Vehicle control method, vehicle and storage medium

Abstract

The present application provides a vehicle control method, a vehicle and a storage medium, wherein the vehicle comprises a first axle and a second axle, the power source of the first axle comprises a first motor and an engine, and the power source of the second axle comprises a second motor, and the method is applied to the field of vehicles, and the method comprises: when the traction control function is activated, detecting the lateral acceleration and the yaw rate of the vehicle; when detecting that the lateral acceleration exceeds the lateral acceleration threshold value or the yaw rate exceeds the yaw rate threshold value, obtaining the target torque reduction value corresponding to the first axle and the target torque reduction value corresponding to the second axle; according to the target torque reduction value corresponding to the first axle, controlling the torque reduction of the first motor; according to the target torque reduction value corresponding to the second axle, controlling the torque reduction of the second motor. The method can simultaneously reduce the torque of the whole vehicle, improve the driving stability of the vehicle, and reduce the frequency of use of the brakes, thereby protecting the braking system.

Description

Technical Field

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

[0002] In the prior art, when a vehicle encounters wheel slip during steering, the vehicle is prone to yaw. To address this problem, commonly used methods include adjusting the engine's torque output or directly braking the slipping wheels to stop the vehicle from yaw. However, excessive use of the brakes during braking may cause brake wear or even failure. In addition, the engine's response time to torque adjustment is relatively long, which prolongs the vehicle's yaw time and is not conducive to the vehicle's stable driving. Summary of the invention

[0003] The present application provides a vehicle control method, a vehicle and a storage medium, which can simultaneously reduce the torque of the entire vehicle, improve the driving stability of the vehicle, and reduce the frequency of brake use to protect the braking system.

[0004] In a first aspect, a control method for a vehicle is provided, wherein the vehicle comprises a first axle and a second axle, the power source of the first axle comprises a first motor and an engine, and the power source of the second axle comprises a second motor, the method comprising: when a traction control function is activated, detecting a lateral acceleration and a yaw velocity of the vehicle; when it is detected that the lateral acceleration exceeds a lateral acceleration threshold value or the yaw velocity exceeds a yaw velocity threshold value, obtaining a target torque reduction value corresponding to the first axle and a target torque reduction value corresponding to the second axle; wherein the target torque reduction value corresponding to the first axle is a torque value required to reduce the power source of the first axle to stop the vehicle from swaying; the target torque reduction value corresponding to the second axle is a torque value required to reduce the power source of the second axle to stop the vehicle from swaying; according to the target torque reduction value corresponding to the first axle, controlling the first motor to reduce torque; and controlling the second motor to reduce torque according to the target torque reduction value corresponding to the second axle.

[0005] The above technical solution, when the traction control function is activated, determines whether the lateral acceleration of the vehicle exceeds the lateral acceleration threshold value and whether the yaw angle of the vehicle exceeds the yaw angle threshold value to determine whether the vehicle yaws at this time. When the vehicle yaws, that is, the lateral acceleration exceeds the lateral acceleration threshold value and / or the yaw angular velocity exceeds the yaw angular velocity threshold value, obtains the target torque reduction value corresponding to the first axle and the target torque reduction value corresponding to the second axle, and controls the first motor and the second motor to reduce the torque, that is, reduce the torque of the whole vehicle, so as to avoid understeering or skidding of the vehicle due to reducing the torque of only the first motor or the second motor. By reducing the torque of the first motor and the second motor, the response speed of the vehicle to torque adjustment can be improved, and the time when the vehicle yaws can be shortened, which is beneficial to improving the stability of the vehicle; at the same time, the frequency of use of the brakes is reduced to avoid wear and failure of the brakes due to excessive use.

[0006] In combination with the first aspect, in some possible implementations, when it is detected that the lateral acceleration exceeds the lateral acceleration threshold value or the yaw angular velocity exceeds the yaw angular velocity threshold value, the target torque reduction value corresponding to the first axle and the target torque reduction value corresponding to the second axle are obtained, including: when it is detected that the lateral acceleration exceeds the lateral acceleration threshold value or the yaw angular velocity exceeds the yaw angular velocity threshold value, querying a preset correspondence relationship according to the lateral acceleration and the yaw angular velocity to obtain a torque reduction rate; wherein the correspondence relationship is used to describe the relationship between different combinations of the lateral acceleration and the yaw angular velocity and the torque reduction rate; according to the torque reduction rate, determining the target torque reduction value corresponding to the first axle and the target torque reduction value corresponding to the second axle.

