Vehicle control method and device, vehicle and storage medium

Abstract

The invention provides a vehicle control method and device, a vehicle and a storage medium, and relates to the technical field of vehicles, and the scheme comprises the steps that if it is detected that a target clutch of the vehicle is in a closed state, the current request torque of the vehicle and the current rotating speed of a P2 motor are obtained; determining whether the current rotating speed is in a first preset rotating speed range; if the current rotating speed is within the first preset rotating speed range, determining whether the current request torque is negative torque; and if the current request torque is the negative torque, the current request torque is controlled to be the preset torque. According to the method, engine damage caused by the fact that the rotating direction of the P2 motor is opposite to the rotating direction of the engine can be avoided.

Description

Technical Field

[0001] The present application relates to the field of vehicles, and more specifically, to a vehicle control method, device, vehicle, and storage medium in the field of vehicles. Background Art

[0002] In P2-based hybrid vehicles, the P2 motor is located at the front of the transmission. When the K0 clutch is engaged, the P2 motor is rigidly connected to the engine. Normally, the P2 motor and engine rotate in the same direction. However, due to the unidirectional mechanical nature of the engine, if the P2 motor rotates in the opposite direction of the engine, it could damage the engine.

[0003] Therefore, how to prevent the P2 motor from rotating in the opposite direction to the engine, thereby causing damage to the engine, is a technical problem that urgently needs to be solved. Summary of the Invention

[0004] The present application provides a vehicle control method, device, vehicle and storage medium, which can avoid damage to the engine caused by the rotation direction of the P2 motor being opposite to the rotation direction of the engine.

[0005] In a first aspect, a vehicle control method is provided, which includes: if it is detected that the target clutch of the vehicle is in a closed state, obtaining the current requested torque of the vehicle and the current speed of the P2 motor; determining whether the current speed is within a first preset speed range; if the current speed is within the first preset speed range, determining whether the current requested torque is a negative torque; if the current requested torque is a negative torque, controlling the current requested torque to be a preset torque.

[0006] The present application provides a vehicle control method, which obtains the current requested torque of the vehicle and the current speed of the P2 motor if it is detected that the target clutch of the vehicle is in a closed state; determines whether the current speed is in a first preset speed range; in this way, when the current speed is in the first preset speed range, it can be determined that the P2 motor is prone to change the rotation direction at this time; then determines whether the current requested torque is a negative torque; if the current requested torque is a negative torque, then if the P2 motor responds to the current requested torque, it will change the rotation direction. Since the engine has a single-line rotation mechanical characteristic, when the rotation direction of the P2 motor is opposite to the rotation direction of the engine, it will cause damage to the engine; therefore, in order to avoid the above problems, in this solution, if the current requested torque is a negative torque, by controlling the current requested torque to be the preset torque, it can be avoided that the rotation direction of the P2 motor is opposite to the rotation direction of the engine, thereby avoiding damage to the engine.

[0007] In combination with the first aspect, in certain implementations of the first aspect, the vehicle controller of the vehicle includes a functional layer; if the current requested torque is a negative torque, the current requested torque is controlled to be a preset torque, including: if it is determined that the current requested torque is a negative torque, the current requested torque is controlled to be a preset torque through the functional layer.

[0008] In the embodiment of the present application, by controlling the current requested torque to be a preset torque through the functional layer, it is possible to effectively avoid the output current requested torque being a negative torque, thereby preventing the P2 motor from reversing.

[0009] In combination with the first aspect and the above-mentioned implementation methods, in some implementation methods of the first aspect, the vehicle controller of the vehicle also includes a monitoring layer; the method also includes: receiving the current requested torque sent by the functional layer through the monitoring layer, and obtaining the current speed through the monitoring layer; determining through the monitoring layer whether the current requested torque is a negative torque, and determining through the monitoring layer whether the current speed is in a second preset speed range; wherein the first preset speed range includes a second preset speed range; if the current requested torque is a negative torque and the current speed is in the second preset speed range, controlling the current requested torque to be the preset torque through the monitoring layer.

[0010] In an embodiment of the present application, when the judgment of the functional layer is not accurate enough, the monitoring layer can be used to determine that the current speed is in the second preset speed range and the current requested torque is a negative torque, so as to improve the accuracy and reliability of the data judgment; further, the monitoring layer can be used to control the current requested torque to be the preset torque to avoid the reliability of the output current requested torque being a negative torque, thereby preventing the P2 motor from reversing.

[0011] In combination with the first aspect and the above-mentioned implementation methods, in certain implementation methods of the first aspect, if the current requested torque is a negative torque and the current speed is in a second preset speed range, the current requested torque is controlled to be the preset torque through the monitoring layer, including: if the current requested torque is a negative torque and the current speed is in the second preset speed range, the current requested torque is controlled to be the preset torque after a preset time through the monitoring layer.

[0012] In an embodiment of the present application, by controlling the current requested torque to be the preset torque after a preset time period by the monitoring layer, the direction of rotation of the P2 motor can be prevented while reducing erroneous operations due to the functional layer and improving the stability of the P2 motor.

[0013] In combination with the first aspect and the above implementations, in some implementations of the first aspect, determining whether the current requested torque is a negative torque through the monitoring layer includes: determining whether the current requested torque is less than a preset negative torque through the monitoring layer.

[0014] In an embodiment of the present application, by setting a preset negative torque, the monitoring layer determines whether the current requested torque is less than the preset negative torque, and then accurately detects whether the P2 motor will turn at this time through the specific value of the current requested torque; thereby reducing the situation where the motor rotates in the opposite direction due to excessive negative torque.

[0015] In combination with the first aspect and the above-mentioned implementation methods, in certain implementation methods of the first aspect, determining whether the current speed is within the first preset speed range includes: determining whether the current speed is within the first preset speed range through a functional layer; if the current speed is within the first preset speed range, determining whether the current requested torque is a negative torque includes: if the current speed is within the first preset speed range, determining whether the current requested torque is a negative torque through a functional layer.

[0016] In an embodiment of the present application, by determining through the functional layer whether the current speed is within the first preset speed range, it is possible to quickly determine whether the P2 motor is rotating at a low speed; by determining through the functional layer whether the current requested torque is a negative torque, it is possible to promptly prevent the negative torque from causing the P2 motor to reverse.

[0017] In combination with the first aspect and the above-mentioned implementation methods, in some implementation methods of the first aspect, obtaining the current requested torque of the vehicle includes: obtaining the current accelerator pedal opening, the current remaining battery power and the current vehicle speed; obtaining the current requested torque based on the current accelerator pedal opening, the current remaining battery power and the current vehicle speed.

[0018] In an embodiment of the present application, the current requested torque can be obtained in a timely manner based on the current accelerator pedal opening, the current remaining power and the current vehicle speed, and then it can be quickly determined whether the current requested torque is a negative torque, further improving the efficiency of preventing the P2 motor from rotating in reverse.

