Vehicle control method, device and equipment and computer readable storage medium

Abstract

The invention discloses a vehicle control method, device and equipment and a computer readable storage medium, and belongs to the technical field of energy recovery of new energy vehicles. The method comprises the steps that under the condition that a signal of stopping acceleration of a vehicle is received, the wheel rotating speed of a driving wheel of the vehicle at reference time, the running speed of the vehicle at the reference time and the remaining electric quantity of a battery of the vehicle at the reference time are obtained, the reference time is the time when a signal of stopping acceleration of the vehicle is received; determining a vehicle speed corresponding to the wheel rotating speed; under the condition that the running speed is the same as the vehicle speed and the residual electric quantity is not larger than an electric quantity threshold value, the magnitude of braking torque is calculated according to the residual electric quantity and the running speed, and the braking torque is used for counteracting a mechanical clearance of a transmission system of the vehicle; and controlling the vehicle to generate the braking torque. According to the method, the running stability of the vehicle is improved.

Description

Technical Field

[0001] The embodiments of the present application relate to the field of energy recovery technology for new energy vehicles, and in particular to a vehicle control method, device, equipment and computer-readable storage medium. Background Art

[0002] With the rapid development of new energy vehicles, users' anxiety about power consumption or mileage is on a downward trend, mainly because charging stations are more abundant, the range of new energy vehicles is generally more than 300 kilometers, and new energy vehicles are equipped with energy recovery functions. Among them, the energy recovery function can recover kinetic energy when the new energy vehicle is coasting and braking, and convert it into electrical energy and store it in the battery of the new energy vehicle.

[0003] However, when new energy vehicles recover kinetic energy and convert it into electrical energy, the torque compensation of the new energy vehicles will exit, causing the speed of the new energy vehicles to fluctuate, resulting in shock or shaking of the new energy vehicles, making the driving of new energy vehicles more frustrating and less smooth, which in turn leads to a poor driving experience and lower driving safety. Summary of the invention

[0004] The embodiments of the present application provide a vehicle control method, device, equipment and computer-readable storage medium, which can be used to solve the problems in the related art. The technical solution is as follows:

[0005] In one aspect, an embodiment of the present application provides a vehicle control method, the method comprising:

[0006] In the case of receiving a signal for stopping acceleration of the vehicle, obtaining the wheel speed of the driving wheel of the vehicle at a reference time, the driving speed of the vehicle at the reference time, and the remaining power of the battery of the vehicle at the reference time, wherein the reference time is the time when the signal for stopping acceleration of the vehicle is received;

[0007] determining a vehicle speed corresponding to the wheel speed;

[0008] When the driving speed is the same as the vehicle speed and the remaining power is not greater than a power threshold, calculating a braking torque according to the remaining power and the driving speed, the braking torque being used to offset a mechanical clearance of a transmission system of the vehicle;

[0009] The vehicle is controlled to generate the braking torque.

[0010] In a possible implementation, the method further includes:

[0011] obtaining the voltage of the vehicle at the reference time;

[0012] When the driving speed is the same as the vehicle speed and the remaining power is not greater than a power threshold, calculating the magnitude of the braking torque according to the remaining power and the driving speed includes:

[0013] When the driving speed is the same as the vehicle speed, the remaining power is not greater than the power threshold, and the voltage meets the voltage requirement, the magnitude of the braking torque is calculated according to the remaining power and the driving speed.

[0014] In a possible implementation, calculating the magnitude of the braking torque according to the remaining power and the driving speed includes:

[0015] A torque corresponding to the remaining power and the driving speed is determined as the braking torque.

[0016] In a possible implementation, the method further includes:

[0017] Obtaining the wheel diameter of the driving wheel;

[0018] The determining the vehicle speed corresponding to the wheel speed includes:

[0019] The vehicle speed is determined according to the wheel diameter of the driving wheel and the wheel speed.

[0020] In a possible implementation, controlling the vehicle to generate the braking torque includes:

[0021] The braking torque is sent to a vehicle controller of the vehicle, and the vehicle controller sends the braking torque to a motor control unit of the vehicle, so that the motor control unit controls the driving motor of the vehicle to generate the braking torque.

[0022] In a possible implementation, the method further includes:

[0023] receiving a vehicle deceleration signal;

[0024] Determining a braking force of a brake pedal of the vehicle according to the vehicle deceleration signal, wherein the braking force is proportional to the deceleration of the vehicle;

[0025] The calculating the magnitude of the braking torque according to the remaining power and the driving speed includes:

[0026] The magnitude of the braking torque is calculated according to the remaining power, the driving speed and the braking force.

[0027] On the other hand, an embodiment of the present application provides a vehicle control device, the device comprising:

[0028] an acquisition module, configured to acquire, upon receiving a signal indicating that the vehicle stops accelerating, a wheel speed of a driving wheel of the vehicle at a reference time, a driving speed of the vehicle at the reference time, and a remaining power of a battery of the vehicle at the reference time, wherein the reference time is a time when the signal indicating that the vehicle stops accelerating is received;

[0029] A determination module, used to determine a vehicle speed corresponding to the wheel speed;

[0030] The determination module is further configured to calculate a braking torque according to the remaining power and the driving speed when the driving speed is the same as the vehicle speed and the remaining power is not greater than a power threshold, wherein the braking torque is used to offset a mechanical clearance of a transmission system of the vehicle;

[0031] A control module is used to control the vehicle to generate the braking torque.

[0032] In a possible implementation, the acquisition module is further used to acquire the voltage of the vehicle at the reference time;

[0033] The determination module is used to calculate the magnitude of the braking torque according to the remaining power and the driving speed when the driving speed is the same as the vehicle speed, the remaining power is not greater than the power threshold, and the voltage meets the voltage requirement.

[0034] In a possible implementation, the determination module is used to determine a torque corresponding to the remaining power and the driving speed as the braking torque.

[0035] In a possible implementation, the acquisition module is further used to acquire the wheel diameter of the driving wheel;

[0036] The determination module is used to determine the vehicle speed according to the wheel diameter of the driving wheel and the wheel speed.

[0037] In one possible implementation, the control module is used to send the braking torque to the vehicle controller of the vehicle, and the vehicle controller sends the braking torque to the motor control unit of the vehicle, so that the motor control unit controls the drive motor of the vehicle to generate the braking torque.

