamics conditions.

[0094] Step S2034: Monitor the wheel speed and vehicle speed in real time, and determine the overshoot difference between the wheel speed and the vehicle speed.

[0095] In this embodiment, based on the determination in the aforementioned steps that the wheel dynamics meet the wheel dynamics conditions, the ECU can further monitor the wheel speed and vehicle speed, and determine whether the wheel speed has overshooted.

[0096] Specifically, based on the real-time monitored wheel speed of the vehicle's front wheels and the vehicle's speed, the result of wheel speed minus vehicle speed can be used as the overshoot difference.

[0097] Step S2035: In response to the overshoot difference being greater than a preset overshoot threshold, it is determined that the wheel speed has overshooted.

[0098] In this step, based on the overshoot difference determined in the previous steps, it can be compared with a preset overshoot threshold to determine whether the current wheel speed has overshooted.

[0099] Specifically, based on the set overshoot threshold, if the overshoot difference is greater than the overshoot threshold, the current wheel speed is considered to be overshooting; if the overshoot difference is less than or equal to the overshoot threshold, the current wheel speed is considered not to be overshooting.

[0100] It can be seen that when wheel speed overshoot occurs, it can be assumed that the wheel speed is at its maximum during the execution of the judgment logic. Based on this, the moment when wheel speed overshoot occurs can be regarded as the moment when the front wheels of the vehicle finish airborne and are about to land.

[0101] In this embodiment, based on the judgments in the aforementioned steps S2031, S2032, S2033, S2034 and S2035, if the current wheel dynamics meet the wheel dynamics conditions and the wheel speed overshoots, the specific duration of the time period from the triggering of the judgment logic to the occurrence of wheel speed overshoot can be further determined, and it can be determined whether the time period is still within the preset duration.

[0102] Furthermore, if the time period is within the preset duration, that is, if the time period is less than the preset duration, the negative torque of the vehicle motor is reduced, energy recovery is reduced, so as to reduce the fluctuation of the motor speed, reduce the energy when the vehicle passes over the speed bump, and improve the comfort of the vehicle when passing over the speed bump.

[0103] In this embodiment, after the judgment logic is triggered, when performing the judgment operation including the above steps S2031 to S2035, if the result of any judgment step does not meet the preset threshold, the ECU will return to the aforementioned step S201 to continue monitoring the working status of the vehicle's front wheels.

[0104] Furthermore, if the wheel dynamics meet the wheel dynamics conditions and the wheel speed overshoots, but the time interval between the triggering of the judgment logic and the wheel speed overshoot exceeds the preset duration, then the process returns to the aforementioned step S201 and continues to monitor the working status of the vehicle's front wheels, without requiring the vehicle motor to reduce the negative torque.

[0105] As can be seen, the vehicle motor control method of the embodiments of this application determines whether to trigger the determination logic based on the real-time monitoring of the working state of the vehicle's front wheels. After the determination logic is triggered, by monitoring the wheel dynamics and wheel speed, it can determine whether the wheel dynamics meet the wheel dynamics conditions within a preset time period and whether the wheel speed is overshooting. This reduces the negative torque of the vehicle motor when the wheel dynamics conditions are met and the wheel speed is overshooting, thereby reducing the impact of energy recovery on the motor speed.

[0106] In another specific embodiment of this application, as shown in FIG3, the ECU will monitor the working status of the front wheels of the vehicle in real time, that is, execute step S301 to monitor the working status of the front wheels of the vehicle.

[0107] In this step, the ECU specifically monitors the wheel deceleration and slip ratio of the vehicle's front wheels.

[0108] Furthermore, based on step S301, step S302 can be executed to determine whether the wheel deceleration is less than -20m / s². 2 And whether the slip ratio is less than 16%.

[0109] Specifically, prior to this step, a first-round deceleration threshold and a slip ratio threshold can be preset, with the first-round deceleration threshold preset to -20 m / s². 2Set the slip ratio threshold to 16%.