[0019] In a second aspect, a vehicle control device is provided, the device comprising: an acquisition module, configured to acquire a current requested torque and a current speed of a P2 motor in the vehicle if it is detected that the target clutch of the vehicle is in a closed state; a determination module, configured to determine whether the current rotational speed is within a first preset rotational speed range; The determination module is further configured to determine whether the current requested torque is a negative torque if the current speed is within a first preset speed range; The control module is configured to control the current requested torque to be a preset torque if the current requested torque is a negative torque.

[0020] In a possible implementation, the control module is specifically configured to control the current requested torque to be a preset torque through a functional layer if it is determined that the current requested torque is a negative torque.

[0021] In one possible implementation, the control module is specifically used to receive the current requested torque sent by the functional layer through the monitoring layer, and obtain the current speed through the monitoring layer; determine through the monitoring layer whether the current requested torque is a negative torque, and determine through the monitoring layer whether the current speed is in a second preset speed range; wherein the first preset speed range includes the second preset speed range; if the current requested torque is a negative torque and the current speed is in the second preset speed range, the monitoring layer controls the current requested torque to be the preset torque.

[0022] In one possible implementation, the control module is specifically configured to control the current requested torque to be the preset torque after a preset time through the monitoring layer if the current requested torque is a negative torque and the current speed is within a second preset speed range.

[0023] In a possible implementation, the determination module is further configured to determine, through a monitoring layer, whether the current requested torque is less than a preset negative torque.

[0024] In one possible implementation, the determination module is specifically configured to determine, through a functional layer, whether the current speed is within a first preset speed range; if the current speed is within the first preset speed range, determine, through the functional layer, whether the current requested torque is a negative torque.

[0025] In a possible implementation, the acquisition module is specifically configured to acquire the current accelerator pedal opening, the current remaining battery charge, and the current vehicle speed; and acquire the current requested torque based on the current accelerator pedal opening, the current remaining battery charge, and the current vehicle speed.

[0026] In a third aspect, a vehicle is provided, comprising a memory and a processor. The memory is configured to store executable program code, and the processor is configured to retrieve and execute the executable program code from the memory, so that the vehicle executes the method of the first aspect or any possible implementation of the first aspect.

[0027] In a fourth aspect, a computer program product is provided, comprising: a computer program code, which, when executed on a computer, enables the computer to execute the method in the first aspect or any possible implementation of the first aspect.

[0028] In a fifth aspect, a computer-readable storage medium is provided, which stores a computer program code. When the computer program code runs on a computer, the computer executes the method in the above-mentioned first aspect or any possible implementation of the first aspect. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] Figure 1 This is a schematic diagram of a scenario provided by an embodiment of the present application; Figure 2 is a schematic flow chart of a vehicle control method provided in an embodiment of the present application; Figure 3 This is a schematic diagram of a framework of a vehicle control method provided in an embodiment of the present application; Figure 4 This is a schematic structural diagram of a vehicle control device provided in an embodiment of the present application; Figure 5 It is a structural schematic diagram of a vehicle provided in an embodiment of the present application. DETAILED DESCRIPTION

[0030] The following will clearly and thoroughly describe the technical solutions in this application in conjunction with the accompanying drawings. In the description of the embodiments of this application, unless otherwise specified, " / " means or, for example, A / B can mean A or B: "and / or" in the text is only a description of the association relationship of associated objects, indicating that there can be three relationships, for example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. In addition, in the description of the embodiments of this application, "multiple" means two or more than two.

[0031] In the following, the terms "first" and "second" are used for descriptive purposes only and should not be understood to imply or suggest relative importance or implicitly indicate the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features.

[0032] Before introducing the embodiments of the present application, the following definitions are given for the relevant terms involved in the present application: (1) Requested torque: Requested torque is a crucial parameter in the vehicle power system, specifically referring to the torque size and direction that the system expects the engine or motor to output. Requested torque directly determines the output characteristics of the engine or motor, which in turn affects the vehicle's acceleration performance, traction, and driving smoothness and comfort. For example, when rapid acceleration is required, the system will calculate a large positive torque request value to drive the vehicle to quickly increase its speed; when deceleration or braking is required, a negative torque request value will be calculated to recover energy or apply braking force. Requested torque can include positive torque, negative torque, and zero torque.

[0033] (a) Positive torque: Positive torque means that the direction of the desired torque is the same as the current direction of rotation of the rotating component (such as the motor shaft, engine crankshaft, etc.). In other words, when positive torque is requested, the system expects the rotating component to accelerate or maintain its current rotational speed.

[0034] (b) Negative torque: Positive torque refers to a torque whose direction is the same as the current rotation direction of a rotating component (e.g., a motor shaft, engine crankshaft, etc.). In other words, when positive torque is requested, the system expects the rotating component to accelerate or maintain its current rotational speed.

[0035] (2) Functional torque path: This is a key component of the vehicle control unit (VCU) and is the primary path for calculating the motor's requested torque. It dynamically adjusts and allocates the requested torque to the motor based on the vehicle's current state (e.g., motor speed, battery charge, vehicle speed, etc.) and the user's intention (e.g., accelerator pedal position) to meet the user's needs and the torque required by the vehicle's current state.

[0036] (3) P2 motor torque request direction monitoring module: It is a key component of the vehicle controller (VCU) and is a component used to monitor and control the P2 motor torque request direction; therefore, the accuracy requirement of the P2 motor torque request direction monitoring module is relatively high.

[0037] With the development of new energy hybrid electric vehicles, models with different power architectures offer users different driving experiences; for example, different power architectures include P0, P2, and P4. P2-architecture hybrid vehicles utilize a specific hybrid technology, characterized by integrating an electric motor (also known as a P2 motor) between the engine and transmission to achieve more efficient and flexible power output.

[0038] like Figure 1 As shown, Figure 1 This is a schematic diagram of a scenario provided by an embodiment of the present application. For a P2 architecture hybrid vehicle, power can be transmitted and output in the order of the engine, clutch (such as the K0 clutch), P2 motor, transmission, and drive shaft.

[0039] Hybrid vehicles based on the P2 architecture have multiple modes. Due to the mechanical characteristics of the P2 motor, it can not only act as an electric motor to provide driving force, but can also perform generator functions such as energy recovery and engine idling charging. Since the P2 motor is located at the front end of the transmission, when the K0 clutch is in the closed state, the P2 motor is rigidly connected to the engine. A rigid connection means that the P2 motor and the engine are mechanically connected together, allowing them to maintain the same rotation direction during movement. At the same time, due to the mechanical characteristics of the engine with unidirectional rotation, when the P2 motor rotates in the opposite direction, the P2 motor may produce abnormal interaction with the engine through the clutch, causing damage to the engine.