[0038] In a possible implementation manner, the device further includes:

[0039] A receiving module, used for receiving a vehicle deceleration signal;

[0040] The determination module is further used to determine the braking force of the brake pedal of the vehicle according to the vehicle deceleration signal, wherein the braking force is proportional to the deceleration of the vehicle;

[0041] The determination module is used to calculate the magnitude of the braking torque according to the remaining power, the driving speed and the braking force.

[0042] On the other hand, an embodiment of the present application provides a computer device, which includes a processor and a memory, wherein the memory stores at least one program code, and the at least one program code is loaded and executed by the processor so that the computer device implements any of the above-mentioned vehicle control methods.

[0043] On the other hand, a computer-readable storage medium is provided, in which at least one program code is stored. The at least one program code is loaded and executed by a processor so that a computer implements any of the above-mentioned vehicle control methods.

[0044] On the other hand, a computer program or a computer program product is also provided, wherein at least one computer instruction is stored in the computer program or the computer program product, and the at least one computer instruction is loaded and executed by a processor so that the computer implements any of the above-mentioned vehicle control methods.

[0045] The technical solution provided by the embodiments of the present application brings at least the following beneficial effects:

[0046] The technical solution provided in the embodiment of the present application determines the braking torque that can offset the mechanical clearance of the vehicle's transmission system according to the remaining power of the vehicle's battery and the vehicle's driving speed when the vehicle stops accelerating, that is, when the vehicle is coasting, and then controls the vehicle to generate braking torque. This can avoid impact or shaking when the vehicle is recovering energy during coasting, thereby reducing the frustration of the vehicle's driving, improving the smoothness, stability and safety of the vehicle's driving, and greatly improving the vehicle's riding comfort and the driving experience. BRIEF DESCRIPTION OF THE DRAWINGS

[0047] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings required for use in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0048] Figure 1 It is a schematic diagram of an implementation environment of a vehicle control method provided in an embodiment of the present application;

[0049] Figure 2 is a flow chart of a vehicle control method provided by an embodiment of the present application;

[0050] Figure 3 is a flow chart of a vehicle control method provided by an embodiment of the present application;

[0051] Figure 4 is a structural schematic diagram of a vehicle control device provided in an embodiment of the present application;

[0052] Figure 5 is a schematic diagram of the structure of a terminal device provided in an embodiment of the present application;

[0053] Figure 6 It is a structural diagram of a server provided in an embodiment of the present application. DETAILED DESCRIPTION

[0054] In order to make the objectives, technical solutions and advantages of the present application clearer, the implementation methods of the present application will be further described in detail below with reference to the accompanying drawings.

[0055] It should be noted that the terms "first", "second", etc. in this application are used to distinguish similar objects, and are not necessarily used to describe a specific order or sequence. It should be understood that the terms used in this way can be interchangeable where appropriate, so that the embodiments of the present application described herein can be implemented in an order other than those illustrated or described herein. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with the present application. On the contrary, they are merely examples of devices and methods consistent with some aspects of the present application as detailed in the appended claims.

[0056] With the development of new energy vehicles, users' anxiety about power consumption or mileage is currently on a downward trend. This is mainly because there are more charging stations at present, and the current range of new energy vehicles is generally more than 300 kilometers. In addition, all new energy vehicles are equipped with energy recovery functions, which alleviates mileage anxiety to a certain extent. For vehicles equipped with energy recovery functions, there are many control strategies, which to a certain extent bring challenges to the smoothness of vehicle driving. For example, there is energy recovery during coasting or braking. The control strategies of each vehicle manufacturer are different (some are dominated by the first-order energy recovery control strategy of the vehicle controller, and some are responsible for the second-order energy recovery of braking by the chassis). In addition, the existence of mechanical clearance in the transmission system of the vehicle will be offset by a certain torque compensation strategy (torque loading zero-crossing delay strategy), which makes energy recovery more complicated. Moreover, the current control strategy of energy recovery function does not cover all vehicles. For models with different transmission clearance control of the vehicle and adding torque compensation strategy, the driving smoothness of the vehicle will have impact or shaking problems. Therefore, a vehicle control method is needed to improve the smoothness of vehicle driving during vehicle energy recovery.

[0057] Figure 1is a schematic diagram of an implementation environment of a vehicle control method provided in an embodiment of the present application, such as Figure 1 As shown, the implementation environment includes: computer device 101. Computer device 101 can be a vehicle-mounted terminal of the vehicle, or an electronic device capable of remotely controlling the vehicle. The electronic device can be a terminal device or a server, which is not limited in the embodiments of the present application. The vehicle has a Cooperative Regenerative Braking System (CRBS). The vehicle includes a brake-by-wire system, which is used for energy recovery.

[0058] As an electronically controlled braking system, the main feature of the brake-by-wire system is that the mechanical connection between the brake pedal and the brake is eliminated. The driver's braking intention is collected through the pedal sensor or the braking request of the intelligent driving controller is received through the vehicle communication network. Then the brake control unit processes the electronic signal and controls the brake actuator to output the braking force. The brake-by-wire system refers to the hydraulic brake-by-wire system (Electronic Hydraulic Brake System, EHB), which is mainly composed of an electronic pedal, an electronic control unit (ECU), and a hydraulic actuator. The electronic pedal is composed of a brake pedal and a pedal sensor (pedal displacement sensor). The pedal sensor is used to detect the pedal stroke, convert the displacement signal into an electrical signal, and transmit it to the ECU electronic control unit to achieve proportional regulation of the pedal stroke and the braking force.

[0059] Optionally, the vehicle can be a battery-powered vehicle (BEV) or a hybrid electric vehicle (HEV), which is not limited in the embodiments of the present application. Among them, a battery-powered vehicle is a vehicle whose power source is completely provided by a rechargeable battery (such as a lead-acid battery, lithium iron phosphate or a ternary lithium-ion battery). The power battery is charged by a charging pile, and the power battery drives the electric motor to work, and the electric motor drives the wheels, thereby realizing the driving of the vehicle. A hybrid vehicle is a compromise between a traditional fuel vehicle and a battery-powered vehicle. It uses the fuel generator of a traditional vehicle and the motor of a battery-powered vehicle for hybrid drive. A hybrid vehicle cannot be charged, but can only be refueled. The source of electrical energy is that the fuel engine drives the generator to generate electricity, and the electrical energy is stored in the power battery. The wheels are driven by the electric motor, and the wheels can also be directly driven by the engine, thereby realizing hybrid.