[0110] Furthermore, based on the preset first-round deceleration threshold and the preset slip ratio threshold, it is determined whether the current wheel deceleration is less than -20 m / s². 2 And, determine whether the current slip ratio is less than 16%.

[0111] Furthermore, when the execution result of step S302 is yes, the execution of the determination logic is further triggered, wherein the execution of the determination logic specifically includes executing the following steps S303 to S307.

[0112] In this embodiment, after the determination logic is triggered, step S303 is executed first to determine whether the wheel deceleration is less than -60m / s. 2 .

[0113] Specifically, prior to this step, a second-round deceleration threshold can be preset, and this second-round deceleration threshold can be preset to -60m / s². 2 .

[0114] Furthermore, based on a preset second-round deceleration threshold, it is determined whether the current wheel deceleration is less than -60 m / s². 2 Furthermore, if the result of step S303 is yes, then step S304 is executed to determine whether the difference in wheel deceleration is greater than 0.

[0115] Specifically, before this step, a difference threshold can be preset and set to 0.

[0116] Furthermore, based on a preset difference threshold, it is determined whether the difference in the change of the current wheel deceleration between two adjacent unit time intervals is greater than 0. Further, if the execution result of step S304 is yes, then step S305 is further executed to determine whether the wheel deceleration is greater than -80 m / s². 2 .

[0117] Specifically, prior to this step, a third-round deceleration threshold can be preset, and this third-round deceleration threshold can be preset to 80 m / s². 2 .

[0118] Furthermore, based on a preset third-round deceleration threshold, it is determined whether the current wheel deceleration is greater than 80 m / s². 2 Furthermore, if the result of step S305 is yes, then step S306 is executed to determine whether the wheel speed has overshooted.

[0119] Specifically, before this step, an overshoot threshold can be preset, and this overshoot threshold can be preset to -1m / s.

[0120] Furthermore, based on a preset second-round deceleration threshold, it is determined whether the current wheel deceleration is less than -60 m / s². 2 .

[0121] Based on this, if the overshoot difference obtained by the current monitoring of wheel speed minus vehicle speed is greater than 1 m / s, then wheel speed overshoot is considered to have occurred.

[0122] Furthermore, if the execution result of step S306 is yes, then step S307 is further executed to determine whether the time period is less than the preset duration of 50ms. Specifically, when the preset duration is 50ms, if the time period from the moment the judgment logic is triggered until the moment the wheel speed overshoots is less than 50ms, then step S308 can be executed to control the vehicle motor.

[0123] Furthermore, by controlling the vehicle's motor, the negative torque of the vehicle's motor can be reduced.

[0124] As shown in Figure 3, if the judgment result of any of the steps S302, S303, S304, S305, S306 and S307 is negative, the system returns to step S301 and continues to monitor the working status of the vehicle's front wheels.

[0125] It should be noted that the method of the embodiments of this application can be executed by a single device, such as a computer or server. The method of this embodiment can also be applied in a distributed scenario, where multiple devices cooperate to complete the task. In such a distributed scenario, one of these devices may execute only one or more steps of the method of the embodiments of this application, and the multiple devices will interact with each other to complete the method described.

[0126] It should be noted that the above description describes some embodiments of this application. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recorded in the claims can be performed in a different order than that shown in the above embodiments and still achieve the desired result. Furthermore, the processes depicted in the drawings do not necessarily require a specific or sequential order to achieve the desired result. In some embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0127] Based on the same inventive concept, corresponding to the methods of any of the above embodiments, the embodiments of this application also provide a control device for a vehicle motor.

[0128] Referring to Figure 4, the control device for the vehicle motor includes: a first judgment module 401, a monitoring module 402, and a second judgment module 403;

[0129] The first judgment module 401 is configured to determine whether to trigger the judgment logic for controlling the vehicle motor based on the real-time monitored working state of the vehicle's front wheels. The working state includes the wheel deceleration and slip ratio of the vehicle's front wheels.