[0007] The above technical scheme, by pre-setting the second corresponding relationship, can dynamically determine the torque reduction rate according to the above-mentioned lateral acceleration and yaw angular velocity. This method of determining the torque reduction rate by querying the corresponding relationship can improve the efficiency of determining the torque reduction rate. At the same time, the target torque reduction value corresponding to the first axle and the target torque reduction value corresponding to the second axle are determined according to the torque reduction rate, which also improves the efficiency of determining the target torque reduction value.

[0008] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, in the corresponding relationship, when the lateral acceleration remains unchanged, the yaw angular velocity is positively correlated with the torque reduction rate; when the yaw angular velocity remains unchanged, the lateral acceleration is positively correlated with the torque reduction rate.

[0009] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the first axle is connected to a first wheel, and the second axle is connected to a second wheel. After controlling the first motor to reduce torque according to the target torque reduction value corresponding to the first axle, and controlling the second motor to reduce torque according to the target torque reduction value corresponding to the second axle, it also includes: obtaining the slip rate of the first wheel and the slip rate of the second wheel; if it is detected that the slip rate of the first wheel and / or the slip rate of the second wheel has not decreased within a first preset time, turning off the traction control function and outputting fault information.

[0010] In the above technical solution, after controlling the first motor and the second motor to reduce torque, if the slip rate of the first wheel and / or the slip rate of the second wheel does not decrease within the first preset time, it means that the output torque value of the first motor and / or the second motor causes the vehicle to continue to be in an abnormal state. At this time, the traction control function needs to be turned off immediately and a fault message needs to be output to prevent the vehicle from continuing to be in an abnormal state.

[0011] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the first motor is connected to the engine via a clutch, and if it is detected that the slip rate of the first wheel and / or the slip rate of the second wheel has not decreased within a first preset time, the method also includes: controlling the clutch to disconnect, and controlling the first motor and the second motor to stop torque output.

[0012] In the above technical solution, after controlling the first motor and the second motor to reduce torque, if the slip rate of the first wheel and / or the slip rate of the second wheel does not decrease within the first preset time, it means that the output torque value of the first motor and / or the second motor causes the vehicle to be continuously in an abnormal state. At this time, it is necessary to immediately control the first motor and the second motor to stop torque output, and control the clutch between the engine and the first motor to disconnect, so as to prevent the vehicle from continuing to be in an abnormal state and causing failure of the engine, the first motor, the second motor and the clutch.

[0013] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, when the traction control function is not activated, the virtual accelerator pedal opening of the vehicle is detected; if it is detected that the virtual accelerator pedal opening is not equal to zero, the traction control function is activated.

[0014] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, after activating the traction control function if it is detected that the virtual accelerator pedal opening is not equal to zero opening, it also includes: determining the current driving mode of the vehicle; when the driving mode is a pure electric mode, if it is detected that the virtual accelerator pedal opening is equal to zero opening, turning off the traction control function; when the driving mode is a hybrid mode and the engine participates in torque output, if it is detected that the virtual accelerator pedal opening is equal to zero opening, turning off the traction control function after a second preset time.

[0015] In the above technical solution, since the engine has a slow response time to torque output, if the vehicle's current driving mode is a hybrid mode and the engine participates in torque output, and it is detected that the virtual accelerator pedal opening is equal to zero, the traction control function will be turned off after a second preset time to avoid the vehicle rushing forward due to the traction control function being turned off too quickly, thereby improving the stability of the vehicle; however, compared with the engine, the motor has a faster response speed to torque control, so when the vehicle's current driving mode is a pure electric mode, and it is detected that the virtual accelerator pedal opening is equal to zero, the traction control function can be turned off immediately.

[0016] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, controlling the first motor to reduce torque according to the target torque reduction value corresponding to the first axle includes: obtaining the maximum torque reduction value currently supported by the first motor; if the target torque reduction value corresponding to the first axle is less than the maximum torque reduction value, controlling the first motor to reduce torque according to the target torque reduction value corresponding to the first axle; if the target torque reduction value corresponding to the first axle is equal to the maximum torque reduction value, controlling the first motor to reduce torque according to the maximum torque reduction value; if the target torque reduction value corresponding to the first axle is greater than the maximum torque reduction value, calculating the first difference torque obtained by subtracting the maximum torque reduction value from the target torque reduction value corresponding to the first axle; controlling the first motor to reduce torque according to the maximum torque reduction value, and controlling the engine to reduce torque according to the first difference torque.