[0060] Optionally, the terminal device may be any electronic device product that can interact with a user through one or more methods such as a keyboard, a touchpad, a remote controller, voice interaction, or a handwriting device. For example, a PC (Personal Computer), a mobile phone, a smart phone, a PDA (Personal Digital Assistant), a wearable device, a PPC (Pocket PC), a tablet computer, a smart car machine, a smart TV, a smart speaker, a smart watch, etc.

[0061] The terminal device may generally refer to one of a plurality of terminal devices. This embodiment is only illustrated by taking the terminal device as an example. Those skilled in the art may know that the number of the terminal devices may be more or less. For example, the terminal device may be only one, or the terminal devices may be dozens or hundreds, or more. The embodiment of this application does not limit the number and device type of the terminal devices.

[0062] The server is a single server, or a server cluster consisting of multiple servers, or any one of a cloud computing platform and a virtualization center, which is not limited in the embodiments of the present application. The server is connected to the terminal device through a wired network or a wireless network. The server has a data receiving function, a data processing function, and a data sending function. Of course, the server may also have other functions, which are not limited in the embodiments of the present application.

[0063] Those skilled in the art should understand that the above-mentioned terminal devices and servers are for illustration only, and other existing or future terminal devices or servers, if applicable to the present application, should also be included in the scope of protection of the present application and are incorporated herein by reference.

[0064] The present application provides a vehicle control method which can be applied to the above Figure 1 The implementation environment shown is Figure 2 As an example, the flowchart of a vehicle control method provided in the embodiment of the present application is shown in FIG. Figure 1 The computer device 101 in the embodiment is executed. Figure 2 As shown, the method comprises the following steps:

[0065] In step 201, when a signal indicating that the vehicle stops accelerating is received, the wheel speed of the driving wheels of the vehicle at a reference time, the driving speed of the vehicle at the reference time, and the remaining power of the battery of the vehicle at the reference time are obtained.

[0066] The reference time is the time when the signal that the vehicle stops accelerating is received.

[0067] In one possible implementation, when the user takes his foot off the accelerator pedal, the accelerator pedal detects a signal that the vehicle has stopped accelerating, and the accelerator pedal sends a signal to the computer device that the vehicle has stopped accelerating. Since the vehicle is in a coasting state after it stops accelerating, the vehicle can recover energy during the coasting process, converting kinetic energy into electrical energy and storing it in the vehicle's battery. When the vehicle is recovering energy, it requests torque compensation to exit, causing the vehicle's wheel speed to fluctuate, resulting in poor vehicle driving smoothness. Therefore, when the computer device receives a signal that the vehicle has stopped accelerating, it is necessary to determine the braking torque that can eliminate the mechanical clearance of the vehicle's transmission system, thereby improving the vehicle's driving smoothness during the energy recovery process.

[0068] When a signal that the vehicle stops accelerating is received, the process of obtaining the wheel speed of the vehicle's driving wheels at a reference time includes: when a signal that the vehicle stops accelerating is received, sending a wheel speed obtaining request to the vehicle's wheel speed sensor, the wheel speed obtaining request including a reference time, the wheel speed obtaining request being used to obtain the wheel speed of the driving wheels at the reference time; and receiving the wheel speed of the driving wheels at the reference time returned by the wheel speed sensor.

[0069] Wheel speed sensor is a sensor used to measure the rotation speed of vehicle wheels. Generally speaking, all rotation speed sensors can be used as wheel speed sensors, but considering practical factors such as the working environment of the wheel and the size of the control, the commonly used wheel speed sensors are mainly magnetoelectric wheel speed sensors and Hall wheel speed sensors. Magnetoelectric wheel speed sensors are designed based on the principle of electromagnetic induction. They have the characteristics of simple structure, low cost, and resistance to mud and dirt. Therefore, they are widely used in anti-lock brake systems (ABS). Hall wheel speed sensors are made based on the principle of Hall effect and are also widely used in vehicles.

[0070] Optionally, after receiving the wheel speed acquisition request, the wheel speed sensor parses the wheel speed acquisition request to obtain a reference time. The wheel speed sensor stores the rotation speed of the driving wheel at each time. The wheel speed sensor determines the wheel speed of the driving wheel at the reference time and sends the wheel speed of the driving wheel at the reference time to the computer device.

[0071] Optionally, the wheel speed sensor determines the wheel speed of the driving wheel at a reference time based on the wheel speed of the driving wheel at a first time and the wheel speed of the driving wheel at a second time, wherein the first time and the second time are both times before the reference time.

[0072] In one possible implementation, the wheel speed sensor generates a function based on the wheel speed of the driving wheel at the first time, the wheel speed at the second time, the first time and the second time, and substitutes the reference time into the function to obtain the wheel speed of the driving wheel at the reference time.

[0073] When a signal that the vehicle stops accelerating is received, the driving speed of the vehicle at a reference time is obtained, and the process includes: when a signal that the vehicle stops accelerating is received, a speed acquisition request is sent to a positioning sensor (Global Positioning System, GPS), and the speed acquisition request includes a reference time; and the driving speed of the vehicle at the reference time returned by the positioning sensor is received.

[0074] When a signal that the vehicle stops accelerating is received, the process of obtaining the remaining power of the vehicle's battery at a reference time includes: when a signal that the vehicle stops accelerating is received, a power acquisition request is sent to the vehicle's battery, the power acquisition request includes a reference time; and the remaining power of the battery at the reference time is received as returned by the vehicle's battery.

[0075] In step 202 , the vehicle speed corresponding to the wheel speed is determined.

[0076] The embodiment of the present application does not limit the process of determining the vehicle speed corresponding to the wheel speed. Optionally, the process of determining the vehicle speed corresponding to the wheel speed includes: obtaining the wheel diameter of the driving wheel; and determining the vehicle speed according to the wheel diameter and wheel speed of the driving wheel.

[0077] In a possible implementation, the vehicle speed is determined according to the following formula (1) based on the wheel diameter and wheel speed of the driving wheel.

[0078] V=π*D*N*60÷1000 Formula (1)

[0079] In the above formula (1), V is the vehicle speed, π is the circumference of a circle, D is the wheel diameter of the driving wheel, and N is the wheel speed.

[0080] For example, the wheel diameter of the driving wheel is 0.7 meters, the wheel speed is 9 revolutions per minute, and the pi is 3.14. According to the above formula (1), the vehicle speed is determined to be V = 3.14*0.7*9*60÷1000 = 1.18692 meters per minute.

