Vehicle control method and device, vehicle and storage medium

Abstract

This application discloses a vehicle control method, apparatus, vehicle, and storage medium. The method includes: acquiring fault information of each motor of the vehicle; when the fault information indicates a fault in the state detection component of the first motor, controlling the first motor in a positionless control mode and controlling the first motor to switch from a normal operating state to a torque-limited operating state; wherein the first motor is any one of the motors, and the maximum absolute value of the available torque of the first motor in the torque-limited operating state is less than the maximum absolute value of the available torque of the first motor in the normal operating state. When the motor state detection component fails, timely positionless control of the motor allows the motor to continue operating, thereby enabling the vehicle to continue to move actively to a rescue and repair station with a certain amount of power. Furthermore, by controlling the motor to switch to a safer torque-limited operating state, the risk of hardware damage is reduced, and the safety of vehicle control is improved.

Description

Technical Field

[0001] This application belongs to the field of vehicle control technology, and in particular relates to a vehicle control method, device, vehicle and storage medium. Background Technology

[0002] In the field of vehicle control technology, especially in the field of electric vehicle control technology, motor status detection components are core components of the electric drive system of electric vehicles. For example, the resolver installed on the drive motor of an electric vehicle can detect and convert the speed of the drive motor and report the speed to the drive motor controller, thereby enabling real-time control of the drive motor. However, in some cases, the resolver may malfunction and become unable to effectively monitor the speed of the drive motor. Without the drive motor controller knowing the speed of the drive motor, effective control of the drive motor becomes difficult.

[0003] In existing vehicle control solutions, when a fault is detected in the motor's status detection component, the entire vehicle is typically treated as a high-level fault. This can be achieved by employing methods such as Active Short Circuit (ASC) or Switch Pull Off (SPO) to power off the entire vehicle. Under these conditions, the vehicle cannot continue to move actively. Furthermore, after the vehicle is powered down, high voltage cannot be restored, and the vehicle must await roadside assistance and repairs. Summary of the Invention

[0004] This application provides a vehicle control method, a vehicle control device, a vehicle, and a computer-readable storage medium. In the event of a malfunction in the motor status detection component in the vehicle, the method promptly performs positionless control on the first motor with a resolver malfunction and controls the first motor to switch to a safer torque-limited operating state, enabling the vehicle to continue to travel safely to a rescue and repair station with a certain amount of power.

[0005] A first aspect of this application provides a vehicle control method, including:

[0006] Obtain fault information for each motor in the vehicle;

[0007] When the fault information indicates that the status detection component of the first motor is faulty, the first motor is controlled in the no-position control mode, and the first motor is controlled to switch from the normal operation state to the torque-limited operation state.

[0008] The first motor is any one of the motors, and the maximum absolute value of the available torque of the first motor in the torque-limited operating state is less than the maximum absolute value of the available torque of the first motor in the normal operating state.

[0009] In one implementation, the vehicle includes multiple power modes, and the method further includes:

[0010] Obtain the current vehicle's power mode;

[0011] Controlling the first motor to switch from normal operation to torque-limited operation includes:

[0012] The torque of the first motor is determined based on the type of the first motor and the current power mode of the vehicle.

[0013] In one implementation, the vehicle's power modes include: pure electric mode, series mode, and direct drive mode. The torque of the first motor is determined based on the type of the first motor and the current vehicle power mode, including:

[0014] When the first motor is a generator and the current vehicle's power mode is either series mode or direct drive mode, the torque of the current generator is determined based on the task performed by the generator.

[0015] In one implementation, determining the current torque of the generator based on the task being performed by the generator includes:

[0016] When the current vehicle's power mode is series mode and the generator is performing the task of starting the engine, it is determined that the generator's torque is equal to the first positive torque, wherein the first positive torque is greater than or equal to the minimum positive torque required to start the engine.

[0017] When the current vehicle's power mode is series mode and the generator is performing a power generation task, the generator's torque is determined to be equal to the first negative torque based on the required negative torque corresponding to the current vehicle's throttle state, so that the generator can charge the vehicle's battery. The absolute value of the first negative torque is less than or equal to the absolute value of the required negative torque.

[0018] and / or

[0019] When the current vehicle's power mode is direct drive and the generator is performing gear noise reduction, the generator's torque is determined to be equal to the third torque, where the third torque is less than or equal to 0.

[0020] In one implementation, the vehicle's power modes include: pure electric mode, series mode, and direct drive mode. The torque of the first motor is determined based on the type of the first motor and the current vehicle power mode, including:

[0021] When the first motor is a drive motor and the current vehicle's power mode is pure electric mode, series mode, or direct drive mode, the torque of the drive motor is determined to be equal to the second positive torque based on the required positive torque corresponding to the current vehicle's throttle state, wherein the absolute value of the second positive torque is less than or equal to the absolute value of the required positive torque.

[0022] In one implementation, the method further includes:

[0023] Obtain torque test data of the first motor in the no-position control mode;

[0024] Based on the torque test data, determine the torque threshold corresponding to the first motor;

[0025] Controlling the first motor to switch from normal operation to torque-limited operation includes:

[0026] Determine that the torque of the first motor under the torque-limited operating state is less than or equal to the torque threshold corresponding to the first motor.

[0027] In one embodiment, controlling the first motor to switch from a normal operating state to a torque-limited operating state further includes:

[0028] During at least some moments in the process of controlling the first motor in the positionless control mode, when the absolute value of the current required torque is less than the torque threshold corresponding to the first motor, it is determined that the current torque of the first motor is equal to the required torque.

[0029] If the absolute value of the required torque is greater than or equal to the torque threshold corresponding to the first motor, it is determined that the absolute value of the current torque of the first motor is equal to the torque threshold.

[0030] A second aspect of this application provides a vehicle control device, including:

[0031] The fault information acquisition module is used to acquire fault information of each motor in the vehicle;

[0032] The control module is used to control the first motor in a positionless control mode when the fault information indicates that the status detection component of the first motor is faulty, and to control the first motor to switch from normal operation to torque-limited operation.

[0033] The first motor is any one of the motors, and the maximum absolute value of the available torque of the first motor in the torque-limited operating state is less than the maximum absolute value of the available torque of the first motor in the normal operating state.

[0034] In one embodiment, the vehicle includes multiple power modes, and the vehicle control device further includes:

[0035] The power mode acquisition module is used to acquire the current power mode of the vehicle.

[0036] The control module includes:

[0037] The first torque determination submodule is used to determine the torque of the first motor based on the type of the first motor and the current power mode of the vehicle.

[0038] In one implementation, the vehicle's power modes include: pure electric mode, series mode, and direct drive mode; the first torque determination submodule includes:

[0039] The first torque determination unit is used to determine the torque of the current generator based on the task performed by the generator when the first motor is a generator and the current vehicle's power mode is either series mode or direct drive mode.

[0040] In one embodiment, the first torque determining unit includes:

[0041] The first determining subunit is used to determine that the torque of the generator is equal to a first positive torque when the current power mode of the vehicle is series mode and the generator is performing the task of starting the engine, wherein the first positive torque is greater than or equal to the minimum positive torque required to start the engine.