[0040] Therefore, how to prevent the P2 motor from rotating in the opposite direction to the engine, thereby causing damage to the engine, is a technical problem that urgently needs to be solved.

[0041] In light of this, embodiments of the present application provide a vehicle control method, apparatus, vehicle, and storage medium. This method, when the current speed is within a first preset speed range, determines whether the current requested torque is negative; if so, controls the current requested torque to the preset torque. This solution prevents engine damage caused by the P2 motor rotating in a direction opposite to the engine's.

[0042] In order to illustrate the technical solution described in this application, the following is a description of the specific embodiments. Figures 2 to 3 The vehicle control method provided in the embodiment of the present application is described in detail.

[0043] It should be understood that the embodiments of the present application do not specifically limit the execution entity of the vehicle control method. As long as a program recording the code of the vehicle control method of the embodiments of the present application can be executed to communicate according to the vehicle control method of the embodiments of the present application, the execution entity of the vehicle control method provided in the embodiments of the present application can be a vehicle, or a vehicle control device used in a vehicle, such as a chip.

[0044] Figure 2 It is a flow chart of a vehicle control method provided in an embodiment of the present application.

[0045] S201. If it is detected that the target clutch of the vehicle is in a closed state, obtain the current requested torque of the vehicle and the current speed of the P2 motor.

[0046] It should be understood that when the vehicle's target clutch (e.g., K0 clutch) is in a closed state, the P2 motor and engine in the vehicle are in a rigidly connected state, so that they can maintain the same rotation direction when moving; in other words, the rotation direction of the P2 motor and the engine should remain consistent.

[0047] For example, the vehicle's current requested torque can be the requested torque of the P2 motor. The current requested torque of the motor can refer to the torque value that the vehicle or vehicle controller expects the motor to output at the current moment. This torque value can be determined based on the vehicle's current conditions; details are provided in the following embodiments and are not further detailed here.

[0048] For example, the current speed of the P2 motor may refer to the rotation speed of the P2 motor at the current moment. The current speed of the P2 motor may be used to reflect the rotation direction of the P2 motor.

[0049] It should be explained that if the current speed of the P2 motor is too low, for example, less than 50 revolutions per minute (rpm), the vehicle may think that the P2 motor is in a near-stationary state; at this time, the rotation of the P2 motor may be unstable and prone to reverse rotation.

[0050] It's important to note that due to the mechanical characteristics of the P2 motor in P2-architecture hybrid vehicles, the P2 motor not only functions as an electric motor to provide propulsion assistance, enabling normal driving, but also enables energy recovery and idle charging. For example, when the P2 motor's current speed has the same sign as the currently requested torque (for example, when the P2 motor rotates clockwise at its current speed, the sign of the current speed matches the sign of the currently requested positive torque), the P2 motor will output driving force, providing the power needed to accelerate or maintain the vehicle's speed. For another example, when the P2 motor's current speed has the opposite sign to the currently requested torque (i.e., the currently requested torque is negative, or the sign of the currently requested negative torque matches the direction of the motor's rotation under braking), the P2 motor will enter a generating state, converting the vehicle's kinetic energy into electrical energy.

[0051] In actual application scenarios, when the sign of the P2 motor's current speed is consistent with the sign of the currently requested torque, that is, when the P2 motor's current rotation direction is the same as the torque direction of the currently requested torque, the P2 motor will output driving force or generate electricity. When the sign of the P2 motor's current speed is opposite to the sign of the currently requested torque, that is, when the P2 motor's current rotation direction is opposite to the torque direction of the currently requested torque, due to the vehicle's powertrain protection mechanism, the P2 motor is generally prohibited from outputting negative torque (i.e., rotating in the reverse direction) to prevent damage to the engine.

[0052] S202. Determine whether the current speed is within a first preset speed range.

[0053] For example, the first preset speed range can be a speed range preconfigured for the vehicle, a manually set speed range, or a speed range set by other means, and this embodiment of the present application does not impose any specific limitations thereon. For example, the first preset speed range can be (0 rpm, 50 rpm).

[0054] It can be understood that by determining whether the current speed is within the first preset speed range, it can be used to determine whether the P2 motor is rotating at a low speed or close to a stationary state when rotating at the current speed, so as to determine whether the current rotation direction of the P2 motor is stable.

[0055] Of course, the size of the first preset speed range can be used to reflect the accuracy of the current vehicle's determination that the current P2 motor is rotating at a low speed. For example, the larger the first preset speed range, the lower the accuracy of the current vehicle's determination that the current P2 motor is rotating at a low speed; and the smaller the first preset speed range, the higher the accuracy of the current vehicle's determination that the current P2 motor is rotating at a low speed.

[0056] S203: If the current speed is within the first preset speed range, determine whether the current requested torque is a negative torque.

[0057] It can be understood that when the current speed is within the first preset speed range, it can be determined that the current speed of the P2 motor is low, and the current rotation direction of the P2 motor is not stable. The requested torque is negative, which may cause the P2 motor to rotate in the opposite direction; therefore, at this time, it can be further determined whether the current requested torque is a negative torque.

[0058] For example, if the current requested torque is negative, it may indicate that the vehicle is requesting the P2 motor to reverse, i.e., output torque opposite to its current rotational direction. If the P2 motor reverses with the K0 clutch engaged, it could potentially drag the engine, potentially damaging it.

[0059] S204. If the current requested torque is a negative torque, control the current requested torque to be a preset torque.

[0060] It can be understood that the P2 motor is in a low-speed rotation state at this time; when it is detected that the current requested torque is a negative torque, the P2 motor may rotate in the opposite direction in response to the current requested torque, thereby resulting in a rotation direction opposite to that of the engine, thereby causing damage to the engine; therefore, it is necessary to adjust the torque of the current requested torque to prevent the output current requested torque from being a negative torque.

[0061] For example, the preset torque can be a pre-configured torque for the vehicle, a manually set torque, or a torque set by other means, and this embodiment of the present application does not impose any specific limitations thereon. For example, the preset torque can be zero torque (i.e., a torque value of 0 Newton-meters (Nm)), or the preset torque can be a positive torque close to zero torque.

[0062] In addition, by controlling the current requested torque to the preset torque, while preventing the P2 motor from rotating in the opposite direction, the system can maintain a certain drive by setting the current requested torque to a non-negative torque, thereby improving the user's driving experience.

[0063] For example, if the current requested torque is a negative torque, the current requested torque can be adjusted to a preset torque (for example, 0 Nm or a positive torque close to 0 Nm), thereby prohibiting the P2 motor from outputting negative torque, causing the P2 motor to stop outputting or only output a very small torque, thereby preventing the P2 motor from reversing and dragging the engine.