[0081] The embodiment of the present application does not limit the method for obtaining the wheel diameter of the driving wheel. Optionally, the wheel diameter of the driving wheel is stored in the computer device, and the wheel diameter of the driving wheel is obtained from the storage space of the computer device. Alternatively, the wheel diameter of the driving wheel is stored in the server, and the computer device obtains the wheel diameter of the driving wheel by interacting with the server.

[0082] In step 203, when the driving speed is the same as the vehicle speed and the remaining power is not greater than the power threshold, the magnitude of the braking torque is calculated based on the remaining power and the driving speed. The braking torque is used to offset the mechanical clearance of the vehicle's transmission system.

[0083] The power threshold is set based on experience or adjusted according to the implementation environment, and the embodiments of the present application do not limit this. For example, the power threshold is 85%. When the remaining power of the vehicle is not greater than the power threshold, the vehicle will perform energy recovery when it stops accelerating, and the torque compensation will be exited, which will cause the vehicle speed to fluctuate, resulting in poor vehicle driving smoothness.

[0084] In a possible implementation, it is also necessary to obtain the voltage of the vehicle at a reference time; when the driving speed is the same as the vehicle speed, the remaining power is not greater than the power threshold, and the voltage meets the voltage requirement, the magnitude of the braking torque is calculated based on the remaining power and the driving speed.

[0085] The voltage meeting the voltage requirement means that the voltage is not less than the first voltage and not greater than the second voltage, and the first voltage is less than the second voltage. The first voltage is 13.7 volts, and the second voltage is 14.7 volts.

[0086] The reason why the voltage is limited to meet the voltage requirements is that when the voltage meets the voltage requirements, energy recovery will be performed when the vehicle stops accelerating. Conversely, when the voltage does not meet the voltage requirements, energy recovery will not be performed when the vehicle stops accelerating, and torque compensation will not be exited, so the vehicle will not become unstable.

[0087] In a possible implementation, the process of calculating the magnitude of the braking torque according to the remaining power and the driving speed includes: determining the torque corresponding to the remaining power and the driving speed as the braking torque.

[0088] Optionally, a first table is stored in the computer device, and the first table is a correspondence between power, speed, and torque. The computer device determines the torque corresponding to the remaining power and the driving speed in the first table.

[0089] The following Table 1 is a first table provided in an embodiment of the present application.

[0090] Table 1

[0091] Power speed Torque A1 B1 C1 A2 B2 C2 A3 B3 C3 A4 B4 C4

[0092] It can be seen from Table 1 that the torque corresponding to the charge A1 and the speed B1 is C1. When the charge is other and the speed is other, the corresponding torque is shown in Table 1, and the embodiment of the present application will not be described in detail here.

[0093] It should be noted that the above Table 1 is only an exemplary table provided in the embodiment of the present application, and does not limit the number of corresponding relationships between power, speed and torque.

[0094] In one possible implementation, after the user takes his foot off the accelerator pedal, the user may step on the brake pedal to stop the vehicle. When the user steps on the brake pedal, the brake pedal receives a vehicle deceleration signal and sends the vehicle deceleration signal to a computer device. After receiving the vehicle deceleration signal, the computer device determines the braking force of the vehicle's brake pedal based on the vehicle deceleration signal, and calculates the braking torque based on the remaining power, driving speed and braking force.

[0095] Among them, the braking force is proportional to the deceleration of the vehicle. The greater the braking force, the greater the deceleration of the vehicle, and the shorter the time required for the vehicle to stop.

[0096] The process of determining the braking force of the brake pedal of the vehicle by the computer device according to the vehicle deceleration signal includes: the computer device sends a force acquisition request to the brake pedal of the vehicle. The brake pedal of the vehicle receives the force acquisition request, determines the braking force of the brake pedal, and sends the braking force of the brake pedal to the computer device, so that the computer device acquires the braking force.

[0097] The embodiment of the present application does not limit the process of determining the braking force of the brake pedal by the brake pedal. Optionally, the brake pedal has the following two implementation methods to determine the braking force of the brake pedal.

[0098] Implementation method 1: Brake pedal determines the pressure of the brake pedal, and determines the force corresponding to the pressure as the braking force of the brake pedal.

[0099] In a possible implementation, the correspondence between pressure and force is stored in the brake pedal, and the force corresponding to the pressure is determined as the braking force according to the pressure of the brake pedal and the correspondence between pressure and force.

[0100] Implementation method 2: The brake pedal determines the angle at which the brake pedal is depressed, and determines the force corresponding to the angle as the braking force of the brake pedal.

[0101] In a possible implementation, the brake pedal stores a correspondence between an angle and a force, and according to the angle at which the brake pedal is stepped on and the correspondence between the angle and the force, the force corresponding to the angle is determined as the braking force. The brake pedal determines the angle at which the brake pedal is stepped on by using an angle sensor.

[0102] After obtaining the braking force of the brake pedal, the process of calculating the magnitude of the braking torque according to the remaining power, the driving speed and the braking force includes: determining the force corresponding to the remaining power, the driving speed and the braking force as the braking torque.

[0103] Optionally, the computer device stores a second table, which is a correspondence between power, speed, force and torque. The computer device determines the torque corresponding to the remaining power, driving speed and braking force in the second table as the braking torque.

[0104] The following Table 2 is a second table provided in an embodiment of the present application.

[0105] Table 2

[0106] Power speed Dynamics Torque A1 B1 D1 C1 A2 B2 D2 C2 A3 B3 D3 C3 A4 B4 D4 C4

[0107] From Table 2 above, it can be seen that the torque corresponding to the charge A1, speed B1 and force D1 is C1. When the charge is other, the speed is other, and the force is other, the corresponding torque is shown in Table 2 above, and the embodiment of the present application will not be repeated here.

[0108] It should be noted that the above Table 2 is only an exemplary table provided in the embodiment of the present application, and does not limit the number of corresponding relationships among power, speed, force and torque.

[0109] In step 204 , the vehicle is controlled to generate a braking torque.

[0110] In one possible implementation, after the braking torque is determined in the above step 203, the braking torque is sent to the vehicle control unit (VCU) of the vehicle, and the vehicle control unit sends the braking torque to the motor control unit (MCU) of the vehicle, so that the motor control unit controls the vehicle's drive motor to generate braking torque.

[0111] Optionally, the actual torque of the drive motor may be monitored, and when the actual torque of the drive motor is less than the braking torque, the hydraulic pressure may be controlled to participate in braking, so that the sum of the torque generated by the hydraulic pressure and the torque generated by the drive motor is not less than the braking torque.