[0042] The second determining subunit is used to determine the torque of the generator equal to the first negative torque based on the required negative torque corresponding to the current throttle state of the vehicle when the current power mode of the vehicle is series mode and the generator is performing a power generation task, so that the generator can charge the vehicle's battery. The absolute value of the first negative torque is less than or equal to the absolute value of the required negative torque.

[0043] and / or

[0044] The third determining subunit is used to determine that the torque of the generator is equal to the third torque when the current vehicle's power mode is direct drive mode and the generator is performing gear noise reduction tasks, wherein the third torque is less than or equal to 0.

[0045] In one implementation, the vehicle's power modes include: pure electric mode, series mode, and direct drive mode; the first torque determination submodule includes:

[0046] The second torque determination unit is used to determine, when the first motor is a drive motor and the current vehicle's power mode is pure electric mode, series mode, or direct drive mode, the torque of the drive motor is equal to the second positive torque based on the required positive torque corresponding to the current vehicle's throttle state, wherein the absolute value of the second positive torque is less than or equal to the absolute value of the required positive torque.

[0047] In one embodiment, the vehicle control device further includes:

[0048] The test data acquisition module is used to acquire the torque test data of the first motor in the no-position control mode;

[0049] The threshold determination module is used to determine the torque threshold corresponding to the first motor based on the torque test data.

[0050] The control module is also used to: determine that the torque of the first motor in the torque-limited operating state is less than or equal to the torque threshold corresponding to the first motor.

[0051] In one implementation, the control module is further configured to:

[0052] During at least some moments in the process of controlling the first motor in the positionless control mode, when the absolute value of the current required torque is less than the torque threshold corresponding to the first motor, it is determined that the current torque of the first motor is equal to the required torque.

[0053] If the absolute value of the required torque is greater than or equal to the torque threshold corresponding to the first motor, it is determined that the absolute value of the current torque of the first motor is equal to the torque threshold.

[0054] A third aspect of this application provides a vehicle, including: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the steps of the vehicle control method described above.

[0055] A fourth aspect of this application provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the steps of the vehicle control method described above.

[0056] The vehicle control method provided in the first aspect of this application can, in the event of a malfunction in the motor state detection component of the vehicle, not only promptly perform positionless control on the first motor with a resolver fault, allowing the first motor to continue operating and enabling the vehicle to continue traveling with a certain amount of power to a rescue and repair station, but also, by controlling the first motor to switch to a safer torque-limited operating state, reduce the risk of hardware damage and improve the safety of vehicle control.

[0057] It is understood that the beneficial effects of the second to fourth aspects mentioned above can be found in the relevant descriptions in the first aspect mentioned above, and will not be repeated here. Attached Figure Description

[0058] To more clearly illustrate the technical solutions in the embodiments of this application, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0059] Figure 1 This is a schematic flowchart of a vehicle control method provided in one embodiment of this application;

[0060] Figure 2This is a partial circuit diagram of the power system of a hybrid electric vehicle provided in one embodiment of this application;

[0061] Figure 3 This is a flowchart illustrating a vehicle control method in the prior art;

[0062] Figure 4 This is a schematic flowchart of a vehicle control method provided in another embodiment of this application;

[0063] Figure 5 This is a schematic diagram of the structure of a vehicle control device provided in one embodiment of this application;

[0064] Figure 6 This is a schematic diagram of the structure of a vehicle provided in one embodiment of this application. Detailed Implementation

[0065] In the following description, specific details such as particular system architectures and techniques are set forth for illustrative purposes and not for limitation, in order to provide a thorough understanding of the embodiments of this application. However, those skilled in the art will understand that this application may also be implemented in other embodiments without these specific details. In other instances, detailed descriptions of well-known systems, apparatuses, circuits, and methods have been omitted so as not to obscure the description of this application with unnecessary detail.

[0066] It should be understood that, when used in this application specification and the appended claims, the term "comprising" indicates the presence of the described features, integrals, steps, operations, elements and / or components, but does not exclude the presence or addition of one or more other features, integrals, steps, operations, elements, components and / or a collection thereof.

[0067] It should also be understood that the term “and / or” as used in this application specification and the appended claims means any combination of one or more of the associated listed items and all possible combinations, and includes such combinations.

[0068] Furthermore, in the description of this application and the appended claims, the terms "first," "second," "third," etc., are used only to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0069] References to "one embodiment" or "some embodiments" as described in this specification mean that one or more embodiments of this application include a specific feature, structure, or characteristic described in connection with that embodiment. Therefore, the phrases "in one embodiment," "in some embodiments," "in other embodiments," "in still other embodiments," etc., appearing in different parts of this specification do not necessarily refer to the same embodiment, but rather mean "one or more, but not all, embodiments," unless otherwise specifically emphasized. The terms "comprising," "including," "having," and variations thereof mean "including but not limited to," unless otherwise specifically emphasized.

[0070] As mentioned earlier, existing vehicle control solutions typically treat the entire vehicle as a high-level fault when a malfunction is detected in the motor's status detection component. This may involve powering down the entire vehicle, rendering it unable to continue driving. Furthermore, once the vehicle is powered down, high voltage cannot be restored, and the vehicle must await roadside assistance and repairs.

[0071] To at least partially solve the aforementioned technical problems, embodiments of this application provide a vehicle control method. This method is applicable to various vehicles requiring motor drive or power generation, including but not limited to electric vehicles, electric bicycles, electric tricycles, solar-powered vehicles, mobile power generation vehicles, energy storage vehicles, and other special-purpose vehicles requiring motor drive or power generation; this application does not limit these to any particular type. For simplicity, the vehicle control method of this application embodiment will be explained below using an electric vehicle as an example.

[0072] like Figure 1 As shown, the vehicle control method provided in this application includes the following steps:

[0073] Step S110: Obtain fault information for each motor of the vehicle.

[0074] In this embodiment, the vehicle's motor can be a motor capable of directly or indirectly driving the vehicle. The vehicle includes one or more motors, and this application does not limit this. Taking electric vehicles as an example, electric vehicles can be further divided into pure electric vehicles (EVs) and hybrid electric vehicles (HEVs). The motor in a pure electric vehicle may include at least one drive motor (Traction Motor, abbreviated as TM motor), which can directly drive the wheels to rotate. Figure 2 As shown, a hybrid vehicle may include an engine ( Figure 2 ICE in the middle), TM motor ( Figure 2The term "GM motor" refers to both the generator (TM) and the generator motor (GM motor, as shown in Figure 2). Therefore, the motors in a hybrid electric vehicle can include both GM and TM motors. The GM motor is primarily used for generating electricity to charge the vehicle's battery, or it can provide auxiliary power when necessary. For example, in some power modes, the GM motor can be used to start the engine. The GM motor connects to the engine's crankshaft, rotating the engine to overcome the low-speed vibration range before ignition, thereby improving engine efficiency and increasing the smoothness of engine engagement. In other words, the GM motor can be used to directly or indirectly drive the vehicle. In some special cases, the GM motor and TM motor can also be the same motor, performing the functions of generating electricity or driving the vehicle depending on the operating mode.