[0017] In the above technical solution, if the target torque reduction value is less than the maximum torque reduction value, it means that the torque reduction capacity of the first motor is higher than the demand of the first axle. Therefore, the vehicle can be stopped from yaw by controlling the first motor to reduce torque according to the target torque reduction value. If the target torque reduction value is equal to the maximum torque reduction value, it means that the torque reduction capacity of the first motor just meets the demand of the first axle. Therefore, the vehicle can be stopped from yaw by controlling the first motor to reduce torque according to the maximum torque reduction value. Since the response speed of the motor is fast, when the torque reduction capacity of the first motor is sufficient to meet the demand of the first axle, the first motor is torque controlled, and there is no need to reduce torque on the engine or perform secondary torque distribution, which reduces the time of vehicle yaw and makes the vehicle stop yaw as soon as possible. If the target torque reduction value is greater than the maximum torque reduction value, it means that the torque reduction capacity of the first motor is insufficient to meet the demand of the first axle. Therefore, while controlling the first motor to reduce torque according to the maximum torque reduction value, the engine also needs to be torque reduced to make up for the part that the first motor cannot complete, that is, the above-mentioned first difference torque. Through the above scheme, the torque of the first motor is reduced first. If the torque reduction capacity of the first motor is insufficient, the torque of the engine is reduced to make up for it. Although this method is also a distribution of torque, since the response speed of the motor to torque control is higher than that of the engine, the first motor is given priority to reduce the torque to the maximum extent, which can improve the response speed of the first wheel to torque control to a certain extent, reduce the slip time of the first wheel, and make the vehicle stop swaying as soon as possible, thereby improving driving safety.

[0018] In a second aspect, a control device for a vehicle is provided, wherein the vehicle comprises a first axle and a second axle, the power source of the first axle comprises a first motor and an engine, and the power source of the second axle comprises a second motor, and the device comprises: a detection module, for detecting the lateral acceleration and the yaw angular velocity of the vehicle when a traction control function is activated; an acquisition module, for acquiring a target torque reduction value corresponding to the first axle and a target torque reduction value corresponding to the second axle when it is detected that the lateral acceleration exceeds a lateral acceleration threshold value or the yaw angular velocity exceeds a yaw angular velocity threshold value; wherein the target torque reduction value corresponding to the first axle is a torque value required to reduce the power source of the first axle to stop the vehicle from swaying; the target torque reduction value corresponding to the second axle is a torque value required to reduce the power source of the second axle to stop the vehicle from swaying; a first control module, for controlling the torque reduction of the first motor according to the target torque reduction value corresponding to the first axle; and a second control module, for controlling the torque reduction of the second motor according to the target torque reduction value corresponding to the second axle.

[0019] In combination with the second aspect, in certain implementations of the second aspect, the acquisition module is specifically used to: when it is detected that the lateral acceleration exceeds the lateral acceleration threshold value or the yaw angular velocity exceeds the yaw angular velocity threshold value, obtain the target torque reduction value corresponding to the first axle and the target torque reduction value corresponding to the second axle, including: when it is detected that the lateral acceleration exceeds the lateral acceleration threshold value or the yaw angular velocity exceeds the yaw angular velocity threshold value, query a preset correspondence relationship according to the lateral acceleration and the yaw angular velocity to obtain a torque reduction rate; wherein the correspondence relationship is used to describe the relationship between different combinations of the lateral acceleration and the yaw angular velocity and the torque reduction rate; according to the torque reduction rate, determine the target torque reduction value corresponding to the first axle and the target torque reduction value corresponding to the second axle.

[0020] In combination with the second aspect and the above-mentioned implementation methods, in some implementation methods of the second aspect, in the corresponding relationship, when the lateral acceleration remains unchanged, the yaw angular velocity is positively correlated with the torque reduction rate; when the yaw angular velocity remains unchanged, the lateral acceleration is positively correlated with the torque reduction rate.

[0021] In combination with the second aspect and the above-mentioned implementation methods, in some implementation methods of the second aspect, the device also includes a shutdown module, which is specifically used for: the first axle is connected to the first wheel, the second axle is connected to the second wheel, after controlling the first motor to reduce torque according to the target torque reduction value corresponding to the first axle, and controlling the second motor to reduce torque according to the target torque reduction value corresponding to the second axle, it also includes: obtaining the slip rate of the first wheel and the slip rate of the second wheel; if it is detected that the slip rate of the first wheel and / or the slip rate of the second wheel has not decreased within a first preset time, turning off the traction control function and outputting fault information.

[0022] In combination with the second aspect and the above-mentioned implementation methods, in some implementation methods of the second aspect, the device also includes a third control module, which is specifically used to: the first motor is connected to the engine through a clutch, and if it is detected that the slip rate of the first wheel and / or the slip rate of the second wheel has not decreased within the first preset time, the method also includes: controlling the clutch to disconnect, and controlling the first motor and the second motor to stop torque output.