[0112] The vehicle controller controls the coasting energy recovery function, and the computer device monitors the actual torque value of the drive motor in real time to prevent the coasting energy recovery function from causing the vehicle to become unstable. Once instability occurs or the possibility of instability occurs, the computer device will issue a torque increase request to control the coasting energy recovery torque value. When the vehicle controller is not recoverable or the communication is abnormal, the available energy recovery capacity slope will be reduced to 0N·m (Newton meter).

[0113] In a possible implementation, the vehicle also includes a vehicle dynamic control system (VDC). The vehicle dynamic control system ensures the stability of the vehicle under extreme steering (oversteering, understeering) conditions by identifying the driver's intention and the actual operating state of the vehicle.

[0114] In a possible implementation, according to the normal driving condition, the corresponding function control of CRBS is turned on. Among them, the normal driving condition includes coasting, braking, coasting to braking, and braking to coasting. Exemplarily, when the normal driving condition is coasting, the coasting energy recovery is turned on. When the normal driving condition is braking, the braking energy recovery is turned on. When the normal driving condition is coasting to braking, the coasting to braking energy recovery is turned on. When the normal driving condition is braking to coasting, the braking to coasting energy recovery is turned on.

[0115] In one possible implementation, when the ABS activation flag is detected to be activated, energy recovery is exited and hydraulic braking is supplemented. Energy recovery is not restored when it is exited, but is restored when braking next time. Exiting energy recovery means exiting torque compensation, that is, controlling the drive motor to stop generating braking torque.

[0116] When the drag torque function (DTC (Direct Torque Control) or BTC (Tire Pressure Monitoring System)) is detected to be turned on, the energy recovery function is exited. When the VDC is detected to be turned on, the energy recovery function is exited. When the TCS (Traction Control System) is detected to be turned on, the energy recovery function is exited.

[0117] In a possible implementation, it is also possible to evaluate whether the energy recovery function is available under various working conditions, whether the vehicle has any jerking or roughness, and the comfort performance of the vehicle. This evaluation test method is controlled by trained evaluation engineers. The evaluation test methods include the following ten types.

[0118] The first method is to evaluate whether the vehicle has coasting energy recovery and the amount of coasting energy recovery when the vehicle is coasting in each speed range when the vehicle is driving in D gear (forward gear) with the remaining battery power of the vehicle below 85%.

[0119] The second type, road conditions are the same as the first type. It evaluates whether the vehicle has glide energy recovery when the remaining battery power is between 85% and 100%. If glide energy recovery exists, the vehicle will fail the acceptance.

[0120] The third type, with the same road conditions as the first type, evaluates whether the vehicle has braking energy recovery and the amount of braking energy recovery under different braking decelerations, and whether the braking energy recovery affects the smoothness of the vehicle.

[0121] The fourth type has the same road conditions as the first type. It evaluates the vehicle's sliding to braking conditions (first order to second order) at various speeds to see whether the vehicle runs smoothly and whether there are any jerks or shocks.

[0122] The fifth type, road conditions are the same as the first type, evaluating the vehicle's braking to coasting conditions (second order to first order) at various speeds to see whether the vehicle runs smoothly and whether there are any jerks or shocks.

[0123] The sixth type, with the same road conditions as the first type, evaluates whether a vehicle with a torque compensation strategy runs smoothly and whether there are any jerks or shocks when it quickly switches to braking (first order to second order) during acceleration.

[0124] Seventh, in a professional testing ground, to evaluate whether the brake-by-wire system requests to exit energy recovery after the ABS is triggered when the vehicle is driving on high and low adhesion roads, and whether there is obvious drag, side slip, or tail swinging.

[0125] Among them, the drag phenomenon refers to the phenomenon that after the driver completely releases the brake pedal, the vehicle's brakes cannot be released immediately or cannot be completely released, and there is still a considerable braking force. The skid phenomenon refers to the phenomenon that the wheels of one axle or two axles of a moving vehicle move laterally (i.e. swing to the side) due to braking, rotational inertia and other reasons. The tail-swing phenomenon refers to the phenomenon that the rear wheels of the rear of the vehicle lack grip when turning, causing the vehicle to turn a greater angle. The tail-swing phenomenon generally occurs in rear-wheel drive models. For example, you want to turn a 60-degree turn, but the vehicle turns a 90-degree turn because the rear wheels slip.

[0126] Eighth, in a professional testing ground, to evaluate the vehicle when it is driving on a high or low-adhesion road. When the ABS is exited, the brake-by-wire system does not recover after the energy recovery is exited. Check whether the energy recovery function is restored during the next braking, and check the size of the recovery torque through the instrument or large screen.

[0127] Among them, professional test sites refer to places where vehicle road tests are conducted. High-adhesion road surfaces refer to roads with high adhesion, and low-adhesion road surfaces refer to roads with low adhesion. Wet and slippery roads and icy roads are low-adhesion roads.

[0128] Ninth, in a professional test field, evaluate whether the wire control brake system requests to exit energy recovery after VDC is triggered when the vehicle is driving on a high-adhesion road, and whether there is obvious drag, side slip, or tail swing.

[0129] Tenth, in a professional testing ground, to evaluate whether the brake-by-wire system requests to exit energy recovery after TCS is triggered when the vehicle is driving on a low-adhesion road, and whether there is obvious drag, side slip, tail swing, or impact.

[0130] Among them, the impact phenomenon refers to the phenomenon that the vehicle is subjected to transient excitation and the force, position, velocity and acceleration change suddenly.

[0131] When the vehicle stops accelerating, that is, when the vehicle is coasting, the above method determines the braking torque that can offset the mechanical clearance of the vehicle's transmission system according to the remaining power of the vehicle's battery and the vehicle's driving speed, and then controls the vehicle to generate braking torque. This can avoid impact or shaking when the vehicle is recovering energy during coasting, thereby reducing the frustration of the vehicle's driving, improving the smoothness, stability and safety of the vehicle's driving, and greatly improving the vehicle's riding comfort and driving experience.

[0132] Moreover, it also provides an evaluation test method for the energy recovery function, providing test engineers with acceptance items, evaluation points and judgment basis, which greatly improves the work efficiency of test engineers.

[0133] Figure 3 : is a flow chart of a vehicle control method provided by an embodiment of the present application. Figure 3 As shown, when the voltage is normal, the driving speed is the same as the vehicle speed, and the remaining power is not greater than the power threshold, the computer device calculates the size of the braking torque and sends the braking torque to the vehicle controller, and the vehicle controller sends the braking torque to the motor control unit so that the motor control unit controls the drive motor to generate the braking torque.