[0064] For example, the current requested torque can be controlled to the preset torque by taking the larger of the negative torque and the preset torque. Specifically, the negative torque is compared with the preset torque (e.g., 0 Nm), and the larger value is taken as the current requested torque. In this way, if the current requested torque is greater than or equal to the preset torque, the current requested torque will be the original torque. If the current requested torque is negative, the vehicle will limit the negative torque and control the current requested torque to the preset torque, thereby preventing the output of the current requested torque from being negative and causing the motor to rotate in the opposite direction.

[0065] The present application provides a vehicle control method, which obtains the current requested torque of the vehicle and the current speed of the P2 motor if it is detected that the target clutch of the vehicle is in a closed state; determines whether the current speed is in a first preset speed range; in this way, when the current speed is in the first preset speed range, it can be determined that the P2 motor is prone to change the rotation direction at this time; then determines whether the current requested torque is a negative torque; if the current requested torque is a negative torque, then if the P2 motor responds to the current requested torque, it will change the rotation direction. Since the engine has a unidirectional rotation mechanical characteristic, when the rotation direction of the P2 motor is opposite to the rotation direction of the engine, it will cause damage to the engine; therefore, in order to avoid the above problems, in this solution, if the current requested torque is a negative torque, by controlling the current requested torque to be the preset torque, it can be avoided that the rotation direction of the P2 motor is opposite to the rotation direction of the engine, thereby avoiding damage to the engine.

[0066] In a possible embodiment of the present application, the vehicle controller includes a functional layer; the above S204 includes: if it is determined that the current requested torque is a negative torque, controlling the current requested torque to be a preset torque through the functional layer.

[0067] For example, the functional layer can be used to calculate the current requested torque of the vehicle, such as the current requested torque of the motor. The functional layer can be used to obtain the current speed of the motor, the battery level of the vehicle, the opening of the accelerator pedal in the vehicle, the current driving speed of the vehicle, etc.

[0068] In practical applications, the functional layer can be a functional torque path. For example, the functional layer can determine the current requested torque for the motor based on the vehicle's current state, the user's intent, and other factors. For example, the functional layer can determine a preliminary current requested torque based on various received signals (such as the vehicle's battery level, the degree of accelerator pedal movement, and the vehicle's current speed).

[0069] For example, when the current requested torque is a negative torque, the current requested torque can be limited to a preset torque through the functional layer to prevent the P2 motor from reversing.

[0070] For example, if the current speed of the P2 motor is 40 rpm and the current requested torque is -9 Nm, the functional layer determines that the current requested torque (-9 Nm) is a negative torque. Since the current speed is within the first preset speed range and the current requested torque is negative, the functional layer can determine that the P2 motor will rotate in the opposite direction in response to the negative torque. In this case, the functional layer adjusts the current requested torque to a preset torque (e.g., 0 Nm) to ensure safe operation of the P2 motor.

[0071] In the embodiment of the present application, by controlling the current requested torque to be a preset torque through the functional layer, it is possible to effectively avoid the output current requested torque being a negative torque, thereby preventing the P2 motor from reversing.

[0072] In a possible embodiment of the present application, the above S202 includes: determining through the functional layer whether the current speed is within the first preset speed range; the above S203 includes: if the current speed is within the first preset speed range, determining through the functional layer whether the current requested torque is a negative torque.

[0073] For example, the functional layer can determine whether the current speed is within a first preset speed range to preliminarily determine whether the current speed is low speed. If the functional layer determines that the current speed is within the first preset speed range, the functional layer can determine that the P2 motor is in a stationary or near-stationary state.

[0074] For example, the sign of the current requested torque may be determined by the functional layer, and then whether the current requested torque is a negative torque may be determined based on the sign of the current requested torque.

[0075] For example, if the functional layer receives that the current speed of the P2 motor is 40 rpm and the current requested torque is -9 Nm, since the first preset speed range is (0, 50 rpm), the functional layer can determine that the current speed of the P2 motor is within the first preset speed range. The functional layer then determines that the sign of the current requested torque (-9 Nm) is negative, and therefore determines that the current requested torque is negative.

[0076] For another example, when the functional layer receives that the current speed of the P2 motor is 52rpm and the current requested torque is -9Nm, since the first preset speed range is (0,50rpm), the functional layer can determine that the current speed of the P2 motor is outside the first preset speed range; therefore, even if the current requested torque is negative torque, the functional layer can output the current requested torque (-9Nm).

[0077] For another example, if the functional layer receives that the current speed of motor P2 is 40 rpm and the current requested torque is 10 Nm, and since the first preset speed range is (0, 50 rpm), the functional layer can determine that the current speed of motor P2 is within the first preset speed range. Since the current requested torque is positive, the functional layer can output the current requested torque (10 Nm).

[0078] In an embodiment of the present application, by determining through the functional layer whether the current speed is within the first preset speed range, it is possible to quickly determine whether the P2 motor is rotating at a low speed; by determining through the functional layer whether the current requested torque is a negative torque, it is possible to promptly prevent the negative torque from causing the P2 motor to reverse.

[0079] It is understood that after the functional layer determines whether the current speed is within the first preset speed range, there may be situations where the functional layer's detection accuracy is insufficient or there is a signal delay. For example, when the current speed is 40 rpm, the functional layer can determine that the current speed is within the first preset speed range (i.e., the first preset speed range is (0 rpm, 50 rpm)). However, when the current speed decreases to a smaller value, such as 8 rpm, the functional layer cannot accurately determine the speed range within which the current speed is located, and may erroneously determine the current speed to be outside the first preset speed range (e.g., the functional layer determines that the current speed is 0 and the P2 motor is stationary). At this time, since the current speed is still within the first preset speed range, if the functional layer allows negative torque output, the P2 motor will still rotate in the opposite direction in response to the negative torque, causing the P2 motor and the engine to rotate in opposite directions, resulting in engine damage. Therefore, in an embodiment of the present application, the monitoring layer can further detect the current speed and the current requested torque.

[0080] Please refer to the following examples for details: In a possible embodiment of the present application, the vehicle controller of the vehicle includes a monitoring layer; the method provided in the embodiment of the present application also includes: receiving the current requested torque sent by the functional layer through the monitoring layer, and obtaining the current speed through the monitoring layer; determining whether the current requested torque is a negative torque through the monitoring layer, and determining whether the current speed is in a second preset speed range through the monitoring layer; if the current requested torque is a negative torque and the current speed is in the second preset speed range, controlling the current requested torque to be the preset torque through the monitoring layer. The first preset speed range includes the second preset speed range.

[0081] For example, the second preset speed range can be a speed range preconfigured for the vehicle, a manually set speed range, or a speed range set by other means, and this embodiment of the present application does not impose any specific limitations thereon. For example, the second preset speed range can be (0 rpm, 10 rpm).

[0082] Exemplarily, the first preset speed range including the second preset speed range may mean that the second preset speed range is smaller than the first preset speed range; for example, when the first preset speed range is (0 rpm, 50 rpm), the second preset speed range may be (0 rpm, 10 rpm).