[0023] In combination with the second aspect and the above-mentioned implementation methods, in some implementation methods of the second aspect, the device also includes an activation module, which is specifically used to: when the traction control function is not activated, detect the virtual accelerator pedal opening of the vehicle; if it is detected that the virtual accelerator pedal opening is not equal to zero, activate the traction control function.

[0024] In combination with the second aspect and the above-mentioned implementation methods, in certain implementation methods of the second aspect, the shutdown module is specifically used to: after activating the traction control function if it is detected that the virtual accelerator pedal opening is not equal to zero opening, it also includes: determining the current driving mode of the vehicle; when the driving mode is a pure electric mode, if it is detected that the virtual accelerator pedal opening is equal to zero opening, turning off the traction control function; when the driving mode is a hybrid mode and the engine participates in torque output, if it is detected that the virtual accelerator pedal opening is equal to zero opening, turning off the traction control function after a second preset time.

[0025] In combination with the second aspect and the above-mentioned implementation methods, in some implementation methods of the second aspect, the first control module is specifically used to: control the first motor to reduce torque according to the target torque reduction value corresponding to the first axle, including: obtaining the maximum torque reduction value currently supported by the first motor; if the target torque reduction value corresponding to the first axle is less than the maximum torque reduction value, control the first motor to reduce torque according to the target torque reduction value corresponding to the first axle; if the target torque reduction value corresponding to the first axle is equal to the maximum torque reduction value, control the first motor to reduce torque according to the maximum torque reduction value; if the target torque reduction value corresponding to the first axle is greater than the maximum torque reduction value, calculate the first difference torque obtained by subtracting the maximum torque reduction value from the target torque reduction value corresponding to the first axle; control the first motor to reduce torque according to the maximum torque reduction value, and control the engine to reduce torque according to the first difference torque.

[0026] In a third aspect, a vehicle is provided, comprising a memory and a processor. The memory is used to store executable program code, and the processor is used to call and run the executable program code from the memory, so that the vehicle executes the method in 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 manner of the first aspect. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] Figure 1 is a schematic flow chart of a vehicle control method provided in an embodiment of the present application;

[0030] Figure 2 is a schematic flow chart of another vehicle control method provided in an embodiment of the present application;

[0031] Figure 3 is a structural schematic diagram of a vehicle control device provided in an embodiment of the present application;

[0032] Figure 4 It is a structural schematic diagram of a vehicle provided in an embodiment of the present application. DETAILED DESCRIPTION

[0033] The technical solution in the present application will be described clearly and in detail below in conjunction with the accompanying drawings. In the description of the embodiments of the present 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 the present application, "multiple" means two or more than two.

[0034] In the following, the terms "first" and "second" are used for descriptive purposes only and are not to be understood as suggesting or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features.

[0035] In the prior art, when the traction control function is activated, the vehicle is already in a state of acceleration and slipping. If the vehicle turns at this time, the vehicle is prone to swaying, or even out of control and tail swinging. Currently, the commonly used methods include adjusting the engine torque output or directly braking the slipping wheels to stop the vehicle from swaying.

[0036] At present, due to the limitation of vehicle models, the engine can be located in the front drive or rear drive of the vehicle, but by adjusting the torque output of the engine, only the torque of the front axle or the rear axle can be adjusted, and it is difficult to adjust the torque output of the whole vehicle. During the steering process of the vehicle, if only the torque of the output shaft where the engine is located is adjusted, it may cause abnormal driving of the vehicle. For example, if only the output torque of the front axle is adjusted, understeering may occur due to insufficient driving force of the front axle. If only the output torque of the rear axle is adjusted, the vehicle may skid due to insufficient driving force of the rear axle. In addition, the engine's response time to torque adjustment is relatively long, which prolongs the time of vehicle swaying, which is not conducive to the stable driving of the vehicle.

[0037] On the other hand, if the slipping wheel is braked directly, excessive use of the brake may cause brake wear or even cause failure during the braking process.

[0038] In order to at least solve the above technical problems, the embodiment of the present application provides a vehicle control method, which is applied to a vehicle, the vehicle includes a first axle and a second axle, the power source of the first axle includes a first motor and an engine, the power source of the second axle includes a second motor, and the first axle is connected to a first wheel, and the second axle is connected to a second wheel. Among the first axle and the second axle, one is a front axle and the other is a rear axle.

[0039] In one possible implementation, the first axle is the front axle, in which case the first motor is the front motor and the first wheel is the front wheel; the second axle is the rear axle, in which case the second motor is the rear motor and the second wheel is the rear wheel.