[0075] In this embodiment, any existing or future-developed method can be used to detect fault information of each motor in the vehicle. For example, the vehicle's built-in automated detection system can be used to detect the fault type, location, and cause of the motor in real time. In this embodiment, motor faults include not only faults in the motor itself but also faults in the motor's condition detection components.

[0076] The motor condition detection component can be any component capable of detecting the motor's operating status. The operating status detected by the condition detection component includes the motor rotor's position, angle, angular velocity, etc. Motor condition detection components include, but are not limited to, rotary transformers, rotary transformer converters, photoelectric encoders, Hall effect sensors, eddy current sensors, and magnetoresistive sensors. For simplicity, the following explanation uses a rotary transformer as an example of a condition detection component.

[0077] A resolver is an electromagnetic sensor, a small AC motor used for measuring angles. It consists of a stator and a rotor and can measure the angular displacement and angular velocity of a rotating object's shaft. Resolvers can be used to detect the rotational speed of the rotors of GM and / or TM motors in electric vehicles, reporting the speed to the generator controller (GMCU) and / or drive motor controller (TMCU).

[0078] Step S120: If the fault information indicates a fault in the state detection component of the first motor, the first motor is controlled in a positionless control mode, and the first motor is switched from normal operation to torque-limited operation. Here, the first motor is any one of the motors, and the maximum absolute value of the available torque of the first motor in the torque-limited operation state is less than the maximum absolute value of the available torque of the first motor in the normal operation state.

[0079] For example, the detection component for a motor is its resolver. Exemplarily, if a built-in automated detection system detects a resolver-related fault (a fault in the motor's resolver), that motor can be identified as the first motor. In a specific example, resolver-related faults may include: resolver COS signal open circuit fault, resolver COS signal short circuit to power supply fault, resolver COS signal short circuit to ground fault, resolver excitation signal short circuit to power supply fault, resolver excitation signal short circuit to ground fault, resolver SIN signal open circuit fault, resolver SIN signal short circuit to power supply fault, resolver SIN signal short circuit to ground fault, resolver DOS or LOT fault, etc.

[0080] Understandably, if no resolver-related faults or other motor faults are detected, all motors in the vehicle operate normally. Each motor's resolver monitors its speed in real time and reports this data to the corresponding motor controller, which then controls the motor based on the data detected by the resolver. In other words, when all motor parameters are normal, the motor controller operates the motor in a sensor-based control mode. However, if a resolver-related fault occurs in a particular motor, the controller switches to a sensorless control mode for that motor.

[0081] The sensorless control mode is also known as the positionless control mode. It can be understood that the principle of positionless control is to use a mathematical model to estimate the angular velocity of the motor rotor to replace the motor speed collected by the resolver; that is, to perform vector control of the motor based on the estimated motor speed. In the embodiments of this application, any existing or future positionless control method can be used to control the first motor with resolver-type faults, including but not limited to the flux linkage observer method, the high-frequency pulse voltage signal injection method, the back electromotive force estimation method, etc. In a specific example, different positionless control methods can be used to control the motor depending on the motor speed. For example, when the motor speed is less than 1650 rpm, the high-frequency pulse voltage signal injection method is used for positionless control of the motor, while when the motor speed is greater than or equal to 1650 rpm, the flux linkage observer method is used for positionless control of the motor.

[0082] In this embodiment, if the vehicle includes only one motor, then if a resolver-type fault is detected in the motor, the motor can be directly switched from a sensory control mode to a sensorless control mode. For example, the sensorless control mode of the motor can be activated.

[0083] In this embodiment, when a vehicle has multiple motors, the motor with a resolver fault can be identified first. Then, only the sensorless control mode of the motor with the resolver fault can be activated, while the other motors without faults continue to be controlled using the sensored control mode. For example, in a hybrid vehicle, if only the GM motor is found to have a resolver fault, only the sensorless control mode of the GM motor can be activated for positionless control, while the TM motor continues to be controlled using the sensored control mode.

[0084] Furthermore, in this embodiment, if a resolver-type fault is detected in a motor in the vehicle, the motor is controlled to switch from normal operation to torque-limited operation. In other words, when the motor has no faults, it is in normal operation; when a resolver-type fault is detected in a motor in the vehicle, the motor is controlled to switch to torque-limited operation.

[0085] In this embodiment, under torque-limited operation, the torque output by the motor controller to the motor is limited, but the absolute value of the available torque is greater than 0. Specifically, the maximum absolute value of the available torque of the first motor under torque-limited operation (i.e., the maximum absolute value of the available torque, for example, referred to as the first absolute value) is less than the maximum absolute value of the available torque of the first motor under normal operation (for example, referred to as the second absolute value). For example, the peak value of the safe torque of the first motor in the positionless control mode (hereinafter referred to as the torque threshold) can be determined by testing, and the maximum absolute value of the available torque of the first motor under torque-limited operation can be set according to the torque threshold corresponding to the first motor. For example, the second absolute value can be equal to a preset multiple of the first absolute value. Exemplarily, the preset multiple can be greater than 1 and less than or equal to 4. For example, the preset multiple is equal to 2. That is, the maximum absolute value of the available torque of the first motor under torque-limited operation is equal to 1 / 2 of the maximum absolute value of the available torque of the first motor under normal operation.

[0086] In a specific example, the available torque of the GM motor under normal operating conditions is [-210NM, 210NM]. If the resolver of the GM motor malfunctions, the GM motor can be controlled to switch to a torque-limited operating state, in which the available torque is [-105NM, 105NM].

[0087] In another specific example, if the available torque of the TM motor under normal operating conditions is [-300NM, 300NM], then if the resolver of the TM motor is faulty, the TM motor can be controlled to switch to a torque-limited operating state, in which the available torque is [-150NM, 150NM].

[0088] It is understood that, regardless of whether it is a GM motor or a TM motor, according to the above-described vehicle control method of this application embodiment, when a fault is detected in the motor's rotary transformer, the motor is controlled in a positionless control mode and the motor is controlled to switch to a torque-limited operating state. Although the vehicle's power is limited in some cases, since the available torque of the motor in the torque-limited operating state is greater than 0, the motor can still directly or indirectly drive the vehicle to move, thereby enabling the vehicle to continue to actively move forward to the rescue and repair station with a certain amount of power.

[0089] It is understandable that limiting the torque of a motor with a resolver-like fault can prevent the faulty motor from suddenly increasing its torque uncontrollably, thereby reducing the occurrence of accidents. By limiting torque, further damage to the motor and its related mechanical components that have already experienced a resolver fault can be reduced. Limiting torque operation can extend the vehicle's time to the repair shop, avoiding breakdowns at the fault location. By implementing torque-limiting measures, the escalation of the fault can be prevented, thereby reducing maintenance costs and the complexity of maintenance work.