[0083] Optionally, the first preset speed range including the second preset speed range may mean that the second preset speed range is the same range as the first preset speed range; for example, when the first preset speed range is (0 rpm, 50 rpm), the second preset speed range may be (0 rpm, 50 rpm).

[0084] Of course, the size of the second preset speed range can be used to reflect the accuracy with which the current vehicle determines that the P2 motor is currently rotating at a low speed. For example, the larger the second preset speed range, the less accurate the current vehicle's determination that the P2 motor is currently rotating at a low speed; and the smaller the second preset speed range, the greater the accuracy with which the current vehicle determines that the P2 motor is currently rotating at a low speed. Therefore, if the second preset speed range is smaller than the first preset speed range, the monitoring layer can accurately determine the speed range within which the current speed is located.

[0085] It can be understood that by determining whether the current speed is within the second preset speed range, it is possible to further determine whether the current speed is within the second preset speed range based on the functional layer's judgment of whether the current speed is within the first preset speed range; thereby improving the accuracy of judging whether the current P2 motor is rotating at a low speed, so as to determine whether the current rotation direction of the P2 motor is stable.

[0086] For example, the monitoring layer can be connected to the functional layer to receive the current requested torque of the P2 motor from the functional layer. The monitoring layer can also obtain the current rotational speed of the P2 motor. In practical applications, the monitoring layer can be a P2 motor torque request direction monitoring module specifically configured to monitor whether the current requested torque direction is opposite to the current rotational direction of the P2 motor.

[0087] For example, the monitoring layer may determine whether the current requested torque is a negative torque according to the sign of the current requested torque.

[0088] For example, when the current requested torque received from the functional layer is negative, the monitoring layer can further determine whether the current speed is in a low-speed rotation state; for example, whether the current speed is within a second preset rotation range. If the current speed is outside the second preset rotation range, the forward requested torque is output as a negative torque. If the current speed is within the second preset rotation range, the monitoring layer needs to control the current requested torque to the preset torque.

[0089] For example, the current speed of the P2 motor received by the monitoring layer is 8 rpm; the current requested torque sent by the functional layer to the monitoring layer is -9 Nm; and the second preset speed range is (0 rpm, 10 rpm). At this time, the monitoring layer can determine that the current speed of the P2 motor is in the second preset speed range, and further determine that the P2 motor is still in a low-speed rotation state. However, since the current requested torque sent by the functional layer to the monitoring layer is -9 Nm, the monitoring layer can determine that the current requested torque is a negative torque, and further determine that the functional layer cannot identify whether the current speed is in a low-speed rotation state at this time; therefore, the monitoring layer controls the current requested torque to be adjusted to a preset torque (for example, 0 Nm), thereby preventing the P2 motor from rotating in the opposite direction, thereby ensuring the safe operation of the P2 motor.

[0090] For example, the functional layer can control the current requested torque to be the preset torque by comparing the negative torque with the preset torque, taking the larger of the two. Specifically, the negative torque is compared with the preset torque (e.g., 0 Nm), and the larger value is taken as the current requested torque. In this way, if the current requested torque is greater than or equal to the preset torque, the current requested torque will be the original torque. If the current requested torque is negative, the vehicle will limit the negative torque and control the current requested torque to the preset torque, thereby preventing the output of the current requested torque from being negative and causing the motor to rotate in the opposite direction.

[0091] It can be understood that by first determining whether the current speed is low-speed rotation and whether the current requested torque is negative torque through the functional layer, the reverse rotation of the P2 motor can be quickly and preliminarily avoided; then, when the functional layer cannot determine whether the current speed is low-speed rotation, the monitoring layer can be further used to detect whether the current speed is low-speed rotation and whether the current requested torque is negative torque, thereby improving the safety and reliability of the operation of the P2 motor and further avoiding the reverse rotation of the P2 motor.

[0092] In an embodiment of the present application, when the judgment of the functional layer is not accurate enough, the monitoring layer can be used to determine that the current speed is in the second preset speed range and the current requested torque is a negative torque, so as to improve the accuracy and reliability of the data judgment; further, the monitoring layer can be used to control the current requested torque to be the preset torque to avoid the reliability of the output current requested torque being a negative torque, thereby preventing the P2 motor from reversing.

[0093] In a possible embodiment of the present application, determining whether the current requested torque is a negative torque through the monitoring layer includes: determining whether the current requested torque is less than a preset negative torque through the monitoring layer.

[0094] For example, the preset negative torque may be a torque value pre-configured by the vehicle, a torque value manually set, or a torque value set by other means, which is not specifically limited in the present embodiment. For example, the preset negative torque may be -10 Nm.

[0095] It is understandable that when the P2 motor is rotating at a low speed, the smaller the absolute value of the negative torque is, the less likely it is that the P2 motor will rotate in the opposite direction. By setting a preset negative torque, the reverse rotation of the motor due to excessive negative torque can be avoided when the P2 motor is rotating at a low speed.

[0096] For example, the current speed of the P2 motor received by the monitoring layer is 8 rpm; the current requested torque sent by the functional layer to the monitoring layer is -11 Nm; and the second preset speed range is (0 rpm, 10 rpm). At this time, the monitoring layer can determine that the current speed of the P2 motor is within the second preset speed range, and further determine that the P2 motor is still in a low-speed rotation state. Since the current requested torque sent by the functional layer to the monitoring layer is -11 Nm, which is less than the preset negative torque (-10 Nm), the monitoring layer controls the current requested torque to be adjusted to the preset torque (for example, 0 Nm), thereby preventing the P2 motor from rotating in the opposite direction and ensuring the safe operation of the P2 motor.

[0097] For another example, the current speed of the P2 motor received by the monitoring layer is 8 rpm; the current requested torque sent by the functional layer to the monitoring layer is -3 Nm; and the second preset speed range is (0 rpm, 10 rpm). At this time, the monitoring layer can determine that the current speed of the P2 motor is within the second preset speed range, and further determine that the P2 motor is still in a low-speed rotation state. Since the current requested torque sent by the functional layer to the monitoring layer is -3 Nm, which is greater than the preset negative torque (-10 Nm), the monitoring layer determines that the current requested torque may not cause the P2 motor to rotate in the opposite direction; therefore, the output of the current requested torque may not be prohibited at this time, that is, the current requested torque may not be controlled to be adjusted to the preset torque, thereby reducing the amount of data processing.

[0098] In an embodiment of the present application, by setting a preset negative torque, the monitoring layer determines whether the current requested torque is less than the preset negative torque, and then accurately detects whether the P2 motor will turn at this time through the specific value of the current requested torque; thereby reducing the situation where the motor rotates in the opposite direction due to excessive negative torque.