[0134] When ABS / TCS / VDC / DTC&BTC are turned on, the computer device sends a request to cancel the generation of braking torque to the vehicle controller, the vehicle controller sends a request to cancel the generation of braking torque to the motor control unit, and the motor control unit controls the drive motor to cancel the generation of braking torque.

[0135] Figure 4 FIG. 1 is a schematic diagram of the structure of a vehicle control device provided in an embodiment of the present application. Figure 4 As shown, the device comprises:

[0136] The acquisition module 401 is used to acquire the wheel speed of the driving wheel of the vehicle at a reference time, the driving speed of the vehicle at the reference time, and the remaining power of the battery of the vehicle at the reference time when a signal indicating that the vehicle stops accelerating is received, wherein the reference time is the time when the signal indicating that the vehicle stops accelerating is received;

[0137] A determination module 402, for determining a vehicle speed corresponding to a wheel speed;

[0138] The determination module 402 is further configured to calculate the magnitude of the braking torque according to the remaining power and the driving speed when the driving speed is the same as the vehicle speed and the remaining power is not greater than the power threshold, and the braking torque is used to offset the mechanical clearance of the transmission system of the vehicle;

[0139] The control module 403 is used to control the vehicle to generate braking torque.

[0140] In a possible implementation, the acquisition module 401 is further used to acquire the voltage of the vehicle at a reference time;

[0141] The determination module 402 is used to calculate the magnitude of the braking torque according to the remaining power and the driving speed when the driving speed is the same as the vehicle speed, the remaining power is not greater than the power threshold, and the voltage meets the voltage requirement.

[0142] In a possible implementation, the determination module 402 is used to determine that the torque corresponding to the remaining power and the driving speed is the braking torque.

[0143] In a possible implementation, the acquisition module 401 is further used to acquire the wheel diameter of the driving wheel;

[0144] The determination module 402 is used to determine the vehicle speed according to the wheel diameter and wheel speed of the driving wheel.

[0145] In a possible implementation, the control module 403 is used to send a braking torque to a vehicle controller of the vehicle, and the vehicle controller sends the braking torque to a motor control unit of the vehicle, so that the motor control unit controls the drive motor of the vehicle to generate the braking torque.

[0146] In a possible implementation, the device further includes:

[0147] A receiving module, used for receiving a vehicle deceleration signal;

[0148] The determination module 402 is further used to determine the braking force of the brake pedal of the vehicle according to the vehicle deceleration signal, and the braking force is proportional to the deceleration of the vehicle;

[0149] The determination module 402 is used to calculate the magnitude of the braking torque according to the remaining power, the driving speed and the braking force.

[0150] When the vehicle stops accelerating, that is, when the vehicle is coasting, the above device determines the braking torque that can offset the mechanical clearance of the vehicle's transmission system according to the remaining power of the vehicle's battery and the vehicle's driving speed, and then controls the vehicle to generate braking torque. This can avoid impact or shaking when the vehicle is recovering energy during coasting, thereby reducing the frustration of the vehicle's driving, improving the smoothness, stability and safety of the vehicle's driving, and greatly improving the vehicle's riding comfort and driving experience.

[0151] It should be understood that the above-mentioned device only uses the division of the above-mentioned functional modules as an example to illustrate when implementing its functions. In actual applications, the above-mentioned functions can be assigned to different functional modules as needed, that is, the internal structure of the device is divided into different functional modules to complete all or part of the functions described above. In addition, the device and method embodiments provided in the above embodiments belong to the same concept, and their specific implementation process is detailed in the method embodiment, which will not be repeated here.

[0152] Figure 5 The structural block diagram of a terminal device 500 provided by an exemplary embodiment of the present application is shown. The terminal device 500 may be any electronic device product that can interact with a user through one or more methods such as a keyboard, a touchpad, a remote controller, voice interaction, or a handwriting device. For example, a PC (Personal Computer), a mobile phone, a smart phone, a PDA (Personal Digital Assistant), a wearable device, a PPC (Pocket PC), a tablet computer, a smart car machine, a smart TV, a smart speaker, a smart watch, etc.

[0153] Typically, the terminal device 500 includes: a processor 501 and a memory 502 .

[0154] The processor 501 may include one or more processing cores, such as a 4-core processor, an 8-core processor, etc. The processor 501 may be implemented in at least one hardware form of DSP (Digital Signal Processing), FPGA (Field-Programmable Gate Array), and PLA (Programmable Logic Array). The processor 501 may also include a main processor and a coprocessor. The main processor is a processor for processing data in an awake state, also known as a CPU (Central Processing Unit); the coprocessor is a low-power processor for processing data in a standby state. In some embodiments, the processor 501 may be integrated with a GPU (Graphics Processing Unit), which is responsible for rendering and drawing the content to be displayed on the display screen. In some embodiments, the processor 501 may also include an AI (Artificial Intelligence) processor, which is used to process computing operations related to machine learning.

[0155] The memory 502 may include one or more computer-readable storage media, which may be non-transitory. The memory 502 may also include a high-speed random access memory, and a non-volatile memory, such as one or more disk storage devices, flash memory storage devices. In some embodiments, the non-transitory computer-readable storage medium in the memory 502 is used to store at least one instruction, which is used to be executed by the processor 501 to implement the vehicle control method provided in the method embodiment of the present application.

[0156] In some embodiments, the terminal device 500 may further optionally include: a peripheral device interface 503 and at least one peripheral device. The processor 501, the memory 502 and the peripheral device interface 503 may be connected via a bus or a signal line. Each peripheral device may be connected to the peripheral device interface 503 via a bus, a signal line or a circuit board. Specifically, the peripheral device includes: at least one of a radio frequency circuit 504, a display screen 505, a camera assembly 506, an audio circuit 507 and a power supply 508.

[0157] The peripheral device interface 503 may be used to connect at least one peripheral device related to I / O (Input / Output) to the processor 501 and the memory 502. In some embodiments, the processor 501, the memory 502, and the peripheral device interface 503 are integrated on the same chip or circuit board; in some other embodiments, any one or two of the processor 501, the memory 502, and the peripheral device interface 503 may be implemented on a separate chip or circuit board, which is not limited in this embodiment.