[0090] like Figure 3 As shown, existing vehicle control schemes, when a fault is detected in the motor's status detection component, typically treat the entire vehicle as a high-level fault, such as by shutting down the entire vehicle, rendering it unable to continue driving. Furthermore, after the vehicle is powered down, high voltage cannot be restored, and repairs must be awaited. In addition, existing hybrid vehicles typically use a single motor controller to control both the GM and TM motors. During motor fault detection, this controller usually does not differentiate between faults in different motors; regardless of whether a resolver-type fault occurs in either the GM or TM motor, the same fault code is output. Therefore, when a resolver-type fault is detected in either motor, only indiscriminate control of both motors is possible. Figure 3 As shown, both the GM and TM motors exhibiting resolver-related faults respond to a Level 3 fault, with both motors displaying zero usable torque. This Level 3 fault response leads to a complete vehicle malfunction, rendering the vehicle immobile, illuminating the warning lights on the instrument panel, and preventing the high-voltage circuit from being reconnected after being deactivated. The owner must then wait for roadside assistance from a 4S dealership, causing significant inconvenience.

[0091] According to the vehicle control scheme described in this application embodiment, for vehicles with multiple motors, differentiated control is applied to motors with resolver faults and those without faults. For faulty motors, a positionless control mode is activated, and they switch to torque-limited operation. This not only ensures the motor continues to operate safely but also prevents complete loss of function even in the event of sensor failure, thereby improving the reliability of the entire hybrid system. For motors without faults, the sensor-controlled mode continues to be used to maintain their optimal performance and efficiency. Furthermore, by distinguishing between faulty and healthy motors, problems can be located more accurately, reducing unnecessary inspection and maintenance work. In addition, maintaining a certain level of control during a fault helps avoid sudden power loss, thereby improving vehicle driving safety.

[0092] In summary, the vehicle control method provided by the first aspect of this application can, in the event of a malfunction in the motor state detection component of the vehicle, not only promptly perform positionless control on the first motor with a resolver fault, allowing the first motor to continue operating and enabling the vehicle to continue traveling with a certain amount of power to a rescue and repair station, but also, by controlling the first motor to switch to a safer torque-limited operating state, reduce the risk of hardware damage and improve the safety of vehicle control.

[0093] In one embodiment, before performing step S120, the vehicle control method provided in this application further includes:

[0094] Obtain torque test data of the first motor in the no-position control mode;

[0095] Based on the torque test data, determine the torque threshold corresponding to the first motor;

[0096] Controlling the first motor to switch from normal operation to torque-limited operation includes:

[0097] Determine that the torque of the first motor under the torque-limited operating state is less than or equal to the torque threshold corresponding to the first motor.

[0098] In this embodiment, the range of safe torque generated by each motor of the vehicle in the no-position control mode can be tested in advance using a motor testing system. Specifically, a motor bench test can be performed on each motor in the no-position control mode to obtain torque test data. The torque test data can include the torque of the motor at different speeds. By analyzing this torque test data, the peak torque of each motor within the safe speed range can be obtained, which serves as the torque threshold for each motor. For example, the torque thresholds corresponding to the GM motor and TM motor of a hybrid vehicle in the no-position control mode can be determined respectively.

[0099] In this embodiment, it can be determined that the torque of the first motor in the torque-limited operating state is less than or equal to the torque threshold corresponding to the first motor. For example, the maximum absolute value of the available torque of the GM motor in normal operation is equal to 210 NM, while the torque threshold corresponding to the GM motor can be equal to 105 NM. If a resolver fault is detected in the GM motor, the GM motor can be controlled in a positionless control mode, and the available torque of the GM motor in the positionless control mode can be reduced to 105 NM. In this way, in the event of a resolver fault in the motor, not only can positionless control be performed on the first motor with the resolver fault in a timely manner, allowing the first motor to still operate to directly or indirectly drive the vehicle, but the safety of positionless control can also be significantly improved, resulting in a better user experience.

[0100] In one embodiment, controlling the first motor to switch from a normal operating state to a torque-limited operating state further includes:

[0101] During at least some moments in the process of controlling the first motor in the positionless control mode, when the absolute value of the current required torque is less than the torque threshold corresponding to the first motor, it is determined that the current torque of the first motor is equal to the required torque.

[0102] If the absolute value of the required torque is greater than or equal to the torque threshold corresponding to the first motor, it is determined that the absolute value of the current torque of the first motor is equal to the torque threshold.

[0103] In this embodiment, at least some of the moments can be moments when the first motor directly or indirectly drives the vehicle, i.e., moments when the vehicle needs the first motor to output torque. If the first motor is a GM motor, at least some of the moments can include every moment during which the GM motor performs tasks such as starting the generator, generating electricity, and reducing gear noise. If the first motor is a TM motor, at least some of the moments can include every moment during which the TM motor drives the vehicle.

[0104] In this embodiment, during positionless control of a vehicle motor, the required torque of the motor can be determined first (e.g., the required torque determined based on the throttle state, which can be equal to the default torque corresponding to that throttle state). Then, the motor torque at the current time can be determined by combining the current required torque and the torque threshold corresponding to the motor. If the required torque is less than the torque threshold, the motor torque can be determined to be equal to the required torque; otherwise, the motor torque is determined to be equal to the torque threshold.

[0105] Taking a TM motor as an example, the torque threshold of a TM motor is, for instance, 150 Nm. During positionless control, the required torque can be determined in real time based on the throttle opening. For example, if the required torque is 100 Nm, which is less than 150 Nm, the TM motor can be controlled to generate 100 Nm of positive torque to drive the vehicle; if the required torque is 200 Nm, which is greater than 150 Nm, the TM motor can be controlled to generate 150 Nm of positive torque to drive the vehicle.

[0106] In this way, even if the motor has a resolver failure, it can still provide safe and sufficient power support for the vehicle, resulting in a better user experience.

[0107] In this embodiment of the application, when the vehicle includes multiple motors, the torque of the first motor can be determined at least according to the type of the first motor when the first motor is in a torque-limited operating state; or, the torque of the first motor can also be determined according to at least one of the current operating conditions of the vehicle and the current power mode of the vehicle.

[0108] For example, there are multiple types of motors. Controlling the first motor to switch from normal operation to torque-limited operation includes: determining the torque of the first motor based on the type of the first motor and the current operating condition of the vehicle.

[0109] In this embodiment, the types of motors in a vehicle can include multiple types. Taking a hybrid electric vehicle as an example, the motors in the vehicle can include GM motors and TM motors. In this embodiment, the operating condition of the vehicle can be the current working state of the power components in the vehicle. The classification of the vehicle's operating conditions can be set according to actual needs. In one example, the vehicle's operating conditions can specifically include: high-voltage driving condition (i.e., the power components participate in vehicle driving when the high voltage is on) and high-voltage stationary condition (i.e., the power components are on high voltage but do not participate in vehicle driving). More specifically, in another example, the vehicle's operating conditions can also be subdivided according to the task currently being performed by the first motor. For example, the vehicle's operating conditions can specifically include: GM motor starting engine condition, GM motor generating power condition, GM motor noise reduction condition, TM motor driving condition, etc. In other examples, the vehicle's operating conditions can also include: starting condition, hill climbing condition, overtaking condition, urban condition, suburban condition, high-speed condition, ultra-high-speed condition, aggressive driving condition, idling condition, steady-state condition, transient condition, extreme weather condition, etc.