[0099] In a possible embodiment of the present application, if the current requested torque is a negative torque and the current speed is in a second preset speed range, the current requested torque is controlled to be the preset torque through the monitoring layer, including: if the current requested torque is a negative torque and the current speed is in the second preset speed range, the current requested torque is controlled to be the preset torque after a preset time through the monitoring layer.

[0100] For example, the preset duration may be a duration pre-configured by the vehicle, or may be a manually set duration, or may be a duration set by other means, and the present application does not impose any specific restrictions thereon. For example, the preset duration may be 300ms.

[0101] For example, when the current requested torque is a negative torque and the current speed is within a second preset speed range, the current requested torque may be controlled to be a preset torque after a preset time period.

[0102] For example, the current speed of the P2 motor received through the monitoring layer is 8 rpm, which is within the second preset speed range; the current requested torque sent by the functional layer to the monitoring layer is -8 Nm, so the current requested torque is a negative torque; at this time, through the monitoring layer, the current requested torque can be controlled to be the preset torque (for example, 0 Nm) after 300 ms, thereby preventing the P2 motor from rotating in the opposite direction to ensure the safe operation of the P2 motor.

[0103] For example, when the current requested torque is less than the preset negative torque and the current speed is within the second preset speed range, the current requested torque may be controlled to be the preset torque after a preset time period.

[0104] For example, the current speed of the P2 motor received through the monitoring layer is 8 rpm, which is within the second preset speed range; the current requested torque sent by the functional layer to the monitoring layer is -11 Nm, which is less than the preset negative torque (-10 Nm); at this time, through the monitoring layer, the current requested torque can be controlled to the preset torque (for example, 0 Nm) after 300 ms, thereby preventing the P2 motor from rotating in the opposite direction to ensure the safe operation of the P2 motor.

[0105] For example, the monitoring layer may also be connected to the arbitration module. If the monitoring layer detects that the current speed is within a second preset speed range and the current requested torque is less than a preset negative torque, the P2 motor requested torque fault flag may be sent to the arbitration module after a preset duration. Upon receiving the P2 motor requested torque fault flag, the arbitration module may activate a P2 motor requested torque fault state, thereby controlling the current requested torque to the preset torque through the arbitration module.

[0106] It is understandable that in real-world scenarios, the current requested torque sent by the functional layer can fluctuate briefly due to various special reasons (such as sensor noise, control algorithm fluctuations, etc.), resulting in the current requested torque being negative. Furthermore, considering the closing delay of mechanical components (such as the K0 clutch) and the hysteresis of the P2 motor's response, directly controlling the current requested torque sent by the functional layer to the preset torque may affect the stability of the P2 motor. Setting a preset duration at the monitoring layer allows sufficient time to wait for the mechanical components to respond and the P2 motor to stabilize, thereby improving the accuracy and stability of the system's response.

[0107] In an embodiment of the present application, by controlling the current requested torque to be the preset torque after a preset time period by the monitoring layer, the direction of rotation of the P2 motor can be prevented while reducing erroneous operations due to the functional layer and improving the stability of the P2 motor.

[0108] In a possible embodiment of the present application, obtaining the current requested torque of the vehicle includes: obtaining the current accelerator pedal opening, the current remaining battery power and the current vehicle speed; and obtaining the current requested torque based on the current accelerator pedal opening, the current remaining battery power and the current vehicle speed.

[0109] For example, the current accelerator pedal opening (also known as the current accelerator pedal opening or current accelerator pedal position) is controlled by the user by stepping on the accelerator pedal and reflects the user's intention to accelerate or decelerate the vehicle. The accelerator pedal opening can be acquired in real time by an accelerator pedal position sensor. This sensor typically converts the physical displacement of the accelerator pedal into an electrical signal, which is then acquired by the functional layer and / or monitoring layer.

[0110] For example, the battery's remaining capacity can be determined through a battery management system (BMS). A BMS typically includes sensors such as voltage, current, and temperature to monitor the battery's status in real time and calculate the battery's remaining capacity using an algorithm. The functional layer and / or monitoring layer obtains the battery's current remaining capacity.

[0111] For example, the current vehicle speed reflects the actual vehicle's motion state. This can be obtained using a speed sensor mounted on a wheel or drive shaft, or indirectly by measuring the wheel's rotational speed or the drive shaft's rotational speed. The current vehicle speed is then obtained by the functional layer and / or the monitoring layer.

[0112] For example, after obtaining the accelerator pedal position, the current remaining battery charge, and the current vehicle speed, the functional layer can calculate the current requested torque based on a preset control algorithm. For example, the functional layer determines the driver's acceleration intention based on the accelerator pedal position; evaluates the motor's available power and energy recovery potential based on the battery's current remaining battery charge; and considers the impact of the current vehicle speed on power output, such as air resistance and rolling resistance. Combining these factors, the functional layer calculates the current requested torque using a preset control algorithm. For details on this preset control algorithm, reference can be made to common control algorithms in the prior art and will not be elaborated upon here.

[0113] For example, the accelerator pedal position sensor reads the accelerator pedal's opening information in real time, and the current accelerator pedal opening is 0%. The battery management system obtains the current remaining battery charge of 80%. The vehicle speed sensor obtains the current vehicle speed of 30 kilometers per hour (km / h). The current requested torque can be obtained as -5Nm (at this time, the current requested torque is negative torque, that is, the P2 motor recovers energy). If at this time, the current speed (for example, 10rpm) is within the first preset speed range and the current requested torque is negative torque, the functional layer will determine that the P2 motor will reverse when responding to the current requested torque. Therefore, the functional layer will adjust the current requested torque to the preset torque (for example, 0Nm) to prevent the P2 motor from rotating in the opposite direction.

[0114] In an embodiment of the present application, the current requested torque can be obtained in a timely manner based on the current accelerator pedal opening, the current remaining power and the current vehicle speed, and then it can be quickly determined whether the current requested torque is a negative torque, further improving the efficiency of preventing the P2 motor from rotating in reverse.

[0115] like Figure 3 As shown, Figure 3 A schematic diagram of a vehicle control method provided in an embodiment of the present application.

[0116] For example, the framework diagram may be a schematic diagram of the internal structure of the vehicle controller. Figure 3As shown, the vehicle controller includes a functional torque path and a P2 motor torque request direction monitoring module. The functional torque path is connected to the P2 motor torque request direction monitoring module. Vehicle parameters such as the current speed of the P2 motor, the remaining battery charge, the accelerator pedal position, and the current vehicle speed can be input via the Controller Area Network (CAN) bus. The functional torque path can directly obtain these parameters. The P2 motor torque request direction monitoring module obtains vehicle parameters via the input interface module. The functional torque path and the P2 motor torque request direction monitoring module are each connected to an arbitration module. The functional torque path and the P2 motor torque request direction monitoring module determine whether the P2 motor is currently rotating at a low speed and whether the current requested torque is negative. If the functional torque path and P2 motor torque request direction monitoring module determine that the P2 motor's current speed is low and the current requested torque is negative, a P2 motor request torque fault flag is sent to the arbitration module. The arbitration module limits the current requested torque to obtain the target requested torque, which is then output via the CAN bus. Specifically, the arbitration module compares the current requested torque with 0 Nm and takes the larger value as the current requested torque, obtaining the target requested torque and outputting it via the CAN bus.