[0130] The monitoring module 402 is configured to monitor the wheel dynamics and wheel speed of the front wheels of the vehicle in response to triggering the determination logic, wherein the wheel dynamics include the instantaneous value of the wheel deceleration and the difference in the wheel deceleration.

[0131] The second judgment module 403 is configured to reduce the negative torque of the vehicle motor in response to the wheel dynamics meeting preset wheel dynamic conditions within a preset time period and the wheel speed overshooting.

[0132] As an optional embodiment, the first determination module 401 is specifically configured as follows:

[0133] The deceleration of the wheel is monitored in real time to see if it is less than a preset first wheel deceleration threshold, and the slip ratio is monitored in real time to see if it is less than a preset slip ratio threshold.

[0134] In response to determining that the wheel deceleration is less than the first wheel deceleration threshold and the slip ratio is less than the slip ratio threshold, the determination logic is triggered.

[0135] Furthermore,

[0136] As an optional embodiment, the second determination module 403 is specifically configured as follows:

[0137] In response to determining that the change in wheel deceleration satisfies the wheel dynamic condition, it is then determined whether the wheel speed has overshooted.

[0138] In response to determining that the wheel speed has overshooted, it is determined whether the time period from the triggering of the determination logic to the occurrence of overshoot is less than the preset time.

[0139] In response to determining that the time period is less than the preset duration, the negative torque of the vehicle motor is reduced.

[0140] Wherein, the change in the wheel deceleration satisfies the wheel dynamic condition, including:

[0141] If the wheel deceleration exceeds a preset second wheel deceleration threshold, the change difference is monitored;

[0142] If the change difference exceeds a preset difference threshold, the wheel deceleration will continue to be monitored.

[0143] In response to determining that the wheel deceleration exceeds a preset third wheel deceleration threshold, it is determined that the wheel dynamics meet the wheel dynamics condition.

[0144] Further, determining that the wheel speed has overshooted includes:

[0145] The wheel speed and vehicle speed are monitored in real time, and the overshoot difference between the wheel speed and the vehicle speed is determined.

[0146] In response to the overshoot difference being greater than a preset overshoot threshold, it is determined that the wheel speed has overshooted.

[0147] Furthermore, after triggering the determination logic, the following steps are also included:

[0148] In response to determining that the change in wheel deceleration does not meet the wheel dynamic conditions, or that the wheel speed does not overshoot, or that the time period exceeds the preset duration, the working status of the vehicle's front wheels continues to be monitored in real time, and it is determined again whether the determination logic is triggered.

[0149] For ease of description, the above apparatus is described in terms of its functions, divided into various modules. Of course, in implementing the embodiments of this application, the functions of each module can be implemented in one or more software and / or hardware.

[0150] The apparatus of the above embodiments is used to implement the control method of the corresponding vehicle motor in any of the foregoing embodiments, and has the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0151] Based on the same inventive concept, corresponding to the methods of any of the above embodiments, embodiments of this application also provide an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the vehicle motor control method as described in any of the above embodiments.

[0152] Figure 5 shows a more specific hardware structure diagram of an electronic device provided in this embodiment. The device may include: a processor 1010, a memory 1020, an input / output interface 1030, a communication interface 1040, and a bus 1050. The processor 1010, memory 1020, input / output interface 1030, and communication interface 1040 are interconnected internally via the bus 1050.

[0153] The processor 1010 can be implemented using a general-purpose CPU (Central Processing Unit), microprocessor, application-specific integrated circuit (ASIC), or one or more integrated circuits, and is used to execute relevant programs to implement the technical solutions provided in the embodiments of this application.

[0154] The memory 1020 can be implemented in the form of ROM (Read Only Memory), RAM (Random Access Memory), static storage device, dynamic storage device, etc. The memory 1020 can store the operating system and other applications. When the technical solutions provided in the embodiments of this application are implemented by software or firmware, the relevant program code is stored in the memory 1020 and is called and executed by the processor 1010.