[0110] In this embodiment, for different motors operating under different vehicle conditions without position control, the motor controller can output different torques to adapt to the requirements of the operating conditions on the motor.

[0111] By setting different torque values ​​for different motors operating under torque-limited conditions and corresponding to different vehicle operating conditions, precise motor control can be achieved, reducing energy waste and improving overall energy efficiency. Different operating conditions require different torque outputs; rapid response and torque adjustment provide smooth acceleration and deceleration, enhancing driving comfort. Adjusting torque under different operating conditions reduces the motor load, preventing motor damage due to overload and extending the service life of the motor and related components.

[0112] In the above solution, the seamless control of different first motors can be optimized according to the different operating conditions of the vehicle, providing precise torque output, thereby improving the overall energy efficiency of the vehicle and enhancing the user's driving experience.

[0113] For example, determining the torque of the first motor based on the type of the first motor and the current operating condition of the vehicle includes: when the first motor is a generator and the vehicle is in the condition of starting the engine with the generator, determining that the torque of the generator is equal to a first preset torque, wherein the first preset torque belongs to (0, Amax], and Amax may be less than or equal to the torque threshold corresponding to the generator.

[0114] Taking a hybrid electric vehicle as an example, the motors in the vehicle can include a GM motor and a TM motor. The GM motor is rigidly connected to the engine to start the engine when necessary. For example, when the vehicle's battery charge is less than a certain threshold (the threshold can be set arbitrarily according to actual needs, such as 10% to 20%), the vehicle is controlled to enter the generator-start engine mode. At this time, the Hybrid Controller Unit (HCU) can send a request to the GMCU to generate a first preset torque. The GMCU can respond to the request and control the GM motor to generate the first preset torque and start the engine. The first preset torque is a positive torque, which can be any suitable value that can start the engine.

[0115] In this embodiment, the first preset torque is less than half the maximum absolute value of the generator's torque under normal operating conditions. For example, the available torque of the GM motor under normal operating conditions is [-210 NM, 210 NM], and the peak value of the safe torque of the GM motor in the positionless control mode (i.e., the torque threshold corresponding to the GM motor) is, for example, equal to 105 NM. For example, Amax = 105 NM can be set so that the available torque of the GM motor in the torque-limited operating state is [-105 NM, 105 NM]. The first preset torque is (0, 105 NM). For example, the first preset torque is 70 NM. It can be understood that the GM motor generating 70 NM of positive torque is sufficient to start the engine safely and efficiently.

[0116] In the above solution, even with a resolver fault in the GM motor, controlling the GM motor to switch to torque-limited operation ensures that the initial preset torque generated by the generator still guarantees a smooth engine start and reduces shocks and wear during startup. Furthermore, the generator's operating condition remains completely unaffected by the GM motor resolver fault. This improves the reliability and robustness of the entire drive system, resulting in a better user experience.

[0117] For example, determining the torque of the first motor based on the type of the first motor and the current operating condition of the vehicle further includes: if the first motor is a generator and the vehicle is in generator power generation condition, determining that the torque of the generator belongs to [-Amax, 0) so that the generator charges the vehicle's battery.

[0118] Taking a hybrid vehicle, which includes both GM and TM motors, as an example, after the GM motor starts the engine, the engine can drive the GM motor to generate electricity. During this process, the HCU can calculate the required negative torque in real time based on information such as brake pedal signals, accelerator signals, vehicle speed, and battery status, and send the required negative torque value to the GMCU via the CAN bus. The GMCU responds to the HCU's negative torque request in real time and can control the GM motor to generate the corresponding negative torque. In this way, the GM motor, acting as a generator, can convert the vehicle's kinetic energy into electrical energy, improving energy utilization efficiency and increasing the vehicle's driving range.

[0119] In this embodiment, the absolute value of the negative torque generated by the GM motor under power generation conditions can be less than or equal to half the maximum absolute value of the generator's torque under normal operating conditions. For example, if the available torque of the GM motor under normal operating conditions is [-210NM, 210NM], and Amax is set to 105NM, then the available torque of the GM motor under torque-limited operating conditions is [-105NM, 105NM]. In the event of a resolver fault in the GM motor, the GM motor switches to torque-limited operating conditions, and the negative torque generated by the GM motor under power generation conditions is [-105NM, 0). It can be understood that for the GM motor power generation condition, only at full throttle may the GM motor need to generate a negative torque less than -105NM. Therefore, even with a resolver fault, the GM motor can meet normal power generation needs for most of the time during power generation.

[0120] In the above solution, even if the GM motor has a resolver failure, as long as it is not under extreme full throttle conditions, the GM motor can still generate electricity effectively, which improves the reliability and robustness of the vehicle drive system.

[0121] For example, determining the torque of the first motor based on the type of the first motor and the current operating condition of the vehicle includes: when the first motor is a drive motor and the vehicle is in a high-voltage driving condition or a high-voltage stationary condition, determining that the torque of the drive motor belongs to [0, Bmax], where Bmax may be less than or equal to the torque threshold corresponding to the drive motor.

[0122] For example, the available torque of the TM motor under normal operating conditions is [-3000 Nm, 300 Nm]. The peak safe torque of the TM motor in positionless control mode is, for example, equal to 150 Nm. Then, Bmax ≤ 150 Nm. For example, if Bmax = 150 Nm, the available torque of the TM motor in torque-limited operation can be [-150 Nm, 150 Nm]. In this example, if the TM motor has a resolver fault, and the vehicle is in a high-voltage driving condition or a high-voltage stationary condition, the available torque is [0, 150 Nm]. The HCU can send the required torque request to the GMCU based on the actual vehicle speed demand. It can be understood that when the vehicle is in a high-voltage driving condition, except for situations requiring higher torque such as low-speed full throttle, 150 Nm of torque can meet the power requirements in most situations. For example, in congested urban areas or slow-moving traffic, 150 Nm of torque is sufficient for vehicle start-up and low-speed following; when driving at medium speeds on urban or suburban roads, not much torque is needed to maintain speed, and 150 Nm of torque can provide a smooth driving experience; when driving on roads with gentle inclines, 150 Nm of torque is usually sufficient to support the vehicle's stable climbing without additional power; in economy mode, the vehicle typically limits torque output to improve energy efficiency, and 150 Nm of torque is appropriate in this mode. Therefore, when the vehicle is under high-voltage driving conditions or high-voltage stationary conditions, the 150 Nm of torque generated by the TM motor in torque-limited operation mode can meet normal driving needs.