[0117] Specifically, the functional torque path can calculate the current requested torque based on the current remaining battery power, the accelerator pedal opening and the current vehicle speed; through the functional torque path, it can be determined whether the current speed is within the first preset speed range, and whether the current requested torque is a negative torque; when the current speed is within the first preset speed range, the functional torque path can consider that the P2 motor is in a low-speed rotation state or close to a stationary state; at this time, if the current requested torque is a negative torque, the functional torque path can limit the current requested torque output; specifically, the current requested torque is compared with 0Nm, and the larger value of the two is taken as the current requested torque; and the current requested torque is sent to the arbitration module; and the arbitration module outputs it through the CAN bus.

[0118] Specifically, the P2 motor torque request direction monitoring module can receive the current speed of the P2 motor through an independent interface, and can also obtain the current requested torque calculated by the functional torque path from the functional torque path. Through the P2 motor torque request direction monitoring module, it can be determined whether the current speed is within the second preset speed range. The P2 motor torque request direction monitoring module can consider that the P2 motor is in a low-speed rotation state or close to a stationary state; the P2 motor torque request direction monitoring module can also determine whether the current requested torque is a negative torque. Under normal circumstances, the functional torque path can determine whether to limit the current requested torque output based on the current requested torque and the current speed of the P2 motor; and when the current requested torque output is limited, the current requested torque received by the P2 motor torque request direction monitoring module is 0Nm. However, if the functional torque path's detection accuracy is insufficient or there's a signal delay, the current requested torque received by the P2 motor torque request direction monitoring module may still be negative, and the P2 motor's current speed may be within the second preset speed range. If negative torque output is permitted through the functional torque path, the P2 motor will still rotate in the opposite direction in response to the negative torque, causing the P2 motor and the engine to rotate in opposite directions, potentially damaging the engine. Therefore, if the P2 motor torque request direction monitoring module detects that the current requested torque is negative, less than -10 Nm, and the current speed is within the second preset speed range, it can send a P2 motor request torque fault flag to the arbitration module after 300 ms. The arbitration module then limits the current requested torque to obtain a target requested torque, which is then output via the CAN bus.

[0119] In an embodiment of the present application, since the functional torque path can calculate the current requested torque, it can quickly determine whether the current requested torque is negative and whether the current speed is within a first preset speed range, thereby quickly determining whether the P2 motor is currently rotating at a low speed and whether the P2 motor is susceptible to changing rotational direction. By controlling the current requested torque to 0 Nm at the functional layer, the P2 motor can be prevented from rotating in a direction opposite to the engine, thereby preventing damage to the engine. Furthermore, if the detection accuracy of the functional torque path is insufficient to determine whether the current speed is low, the P2 motor torque request direction monitoring module can be used to detect whether the current speed is within a second preset speed range and whether the current requested torque is negative, thereby improving the accuracy and reliability of data determination. If the current speed is within the second preset speed range and the current requested torque is less than -10 Nm, a P2 motor request torque fault flag is sent to the arbitration module after 300 ms. The arbitration module limits the current requested torque from being output via the CAN bus, thereby effectively reducing reverse rotation of the motor due to excessive negative torque, further preventing damage to the engine due to the P2 motor rotating in a direction opposite to the engine.

[0120] It should be understood that the above examples are intended to help those skilled in the art understand the embodiments of the present application, and are not intended to limit the embodiments of the present application to the specific numerical values ​​or specific scenarios illustrated. Those skilled in the art can obviously make various equivalent modifications or variations based on the above examples, and such modifications or variations also fall within the scope of the embodiments of the present application.

[0121] Combined with the above Figures 2 to 3 The vehicle control method provided by the embodiment of the present application is described in detail; Figure 4 and Figure 5 The device embodiments of the present application are described in detail. It should be understood that the devices in the embodiments of the present application can execute the various methods of the aforementioned embodiments of the present application, that is, the specific working processes of the following various products can refer to the corresponding processes in the aforementioned method embodiments.

[0122] The following combination Figure 4 The vehicle control device provided in the embodiment of the present application is described in detail.

[0123] like Figure 4 As shown, Figure 4 It is a structural schematic diagram of a vehicle control device provided in an embodiment of the present application.

[0124] For example, Figure 4 As shown, the device includes: an acquisition module 410 for acquiring a current requested torque and a current speed of a P2 motor in the vehicle if it is detected that the target clutch of the vehicle is in a closed state; A determination module 420 is configured to determine whether the current rotational speed is within a first preset rotational speed range; The determination module 420 is further configured to determine whether the current requested torque is a negative torque if the current speed is within a first preset speed range; The control module 430 is configured to control the current requested torque to be a preset torque if the current requested torque is a negative torque.

[0125] In a possible implementation, the control module 430 is specifically configured to control the current requested torque to be a preset torque through a functional layer if it is determined that the current requested torque is a negative torque.

[0126] In one possible implementation, the control module 430 is specifically used to receive the current requested torque sent by the functional layer through the monitoring layer, and obtain the current speed through the monitoring layer; determine through the monitoring layer whether the current requested torque is a negative torque, and determine through the monitoring layer whether the current speed is in a second preset speed range; wherein the first preset speed range includes the second preset speed range; if the current requested torque is a negative torque and the current speed is in the second preset speed range, the monitoring layer controls the current requested torque to be the preset torque.

[0127] In one possible implementation, the control module 430 is specifically configured to control the current requested torque to be the preset torque after a preset time through the monitoring layer if the current requested torque is a negative torque and the current speed is within a second preset speed range.

[0128] In a possible implementation, the determination module 420 is further configured to determine, through a monitoring layer, whether the current requested torque is less than a preset negative torque.

[0129] In one possible implementation, the determination module 420 is specifically configured to determine, through a functional layer, whether the current speed is within a first preset speed range; if the current speed is within the first preset speed range, determine, through the functional layer, whether the current requested torque is a negative torque.

[0130] In one possible implementation, the acquisition module 410 is specifically configured to acquire the current accelerator pedal opening, the current remaining battery charge, and the current vehicle speed; and acquire the current requested torque based on the current accelerator pedal opening, the current remaining battery charge, and the current vehicle speed.

[0131] It should be noted that, when the vehicle control device provided in the above embodiment executes the vehicle control method, the division of the above functional modules is only used as an example. In actual application, the above functions 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.