[0155] The input / output interface 1030 is used to connect input / output modules to realize information input and output. Input / output modules can be configured as components within the device (not shown in the figure) or externally connected to the device to provide corresponding functions. Input devices may include keyboards, mice, touchscreens, microphones, various sensors, etc., while output devices may include displays, speakers, vibrators, indicator lights, etc.

[0156] The communication interface 1040 is used to connect a communication module (not shown in the figure) to enable communication between this device and other devices. The communication module can communicate via wired means (such as USB, Ethernet cable, etc.) or wireless means (such as mobile network, WIFI, Bluetooth, etc.).

[0157] Bus 1050 includes a pathway for transmitting information between various components of the device, such as processor 1010, memory 1020, input / output interface 1030, and communication interface 1040.

[0158] It should be noted that although the above-described device only shows the processor 1010, memory 1020, input / output interface 1030, communication interface 1040, and bus 1050, in specific implementations, the device may also include other components necessary for normal operation. Furthermore, those skilled in the art will understand that the above-described device may only include the components necessary for implementing the embodiments of this application, and not necessarily all the components shown in the figures.

[0159] The apparatus of the above embodiments is used to implement the control method of the corresponding vehicle motor in any of the foregoing embodiments, and has the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0160] Based on the same inventive concept, corresponding to any of the above embodiments, this application also provides a vehicle, the vehicle including a vehicle motor control device and an electronic device, the electronic device executing the vehicle motor control method as described in any of the above claims.

[0161] Based on the same inventive concept, corresponding to the methods of any of the above embodiments, this application also provides a computer-readable storage medium storing computer instructions for causing the computer to execute the vehicle motor control method as described in any of the above embodiments.

[0162] The computer-readable medium of this embodiment includes permanent and non-permanent, removable and non-removable media, and information storage can be implemented by any method or technology. Information can be computer-readable instructions, data structures, program modules, 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 technologies, CD-ROM, digital versatile optical disc (DVD) or other optical storage, magnetic tape, magnetic disk storage or other magnetic storage devices, or any other non-transfer medium that can be used to store information accessible by a computing device.

[0163] The computer instructions stored in the storage medium of the above embodiments are used to cause the computer to execute the vehicle motor control method as described in any of the above embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0164] Those skilled in the art should understand that the discussion of any of the above embodiments is merely exemplary and is not intended to imply that the scope of this application (including the claims) is limited to these examples; within the framework of this application, the technical features of the above embodiments or different embodiments can also be combined, the steps can be implemented in any order, and there are many other variations of different aspects of the embodiments of this application as described above, which are not provided in detail for the sake of brevity.

[0165] Additionally, to simplify the description and discussion, and to avoid obscuring the embodiments of this application, the well-known power / ground connections to integrated circuit (IC) chips and other components may or may not be shown in the provided drawings. Furthermore, the apparatus may be shown in block diagram form to avoid obscuring the embodiments of this application, and this also takes into account the fact that the details of implementation of these block diagram apparatuses are highly dependent on the platform on which the embodiments of this application will be implemented (i.e., these details should be fully understood by those skilled in the art). While specific details (e.g., circuits) have been set forth to describe exemplary embodiments of this application, it will be apparent to those skilled in the art that the embodiments of this application can be implemented without these specific details or with variations thereof. Therefore, these descriptions should be considered illustrative rather than restrictive.

[0166] Although this application has been described in conjunction with specific embodiments thereof, many substitutions, modifications, and variations of these embodiments will be apparent to those skilled in the art from the foregoing description. For example, other memory architectures (e.g., dynamic RAM (DRAM)) may be used with the embodiments discussed.

[0167] The embodiments of this application are intended to cover all such substitutions, modifications, and variations that fall within the broad scope of the appended claims. Therefore, any omissions, modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the embodiments of this application should be included within the protection scope of this application.