[0123] In the above solution, when the TM motor experiences a resolver failure, after the TM motor switches to a torque-limited operating state, although the power delivery performance of the TM motor may be weakened in some cases when the vehicle is under high-voltage driving or high-voltage stationary conditions, it can still meet normal driving requirements. This improves the reliability and robustness of the vehicle drive system.

[0124] In one implementation, the vehicle includes multiple power modes, and the vehicle control method provided in this application further includes:

[0125] Obtain the current vehicle's power mode;

[0126] Controlling the first motor to switch from normal operation to torque-limited operation includes:

[0127] The torque of the first motor is determined based on the type of the first motor and the current power mode of the vehicle.

[0128] In this embodiment, the vehicle's power mode can be arbitrarily set according to actual needs, and this application does not limit it. The output information of different motors varies under different power modes. In one example, the vehicle is a hybrid electric vehicle, and the power mode may include: pure electric mode, series mode, and direct drive mode. In another example, the vehicle may be a pure electric vehicle or a hybrid electric vehicle, and the power mode may include: economy mode, normal mode, or sport mode.

[0129] In this embodiment, for different motors operating under limited torque conditions, the torque of the motor can be determined according to the driving requirements and system safety requirements of the motor in different power modes. This not only maintains the vehicle's operational flexibility when the motor has a resolver fault, but also allows the vehicle to adapt to various driving conditions in different power modes, meeting normal driving needs even when motor performance is limited.

[0130] In one implementation, the vehicle's power modes include: pure electric mode, series mode, and direct drive mode.

[0131] Determine the torque of the first motor based on the type of the first motor and the current power mode of the vehicle, including: when the first motor is a generator and the current power mode of the vehicle is series mode or direct drive mode, determine the torque of the current generator based on the task performed by the generator.

[0132] In this embodiment, the vehicle can be a hybrid electric vehicle. In pure electric mode, the TM motor outputs power while the GM motor and engine do not output power. In series mode, the TM motor, GM motor, and engine can all output power. In direct drive mode, the engine mainly outputs power, while the TM motor and GM motor output power when needed.

[0133] The following is combined with Figure 2 The power modes and principles of hybrid electric vehicles are explained. For example... Figure 2As shown, the powertrain of a hybrid electric vehicle includes an engine, a drive motor, a generator, a clutch, and gears (G1, G2, G3 in the diagram). The clutch controls the connection and disconnection between the engine and the vehicle's transmission system to achieve different power modes. Gears adjust the power transmission ratio between the GM motor and the engine to suit different driving needs. The power modes of a hybrid electric vehicle can include: Electric Vehicle Mode (EV mode), series mode, and direct drive mode. In pure electric mode, the engine is off, and the GM motor generates positive torque to drive the vehicle forward through gear transmission. In series mode, after the GM motor starts the engine with positive torque, the engine drives the GM motor (negative torque) to generate electricity, and the TM motor provides power to drive the vehicle. In direct drive mode, the engine provides the vehicle's power, the GM motor has a negative torque of -10Nm (to suppress gear knocking noise) or 0Nm, and the TM motor outputs torque according to throttle demand. In direct drive mode, the engine is the primary power source for the vehicle. It's understandable that, regardless of the driving mode, the TM motor is involved in driving almost the entire time, while the GM motor does not participate in operation in pure electric mode and is responsible for generating electricity in series mode.

[0134] In this embodiment, the switching of the vehicle's power mode can be executed in response to a user's switching command or automatically. For example, if it is determined that the current vehicle meets the requirements for switching to a certain power mode, the vehicle can be automatically controlled to switch to that power mode. By switching the operating states of the engine and the TM motor, as well as the engagement and disengagement of the clutch, the hybrid vehicle can select the most suitable power mode according to driving needs and energy efficiency.

[0135] In this embodiment, since the GM motor needs to generate torque in both series and direct drive modes, and the GM motor may perform different tasks in these two modes, the torque required for different tasks may vary. Therefore, in the event of a resolver failure in the GM motor, the torque of the GM motor can be determined at least based on the task being performed, assuming the vehicle's current power mode is either series or direct drive. For example, the torque of the GM motor performing different tasks may be greater than or equal to the minimum torque required to perform that task and less than or equal to the peak safe torque of the GM motor in positionless control mode.

[0136] The above solution can flexibly adjust the torque output of the generator based on the task requirements of the generator performing different tasks under different power modes of the vehicle, thereby improving the adaptability and flexibility of the power system.

[0137] For example, if the current vehicle's power mode is pure electric, it can be determined that the generator's torque is equal to 0. In pure electric mode, the GM motor does not participate in operation, so the HCU does not need to send a torque request to the GMCU, and the torque generated by the GM motor can be 0.

[0138] In one implementation, determining the current torque of the generator based on the task being performed by the generator includes:

[0139] When the current vehicle's power mode is series mode and the generator is performing the task of starting the engine, it is determined that the generator's torque is equal to the first positive torque, wherein the first positive torque is greater than or equal to the minimum positive torque required to start the engine.

[0140] When the current vehicle's power mode is series mode and the generator is performing a power generation task, the generator's torque is determined to be equal to the first negative torque based on the required negative torque corresponding to the current vehicle's throttle state, so that the generator can charge the vehicle's battery. The absolute value of the first negative torque is less than or equal to the absolute value of the required negative torque.

[0141] and / or

[0142] When the current vehicle's power mode is direct drive and the generator is performing gear noise reduction, the generator's torque is determined to be equal to the third torque, where the third torque is less than or equal to 0.

[0143] like Figure 4As shown, when neither the TM nor the GM motor is fault-free, both operate normally. The GM motor's usable torque in the three power modes is ±210 Nm, meaning its maximum absolute torque is 210 Nm. Even if the GM motor's resolver is faulty, the TM motor (without resolver fault) continues normal operation. However, for GM motors, a secondary fault response can be initiated, activating the GM motor's sensorless control mode and switching it to torque-limited operation. For example, if the vehicle's instrument panel indicator light ("turtle headlight") illuminates, the owner can drive to a service center for inspection and repair based on the vehicle's actual condition and the appropriate power mode. The peak safe torque of the GM motor in sensorless control mode, obtained through pre-testing, is, for example, 105 Nm. After the GM motor switches to torque-limited operation, its usable torque can be reduced to ±105 Nm. Specifically, in series mode, the GM motor's torque can fall within [-105 Nm, 105 Nm], and its torque can be further determined based on the tasks performed by the GM motor in series mode. For example, when the battery charge is less than 10%, the GM motor can be controlled to perform the engine starting task, and it can be determined that the GM motor generates a first positive torque to start the engine. The first positive torque can be any value greater than or equal to the minimum positive torque required to start the engine. It can be set according to actual needs; for example, the first positive torque can be equal to 70 NM. Then, during the process of the engine driving the GM motor to generate electricity (i.e., the GM motor performing the power generation task), the HCU can obtain the current throttle state of the vehicle in real time (e.g., throttle opening) and determine the required negative torque corresponding to the throttle state. Furthermore, the first negative torque to be requested can be determined at least based on the required negative torque. Specifically, the first negative torque to be requested can be determined based on the required negative torque and the torque threshold of 105 NM corresponding to the GM motor. The absolute value of the required negative torque can be compared to see if it is less than 105 NM. If it is, the first negative torque can be determined to be equal to the required negative torque; otherwise, the first negative torque can be determined to be equal to 105 NM. The HCU can request the first negative torque from the GMCU in real time. The first negative torque belongs to [-105 NM, 0). In direct drive mode, if the GM motor is performing gear noise reduction, the HCU can request a third torque from the GMCU. This third torque can be the minimum torque that effectively suppresses gear knocking noise and can be arbitrarily set according to actual needs. For example, the HCU can request a third torque of -10Nm from the GMCU.