[0132] In addition, the vehicle control device and vehicle control method embodiments provided in the above embodiments belong to the same concept. Therefore, for details not disclosed in the device embodiments of this specification, please refer to the above-mentioned vehicle control method embodiments of this specification, and no further details will be given here.

[0133] Figure 5 It is a structural schematic diagram of a vehicle provided in an embodiment of the present application.

[0134] For example, Figure 5 As shown, the vehicle 500 includes: a memory 501 and a processor 502, wherein the memory 501 stores an executable program code 503, and the processor 502 is used to call and execute the executable program code 503 to perform a vehicle control method.

[0135] In addition, an embodiment of the present application also protects a device, which may include a memory and a processor, wherein the memory stores executable program code, and the processor is used to call and execute the executable program code to perform a vehicle control method provided by an embodiment of the present application.

[0136] In this embodiment, the device can be divided into functional modules based on the above-described method examples. For example, each functional module can be mapped to a specific functional module, or two or more functions can be integrated into a single processing module. The integrated module can be implemented in hardware. It should be noted that the module division in this embodiment is illustrative and represents only a logical functional division. In actual implementation, other division methods may be used.

[0137] In the case of dividing the functional modules into corresponding functional modules, the device may further include an acquisition module, a detection module, a processing module, a control module, etc. It should be noted that all relevant contents of each step involved in the above method embodiment can be referred to the functional description of the corresponding functional module and will not be repeated here.

[0138] It should be understood that the device provided in this embodiment is used to execute the above-mentioned vehicle control method, and thus can achieve the same effect as the above-mentioned implementation method.

[0139] In the case of an integrated unit, the device may include a processing module and a storage module. When the device is used in a vehicle, the processing module may be used to control and manage the vehicle's movements, while the storage module may be used to support the vehicle's execution of relevant program codes.

[0140] The processing module may be a processor or controller that implements or executes the various exemplary logic blocks, modules, and circuits described in conjunction with the disclosure herein. The processor may also be a combination that implements computing functions, such as a combination of one or more microprocessors, a combination of a digital signal processing (DSP) and a microprocessor, and the like. The storage module may be a memory.

[0141] In addition, the device provided in the embodiments of the present application can specifically be a chip, component or module, and the chip may include a connected processor and memory; wherein the memory is used to store instructions, and when the processor calls and executes the instructions, the chip can execute a vehicle control method provided in the above embodiment.

[0142] This embodiment also provides a computer-readable storage medium, which stores computer program code. When the computer program code runs on a computer, the computer executes the above-mentioned related method steps to implement a vehicle control method provided by the above embodiment.

[0143] This embodiment also provides a computer program product. When the computer program product is run on a computer, it enables the computer to execute the above-mentioned related steps to implement a vehicle control method provided by the above embodiment.

[0144] Among them, the device, computer-readable storage medium, computer program product or chip provided in this embodiment are all used to execute the corresponding methods provided above. Therefore, the beneficial effects that can be achieved can refer to the beneficial effects in the corresponding methods provided above, and will not be repeated here.

[0145] Through the description of the above implementation methods, technical personnel in the relevant field can understand that for the convenience and simplicity of description, only the division of the above-mentioned functional modules is used as an example. In actual applications, the above-mentioned functions can be distributed and completed by 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.

[0146] In the embodiments provided in this application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are merely schematic. For example, the division of modules or units is only a logical function division. In actual implementation, there may be other division methods, such as multiple units or components can be combined or integrated into another device, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0147] The above content is merely a specific embodiment of the present application, but the scope of protection of the present application is not limited thereto. Any changes or substitutions that can be easily conceived by a person skilled in the art within the technical scope disclosed in this application should be included in the scope of protection of the present application. Therefore, the scope of protection of the present application should be based on the scope of protection of the claims.

Claims

1. A vehicle control method, characterized in that: The method comprises: If it is detected that the target clutch of the vehicle is in a closed state, obtaining the current requested torque of the vehicle and the current speed of the P2 motor; determining whether the current speed is within a first preset speed range; If the current speed is within the first preset speed range, determining whether the current requested torque is a negative torque; If the current requested torque is a negative torque, the current requested torque is controlled to be a preset torque.

2. The method according to claim 1, characterized in that The vehicle controller of the vehicle includes a functional layer; if the current requested torque is a negative torque, controlling the current requested torque to be a preset torque includes: If it is determined that the current requested torque is the negative torque, the current requested torque is controlled to be the preset torque through the functional layer.

3. The method according to claim 2, characterized in that The vehicle controller of the vehicle further includes a monitoring layer; the method further includes: Receiving the current requested torque sent by the functional layer through the monitoring layer, and acquiring the current rotation speed through the monitoring layer; Determining whether the current requested torque is the negative torque through the monitoring layer, and determining whether the current speed is within a second preset speed range through the monitoring layer; wherein the first preset speed range includes the second preset speed range; If the current requested torque is the negative torque and the current speed is within the second preset speed range, the current requested torque is controlled to be the preset torque through the monitoring layer.

4. The method according to claim 3, characterized in that If the current requested torque is the negative torque and the current speed is within the second preset speed range, controlling the current requested torque to be the preset torque through the monitoring layer includes: If the current requested torque is the negative torque and the current speed is within the second preset speed range, the current requested torque is controlled to be the preset torque after a preset time period through the monitoring layer.

5. The method according to claim 3, characterized in that: The determining, by the monitoring layer, whether the current requested torque is the negative torque includes: The monitoring layer determines whether the current requested torque is less than a preset negative torque.

6. The method according to claim 2, characterized in that The determining whether the current speed is within a first preset speed range includes: Determining, by the functional layer, whether the current speed is within a first preset speed range; If the current speed is within the first preset speed range, determining whether the current requested torque is a negative torque includes: If the current speed is within the first preset speed range, it is determined through the functional layer whether the current requested torque is the negative torque.

7. The method according to any one of claims 1 to 6, characterized in that The obtaining of the current requested torque of the vehicle includes: Get the current accelerator pedal opening, the current remaining battery power and the current vehicle speed; The current requested torque is obtained according to the current accelerator pedal opening, the current remaining power and the current vehicle speed.

8. A vehicle control device, characterized in that: The device comprises: an acquisition module, configured to acquire a current requested torque of a P2 motor in the vehicle and a current rotation speed of the P2 motor if it is detected that the target clutch of the vehicle is in a closed state; A determination module, used to determine whether the current speed is within a first preset speed range; The determination module is further configured to determine whether the current requested torque is a negative torque if the current speed is within the first preset speed range; The control module is configured to control the current requested torque to be a preset torque if the current requested torque is a negative torque.

9. A vehicle, characterized in that: The vehicle comprises: A memory for storing executable program codes; A processor, configured to call and run the executable program code from the memory, so that the vehicle executes the method according to any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the method according to any one of claims 1 to 7 is implemented.

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