[0158] The radio frequency circuit 504 is used to receive and transmit RF (Radio Frequency) signals, also known as electromagnetic signals. The radio frequency circuit 504 communicates with the communication network and other communication devices through electromagnetic signals. The radio frequency circuit 504 converts electrical signals into electromagnetic signals for transmission, or converts received electromagnetic signals into electrical signals. Optionally, the radio frequency circuit 504 includes: an antenna system, an RF transceiver, one or more amplifiers, a tuner, an oscillator, a digital signal processor, a codec chipset, a user identity module card, etc. The radio frequency circuit 504 can communicate with other terminal devices through at least one wireless communication protocol. The wireless communication protocol includes but is not limited to: the World Wide Web, a metropolitan area network, an intranet, various generations of mobile communication networks (2G, 3G, 4G and 5G), a wireless local area network and / or a WiFi (Wireless Fidelity) network. In some embodiments, the radio frequency circuit 504 may also include circuits related to NFC (Near Field Communication), which is not limited in this application.

[0159] The display screen 505 is used to display a UI (User Interface). The UI may include graphics, text, icons, videos, and any combination thereof. When the display screen 505 is a touch display screen, the display screen 505 also has the ability to collect touch signals on the surface or above the surface of the display screen 505. The touch signal can be input to the processor 501 as a control signal for processing. At this time, the display screen 505 can also be used to provide virtual buttons and / or virtual keyboards, also known as soft buttons and / or soft keyboards. In some embodiments, the display screen 505 can be one, set on the front panel of the terminal device 500; in other embodiments, the display screen 505 can be at least two, respectively set on different surfaces of the terminal device 500 or in a folding design; in other embodiments, the display screen 505 can be a flexible display screen, set on a curved surface or a folding surface of the terminal device 500. Even, the display screen 505 can also be set to a non-rectangular irregular shape, that is, a special-shaped screen. The display screen 505 can be made of materials such as LCD (Liquid Crystal Display), OLED (Organic Light-Emitting Diode), etc.

[0160] The camera assembly 506 is used to capture images or videos. Optionally, the camera assembly 506 includes a front camera and a rear camera. Typically, the front camera is arranged on the front panel of the terminal device 500, and the rear camera is arranged on the back of the terminal device 500. In some embodiments, there are at least two rear cameras, which are any one of a main camera, a depth of field camera, a wide-angle camera, and a telephoto camera, so as to realize the fusion of the main camera and the depth of field camera to realize the background blur function, the fusion of the main camera and the wide-angle camera to realize the panoramic shooting and VR (Virtual Reality) shooting function or other fusion shooting functions. In some embodiments, the camera assembly 506 may also include a flash. The flash can be a monochrome temperature flash or a dual-color temperature flash. A dual-color temperature flash refers to a combination of a warm light flash and a cold light flash, which can be used for light compensation at different color temperatures.

[0161] The audio circuit 507 may include a microphone and a speaker. The microphone is used to collect sound waves from the user and the environment, and convert the sound waves into electrical signals and input them into the processor 501 for processing, or input them into the radio frequency circuit 504 to achieve voice communication. For the purpose of stereo acquisition or noise reduction, there may be multiple microphones, which are respectively arranged at different parts of the terminal device 500. The microphone may also be an array microphone or an omnidirectional acquisition microphone. The speaker is used to convert the electrical signal from the processor 501 or the radio frequency circuit 504 into sound waves. The speaker may be a traditional film speaker or a piezoelectric ceramic speaker. When the speaker is a piezoelectric ceramic speaker, it can not only convert the electrical signal into sound waves audible to humans, but also convert the electrical signal into sound waves inaudible to humans for purposes such as ranging. In some embodiments, the audio circuit 507 may also include a headphone jack.

[0162] The power supply 508 is used to power various components in the terminal device 500. The power supply 508 can be an alternating current, a direct current, a disposable battery, or a rechargeable battery. When the power supply 508 includes a rechargeable battery, the rechargeable battery can be a wired rechargeable battery or a wireless rechargeable battery. A wired rechargeable battery is a battery charged through a wired line, and a wireless rechargeable battery is a battery charged through a wireless coil. The rechargeable battery can also be used to support fast charging technology.

[0163] In some embodiments, the terminal device 500 further includes one or more sensors 509 . The one or more sensors 509 include, but are not limited to: an acceleration sensor 510 , a gyroscope sensor 511 , a pressure sensor 512 , an optical sensor 513 , and a proximity sensor 514 .

[0164] The acceleration sensor 510 can detect the magnitude of acceleration on the three coordinate axes of the coordinate system established by the terminal device 500. For example, the acceleration sensor 510 can be used to detect the components of gravity acceleration on the three coordinate axes. The processor 501 can control the display screen 505 to display the user interface in a horizontal view or a vertical view according to the gravity acceleration signal collected by the acceleration sensor 510. The acceleration sensor 510 can also be used to collect game or user motion data.

[0165] The gyro sensor 511 can detect the body direction and rotation angle of the terminal device 500, and the gyro sensor 511 can cooperate with the acceleration sensor 510 to collect the user's 3D actions on the terminal device 500. The processor 501 can implement the following functions based on the data collected by the gyro sensor 511: motion sensing (such as changing the UI according to the user's tilt operation), image stabilization during shooting, game control, and inertial navigation.

[0166] The pressure sensor 512 can be set on the side frame of the terminal device 500 and / or the lower layer of the display screen 505. When the pressure sensor 512 is set on the side frame of the terminal device 500, it can detect the user's holding signal of the terminal device 500, and the processor 501 performs left and right hand recognition or shortcut operation according to the holding signal collected by the pressure sensor 512. When the pressure sensor 512 is set on the lower layer of the display screen 505, the processor 501 controls the operability controls on the UI interface according to the user's pressure operation on the display screen 505. The operability controls include at least one of a button control, a scroll bar control, an icon control, and a menu control.

[0167] The optical sensor 513 is used to collect the ambient light intensity. In one embodiment, the processor 501 can control the display brightness of the display screen 505 according to the ambient light intensity collected by the optical sensor 513. Specifically, when the ambient light intensity is high, the display brightness of the display screen 505 is increased; when the ambient light intensity is low, the display brightness of the display screen 505 is reduced. In another embodiment, the processor 501 can also dynamically adjust the shooting parameters of the camera component 506 according to the ambient light intensity collected by the optical sensor 513.