[0144] It's understandable that, in the event of a resolver failure in the GM motor, adjusting the torque of the GM motor in these three power modes allows it to provide comparable power support even under torque-limited operation. This satisfies the vehicle's normal driving needs and improves the reliability and robustness of the vehicle's drive system.

[0145] In one implementation, the vehicle's power modes include: pure electric mode, series mode, and direct drive mode. The torque of the first motor is determined based on the type of the first motor and the current vehicle power mode, including:

[0146] When the first motor is a drive motor and the current vehicle's power mode is pure electric mode, series mode, or direct drive mode, the torque of the drive motor is determined to be equal to the second positive torque based on the required positive torque corresponding to the current vehicle's throttle state, wherein the absolute value of the second positive torque is less than or equal to the absolute value of the required positive torque.

[0147] like Figure 4 As shown, when both the TM and GM motors are functioning correctly, the TM motor operates normally with a usable torque of 300 Nm across the three power modes (meaning its maximum absolute torque is 300 Nm). The GM motor operates normally with a usable torque of ±210 Nm across the three power modes (meaning its maximum absolute torque is 210 Nm). Even with a fault in the TM motor's resolver, the GM motor continues to operate normally. However, in response to a level-two fault in the TM motor, the sensorless control mode is activated, switching the TM motor to torque-limited operation. The instrument cluster indicator light ("turtle light") illuminates. If the owner notices this, they can drive the vehicle to a dealership / service station for inspection and repair, choosing the appropriate power mode based on the vehicle's condition. After the TM motor switches to torque-limited operation, its usable torque can be reduced to 150 Nm (for example, pre-tested values ​​show the peak safe torque of the TM motor in positionless control mode to be 150 Nm). Specifically, in pure electric mode, series mode, or direct drive mode, the TM motor always participates in or responds to vehicle drive. Therefore, the HCU can determine the corresponding required positive torque in real time based on the current throttle state of the vehicle, and can determine the second positive torque to be requested from the TM motor based on at least the required positive torque. Similarly, the second positive torque to be requested can be determined based on the required positive torque and the torque threshold of 150 NM corresponding to the TM motor. The absolute value of the required positive torque can be compared to see if it is less than 150 NM. If it is, the second positive torque can be determined to be equal to the required positive torque; otherwise, the second positive torque can be determined to be equal to 150 NM. The HCU can request the second positive torque from the GMCU in real time, thus controlling the torque generated by the TM motor to fall within the range of [0, 150 NM].

[0148] It is understandable that, in the event of a resolver failure in the TM motor, by adjusting the torque of the TM motor in these three power modes, although the performance of the TM motor in providing power is reduced under high torque demands, it can still meet normal driving requirements. This improves the reliability and robustness of the vehicle's drive system.

[0149] Overall, compared to Figure 3 The existing technology solution in China Figure 4The vehicle control scheme shown can downgrade a resolver fault from a level three fault to a level two fault when a resolver fault is detected in a GM or TM motor. It can also perform positionless control for motors with resolver faults. After a motor resolver fault occurs, the motor speed is obtained using a positionless algorithm, and the motor can still operate at reduced power. Regardless of whether the vehicle is in EV mode, series mode, or direct drive mode, as long as a resolver fault occurs, the motor enters a reduced-power operation state, and the vehicle can still operate normally, albeit with slightly weaker overall power. With the application of the positionless control function, the vehicle can drive normally at reduced power without needing to power on or off. If the owner notices the "turtle light" (or similar indicator light) illuminated, they can drive the vehicle to a 4S shop for inspection and repair, reducing the risk of the vehicle breaking down on the road and having to wait for a tow truck. The control scheme is more reasonable and precise, resulting in a better user experience.

[0150] This application also provides a vehicle control device. For example... Figure 5 As shown, the vehicle control device 500 includes:

[0151] The fault information acquisition module 510 is used to acquire fault information of each motor of the vehicle.

[0152] The control module 520 is used to control the first motor in a positionless control mode when the fault information indicates that the state detection component of the first motor is faulty, and to control the first motor to switch from normal operation to torque-limited operation. The first motor is any one of the motors, and the maximum absolute value of the available torque of the first motor in the torque-limited operation state is less than the maximum absolute value of the available torque of the first motor in the normal operation state.

[0153] In one embodiment, the vehicle includes multiple power modes, and the vehicle control device further includes:

[0154] The power mode acquisition module is used to acquire the current power mode of the vehicle.

[0155] The control module includes:

[0156] The first torque determination submodule is used to determine the torque of the first motor based on the type of the first motor and the current power mode of the vehicle.

[0157] In one implementation, the vehicle's power modes include: pure electric mode, series mode, and direct drive mode; the first torque determination submodule includes:

[0158] The first torque determination unit is used to determine the torque of the current generator based on the task performed by the generator when the first motor is a generator and the current vehicle's power mode is either series mode or direct drive mode.

[0159] In one embodiment, the first torque determining unit includes:

[0160] The first determining subunit is used to determine that the torque of the generator is equal to a first positive torque when the current power mode of the vehicle is series mode and the generator is performing the task of starting the engine, wherein the first positive torque is greater than or equal to the minimum positive torque required to start the engine.

[0161] The second determining subunit is used to determine the torque of the generator equal to the first negative torque based on the required negative torque corresponding to the current throttle state of the vehicle when the current power mode of the vehicle is series mode and the generator is performing a power generation task, so that the generator can charge the vehicle's battery. The absolute value of the first negative torque is less than or equal to the absolute value of the required negative torque.

[0162] and / or

[0163] The third determining subunit is used to determine that the torque of the generator is equal to the third torque when the current vehicle's power mode is direct drive mode and the generator is performing gear noise reduction tasks, wherein the third torque is less than or equal to 0.

[0164] In one implementation, the vehicle's power modes include: pure electric mode, series mode, and direct drive mode; the first torque determination submodule includes:

[0165] The second torque determination unit is used to determine, when the first motor is a drive motor and the current vehicle's power mode is pure electric mode, series mode, or direct drive mode, the torque of the drive motor is equal to the second positive torque based on the required positive torque corresponding to the current vehicle's throttle state, wherein the absolute value of the second positive torque is less than or equal to the absolute value of the required positive torque.