Claims

1. A control method for a vehicle motor, characterized in that, include: Based on the real-time monitored operating status of the vehicle's front wheels, including the wheel deceleration and slip ratio, a determination logic for controlling the vehicle motor is triggered. This includes: real-time monitoring of whether the wheel deceleration is less than a preset first wheel deceleration threshold and whether the slip ratio is less than a preset slip ratio threshold, to determine if the vehicle's front wheels are in contact with a bumpy road surface; triggering the determination logic in response to determining that the wheel deceleration is less than the first wheel deceleration threshold and the slip ratio is less than the slip ratio threshold; monitoring the wheel dynamics and wheel speed of the vehicle's front wheels in response to triggering the determination logic, whereby the wheel dynamics include the instantaneous value of the wheel deceleration and the difference in wheel deceleration; and reducing the negative torque of the vehicle motor in response to the wheel dynamics meeting preset wheel dynamic conditions within a preset time period and the wheel speed overshooting, to determine if the vehicle's front wheels have passed over a bumpy road surface.

2. The method according to claim 1, characterized in that, The step of reducing the negative torque of the vehicle motor in response to the condition that the wheel dynamics meet the preset wheel dynamics conditions within a preset time period and the wheel speed overshoots includes: in response to determining that the change in wheel deceleration meets the wheel dynamics conditions, continuing to determine whether the wheel speed overshoots; in response to determining that the wheel speed overshoots, determining whether the time period from triggering the determination logic to the occurrence of overshoot is less than the preset time period; and in response to determining that the time period is less than the preset time period, reducing the negative torque of the vehicle motor.

3. The method according to claim 2, characterized in that, The step of determining that the change in wheel deceleration satisfies the wheel dynamic condition includes: monitoring the change difference in response to the wheel deceleration being less than a preset second wheel deceleration threshold; continuing to monitor the wheel deceleration in response to the change difference exceeding a preset difference threshold; and determining that the wheel dynamic condition satisfies the wheel dynamic condition in response to determining that the wheel deceleration exceeds a preset third wheel deceleration threshold.

4. The method according to claim 3, characterized in that, The step of determining that the wheel speed has overshoot includes: real-time monitoring of the wheel speed and the vehicle speed, and determining the overshoot difference between the wheel speed and the vehicle speed; and determining that the wheel speed has overshoot in response to the overshoot difference being greater than a preset overshoot threshold.

5. The method according to claim 2, characterized in that, After the determination logic is triggered, the method further includes: in response to determining that the change in the wheel deceleration does not meet the wheel dynamic conditions, or the wheel speed does not overshoot, or the time period exceeds the preset duration, the method continues to monitor the working status of the front wheels of the vehicle in real time, and determines again whether to trigger the determination logic.

6. A control device for a vehicle motor, characterized in that, include: The system comprises a first judgment module, a monitoring module, and a second judgment module. The first judgment module is configured to, based on real-time monitoring of the working state of the vehicle's front wheels, including wheel deceleration and slip ratio, determine whether to trigger judgment logic for controlling the vehicle motor. This includes: real-time monitoring of whether the wheel deceleration is less than a preset first wheel deceleration threshold and real-time monitoring of whether the slip ratio is less than a preset slip ratio threshold, to determine if the vehicle's front wheels are in contact with a bumpy road surface; and triggering the judgment logic in response to determining that the wheel deceleration is less than the first wheel deceleration threshold and the slip ratio is less than the slip ratio threshold. The monitoring module is configured to, in response to triggering the judgment logic, monitor the wheel dynamics and wheel speed of the vehicle's front wheels, where the wheel dynamics include the instantaneous value of the wheel deceleration and the difference in wheel deceleration changes. The second judgment module is configured to, in response to the wheel dynamics meeting preset wheel dynamic conditions within a preset time period and the wheel speed overshooting, to determine that the vehicle's front wheels have passed over a bumpy road surface, reduce the negative torque of the vehicle motor.

7. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable by the processor, characterized in that, When the processor executes the computer program, it implements the method as described in any one of claims 1 to 5.

8. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer instructions for causing the computer to perform the method according to any one of claims 1 to 5.

9. A vehicle, characterized in that, Includes the vehicle motor control device as described in claim 6 or the electronic device as described in claim 7.

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