[0168] The proximity sensor 514, also called a distance sensor, is usually arranged on the front panel of the terminal device 500. The proximity sensor 514 is used to collect the distance between the user and the front of the terminal device 500. In one embodiment, when the proximity sensor 514 detects that the distance between the user and the front of the terminal device 500 is gradually decreasing, the processor 501 controls the display screen 505 to switch from the screen-on state to the screen-off state; when the proximity sensor 514 detects that the distance between the user and the front of the terminal device 500 is gradually increasing, the processor 501 controls the display screen 505 to switch from the screen-off state to the screen-on state.

[0169] Those skilled in the art will understand that Figure 5 The structure shown in the figure does not constitute a limitation on the terminal device 500, and may include more or fewer components than shown in the figure, or combine certain components, or adopt a different component arrangement.

[0170] Figure 6This is a schematic diagram of the structure of the server provided in the embodiment of the present application. The server 600 may have relatively large differences due to different configurations or performances, and may include one or more processors (Central Processing Units, CPU) 601 and one or more memories 602, wherein the one or more memories 602 store at least one program code, and the at least one program code is loaded and executed by the one or more processors 601 to implement the vehicle control method provided by the above-mentioned various method embodiments. Of course, the server 600 may also have components such as a wired or wireless network interface, a keyboard, and an input and output interface for input and output. The server 600 may also include other components for implementing device functions, which will not be described in detail here.

[0171] In an exemplary embodiment, a computer-readable storage medium is further provided, in which at least one program code is stored. The at least one program code is loaded and executed by a processor to enable a computer to implement any of the above-mentioned vehicle control methods.

[0172] Optionally, the computer-readable storage medium may be a read-only memory (ROM), a random access memory (RAM), a compact disc (CD-ROM), a magnetic tape, a floppy disk, an optical data storage device, etc.

[0173] In an exemplary embodiment, a computer program or a computer program product is also provided. The computer program or the computer program product stores at least one computer instruction, and the at least one computer instruction is loaded and executed by a processor to enable a computer to implement any of the above-mentioned vehicle control methods.

[0174] It should be noted that the information (including but not limited to user device information, user personal information, etc.), data (including but not limited to data used for analysis, stored data, displayed data, etc.) and signals involved in this application are all authorized by the user or fully authorized by all parties, and the collection, use and processing of relevant data must comply with relevant laws, regulations and standards of relevant countries and regions.

[0175] It should be understood that the "plurality" mentioned in this article refers to two or more. "And / or" describes the association relationship of the 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. The character " / " generally indicates that the associated objects are in an "or" relationship.

[0176] The serial numbers of the above-mentioned embodiments of the present application are for description only and do not represent the advantages or disadvantages of the embodiments.

[0177] The above description is only an exemplary embodiment of the present application and is not intended to limit the present application. Any modifications, equivalent substitutions, improvements, etc. made within the principles of the present application shall be included in the protection scope of the present application.

Claims

1. A vehicle control method, characterized in that: The method comprises: In the case of receiving a signal for stopping acceleration of the vehicle, obtaining the wheel speed of the driving wheel of the vehicle at a reference time, the driving speed of the vehicle at the reference time, and the remaining power of the battery of the vehicle at the reference time, wherein the reference time is the time when the signal for stopping acceleration of the vehicle is received; determining a vehicle speed corresponding to the wheel speed; When the driving speed is the same as the vehicle speed and the remaining power is not greater than a power threshold, calculating a braking torque according to the remaining power and the driving speed, the braking torque being used to offset a mechanical clearance of a transmission system of the vehicle; The vehicle is controlled to generate the braking torque.

2. The method according to claim 1, characterized in that The method further comprises: obtaining the voltage of the vehicle at the reference time; When the driving speed is the same as the vehicle speed and the remaining power is not greater than a power threshold, calculating the magnitude of the braking torque according to the remaining power and the driving speed includes: When the driving speed is the same as the vehicle speed, the remaining power is not greater than the power threshold, and the voltage meets the voltage requirement, the magnitude of the braking torque is calculated according to the remaining power and the driving speed.

3. The method according to claim 1, characterized in that The calculating the magnitude of the braking torque according to the remaining power and the driving speed includes: A torque corresponding to the remaining power and the driving speed is determined as the braking torque.

4. The method according to any one of claims 1 to 3, characterized in that: The method further comprises: Obtaining the wheel diameter of the driving wheel; The determining the vehicle speed corresponding to the wheel speed includes: The vehicle speed is determined according to the wheel diameter of the driving wheel and the wheel speed.

5. The method according to any one of claims 1 to 3, characterized in that: The controlling the vehicle to generate the braking torque comprises: The braking torque is sent to a vehicle controller of the vehicle, and the vehicle controller sends the braking torque to a motor control unit of the vehicle, so that the motor control unit controls the driving motor of the vehicle to generate the braking torque.

6. The method according to any one of claims 1 to 3, characterized in that: The method further comprises: receiving a vehicle deceleration signal; Determining a braking force of a brake pedal of the vehicle according to the vehicle deceleration signal, wherein the braking force is proportional to the deceleration of the vehicle; The calculating the magnitude of the braking torque according to the remaining power and the driving speed includes: The magnitude of the braking torque is calculated according to the remaining power, the driving speed and the braking force.

7. A vehicle control device, characterized in that: The device comprises: an acquisition module, configured to acquire, upon receiving a signal indicating that the vehicle stops accelerating, a wheel speed of a driving wheel of the vehicle at a reference time, a driving speed of the vehicle at the reference time, and a remaining power of a battery of the vehicle at the reference time, wherein the reference time is a time when the signal indicating that the vehicle stops accelerating is received; A determination module, used to determine a vehicle speed corresponding to the wheel speed; The determination module is further configured to calculate a braking torque according to the remaining power and the driving speed when the driving speed is the same as the vehicle speed and the remaining power is not greater than a power threshold, wherein the braking torque is used to offset a mechanical clearance of a transmission system of the vehicle; A control module is used to control the vehicle to generate the braking torque.

8. A computer device, characterized in that: The computer device includes a processor and a memory, wherein the memory stores at least one program code, and the at least one program code is loaded and executed by the processor so that the computer device implements the vehicle control method as described in any one of claims 1 to 6.

9. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores at least one program code, and the at least one program code is loaded and executed by the processor so that the computer implements the vehicle control method as described in any one of claims 1 to 6.

10. A computer program product, characterized in that The computer program product stores at least one computer instruction, and the at least one computer instruction is loaded and executed by a processor so that a computer implements the vehicle control method as claimed in any one of claims 1 to 6.

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