[0166] In one embodiment, the vehicle control device further includes:

[0167] The test data acquisition module is used to acquire the torque test data of the first motor in the no-position control mode;

[0168] The threshold determination module is used to determine the torque threshold corresponding to the first motor based on the torque test data.

[0169] The control module is also used to: determine that the torque of the first motor in the torque-limited operating state is less than or equal to the torque threshold corresponding to the first motor.

[0170] In one implementation, the control module is further configured to:

[0171] During at least some moments in the process of controlling the first motor in the positionless control mode, when the absolute value of the current required torque is less than the torque threshold corresponding to the first motor, it is determined that the current torque of the first motor is equal to the required torque.

[0172] If the absolute value of the required torque is greater than or equal to the torque threshold corresponding to the first motor, it is determined that the absolute value of the current torque of the first motor is equal to the torque threshold.

[0173] This application also provides a vehicle. For example... Figure 6 As shown, vehicle 600 includes: at least one processor 610 ( Figure 6 The diagram shows only one processor, a memory 620, and a computer program 630 stored in the memory 620 and executable on at least one processor 610. When the processor 610 executes the computer program 630, it implements the steps of the vehicle control method described above.

[0174] Figure 6 This is merely an example of a vehicle and does not constitute a limitation on the vehicle. It may include more components than illustrated, or combine certain components, or consist of different components. The processor may be a Central Processing Unit (CPU), but it can also be other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), 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.

[0175] It should be noted that the information interaction and execution process between the above-mentioned devices / modules are based on the same concept as the method embodiments of this application. For details on their specific functions and technical effects, please refer to the method embodiments section, and they will not be repeated here.

[0176] Those skilled in the art will understand that, for the sake of convenience and brevity, the above-described division of functional modules is merely an example. In practical applications, the functions described above can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above. The functional modules in the embodiments can be integrated into one processing module, or each module can exist physically separately, or two or more modules can be integrated into one module. The integrated modules can be implemented in hardware or as software functional modules. Furthermore, the specific names of the functional modules are only for easy differentiation and are not intended to limit the scope of protection of this application. The specific working process of the modules in the above system can be referred to the corresponding process in the foregoing method embodiments, and will not be repeated here.

[0177] This application also provides a computer-readable storage medium storing a computer program, which, when executed by a processor, can implement the steps in the above-described vehicle control method.

[0178] This application provides a computer program product that, when run on a terminal device, enables the terminal device to implement the steps in the above-described vehicle control method.

[0179] The above-described embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application, and should all be included within the protection scope of this application.

Claims

1. A vehicle control method, characterized in that, include: Obtain fault information for each motor in the vehicle; When the fault information indicates that the state detection component of the first motor is faulty, the first motor is controlled in a positionless control mode, and the first motor is controlled to switch from normal operation to torque-limited operation; wherein, the first motor is any one of the motors, and the maximum absolute value of the available torque of the first motor in the torque-limited operation state is less than the maximum absolute value of the available torque of the first motor in the normal operation state. Obtain the torque test data of the first motor in the positionless control mode; Based on the torque test data, determine the torque threshold corresponding to the first motor; The control of the first motor to switch from normal operation to torque-limited operation includes: It is determined that the torque of the first motor in the torque-limited operating state is less than or equal to the torque threshold corresponding to the first motor; During at least a portion of the time when the first motor is controlled in the positionless control mode, if the absolute value of the current required torque is less than the torque threshold corresponding to the first motor, it is determined that the current torque of the first motor is equal to the required torque. If the absolute value of the required torque is greater than or equal to the torque threshold corresponding to the first motor, it is determined that the absolute value of the current torque of the first motor is equal to the torque threshold.

2. The vehicle control method as described in claim 1, characterized in that, The vehicle includes multiple power modes, and the method further includes: Obtain the current power mode of the vehicle; The control of the first motor to switch from normal operation to torque-limited operation includes: The torque of the first motor is determined based on the type of the first motor and the current power mode of the vehicle.

3. The vehicle control method as described in claim 2, characterized in that, The vehicle's power modes include: pure electric mode, series mode, and direct drive mode. Determining the torque of the first motor based on its type and the current power mode of the vehicle includes: When the first motor is a generator and the current power mode of the vehicle is either series mode or direct drive mode, the torque of the generator is determined according to the task performed by the generator.

4. The vehicle control method as described in claim 3, characterized in that, Determining the current torque of the generator based on the task being performed by the generator includes: When the current power mode of the vehicle is series mode and the generator is performing the task of starting the engine, it is determined that the torque of the generator is equal to a first positive torque, wherein the first positive torque is greater than or equal to the minimum positive torque required to start the engine; When the current power mode of the vehicle is series mode and the generator is performing a power generation task, the torque of the generator is determined to be equal to the first negative torque according to the required negative torque corresponding to the current throttle state of the vehicle, so that the generator can charge the battery of the vehicle. The absolute value of the first negative torque is less than or equal to the absolute value of the required negative torque. and / or When the current power mode of the vehicle is direct drive mode and the generator is performing gear noise reduction, the torque of the generator is determined to be equal to a third torque, wherein the third torque is less than or equal to 0.

5. The vehicle control method as described in claim 2, characterized in that, The vehicle's power modes include: pure electric mode, series mode, and direct drive mode. Determining the torque of the first motor based on its type and the current power mode of the vehicle includes: When the first motor is a drive motor and the current power mode of the vehicle is pure electric mode, series mode or direct drive mode, the torque of the drive motor is determined to be equal to the second positive torque based on the required positive torque corresponding to the current throttle state of the vehicle, wherein the absolute value of the second positive torque is less than or equal to the absolute value of the required positive torque.

6. A vehicle control device, characterized in that, include: The fault information acquisition module is used to acquire fault information of each motor in the vehicle; The control module is used to control the first motor in a positionless control mode when the fault information indicates that the state detection component of the first motor is faulty, and to control the first motor to switch from normal operation state to torque-limited operation state. Wherein, the first motor is any one of the motors, and the maximum absolute value of the available torque of the first motor in the torque-limited operating state is less than the maximum absolute value of the available torque of the first motor in the normal operating state. The test data acquisition module is used to acquire the torque test data of the first motor in the no-position control mode; The threshold determination module is used to determine the torque threshold corresponding to the first motor based on the torque test data. The control module is further configured to: determine that the torque of the first motor in the torque-limited operating state is less than or equal to the torque threshold corresponding to the first motor; During at least some moments in the process of controlling the first motor in the positionless control mode, when the absolute value of the current required torque is less than the torque threshold corresponding to the first motor, it is determined that the current torque of the first motor is equal to the required torque. If the absolute value of the required torque is greater than or equal to the torque threshold corresponding to the first motor, it is determined that the absolute value of the current torque of the first motor is equal to the torque threshold.

7. A vehicle, characterized in that, include: A memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor, when executing the computer program, implements the steps of the vehicle control 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 a computer program that, when executed by a processor, implements the steps of the vehicle control method as described in any one of claims 1 to 5.

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