[0040] In another possible implementation, the first axle is the rear axle, in which case the first motor is the rear motor, the first wheel is the rear wheel, and the second axle is the front axle, in which case the second motor is the front motor, and the second wheel is the front wheel.

[0041] Under the premise that the power source of the front axle or the rear axle is an engine and a motor, the vehicle model is a hybrid vehicle. Generally, a multi-power source traction control system (MPTC) is equipped in the hybrid vehicle. The torque control method in this embodiment can be specifically applied to the MPTC in the vehicle. The MPTC includes a brake control system and a power control system.

[0042] The brake control system determines whether to activate the traction control function by monitoring the wheel slip rate, the torque output of the power system, and the driver's torque request status. The wheel slip rate includes the front wheel slip rate and / or the rear wheel slip rate. If the traction function activation threshold is met, the brake control system sends the target shaft speed of the front axle and / or the rear axle to the power system controller to achieve precise control of the wheel speed. In order to respond to the needs of the traction control function more quickly, the brake control system can integrate the torque calculation part of the traction control function into the motor control unit (MCU) to achieve faster torque control.

[0043] The power control system includes: Vehicle Control Unit (VCU), motor controller MCU and Engine Control Module (ECM). When MPTC activates the traction control function, the power control system responds to the shaft speed control of the braking function system, and the MCU, ECM and VCU jointly complete the torque control.

[0044] Figure 1 It is a schematic flow chart of a vehicle control method provided in an embodiment of the present application.

[0045] For example, Figure 1 As shown, the method 100 includes:

[0046] Step 101 : When the traction control function is activated, the lateral acceleration and the yaw rate of the vehicle are detected.

[0047] Step 102, when it is detected that the lateral acceleration exceeds the lateral acceleration threshold value or the yaw angular velocity exceeds the yaw angular velocity threshold value, obtain the target torque reduction value corresponding to the first axle and the target torque reduction value corresponding to the second axle; wherein the target torque reduction value corresponding to the first axle is the torque value required to reduce the power source of the first axle to stop the vehicle from swaying; the target torque reduction value corresponding to the second axle is the torque value required to reduce the power source of the second axle to stop the vehicle from swaying.

[0048] Step 103, controlling the torque reduction of the first motor according to the target torque reduction value corresponding to the first axle.

[0049] Step 104 , controlling the torque reduction of the second motor according to the target torque reduction value corresponding to the second axle.

[0050] In the embodiment of the present application, when the traction control function is activated, it is necessary to determine whether the lateral acceleration of the vehicle exceeds the lateral acceleration threshold value and whether the yaw angle of the vehicle exceeds the yaw angle threshold value to determine whether the vehicle yaws at this time. When the vehicle yaws, that is, the lateral acceleration exceeds the lateral acceleration threshold value and / or the yaw angular velocity exceeds the yaw angular velocity threshold value, it is necessary to obtain the target torque reduction value corresponding to the first axle and the target torque reduction value corresponding to the second axle, and control the first motor and the second motor to reduce the torque, that is, reduce the torque of the entire vehicle to avoid understeering or skidding of the vehicle due to torque reduction of only the first motor or the second motor. By reducing the torque of the first motor and the second motor, the response speed of the vehicle to torque adjustment can be improved, and the time for the vehicle to yaw can be shortened, which is beneficial to improving the stability of the vehicle; at the same time, the frequency of use of the brakes is reduced to avoid wear and failure of the brakes due to excessive use.

[0051] Below Figure 1The implementation method of each step in the embodiment shown is specifically described:

[0052] As for step 101, it can be understood that whether to activate the traction control function can be determined by judging whether the wheel slip rate exceeds a preset slip rate threshold. The wheel slip rate is used to measure the relative slip degree between the tire and the road surface when the vehicle is braking or accelerating, and is intended to measure whether the vehicle is accelerating and slipping. If the wheel slip rate is greater than the preset slip rate threshold, it is determined that the wheel is slipping at this time.

[0053] The wheels may include a first wheel and a second wheel, wherein the first wheel may include a first left wheel and a first right wheel, and the second wheel may include a second left wheel and a second right wheel, and the wheel slip rate may be the slip rate of the first wheel, or the slip rate of the second wheel, or the average slip rate between the slip rate of the first wheel and the slip rate of the second wheel, wherein the slip rate of the first wheel may be the slip rate of the first left wheel, or the slip rate of the first right wheel, or the average slip rate between the slip rate of the first left wheel and the slip rate of the first right wheel, The slip rate of the second wheel may be the slip rate of the second left wheel, or the slip rate of the second right wheel, or the average slip rate between the slip rate of the second left wheel and the slip rate of the second right wheel. That is to say, the above judgment of whether the wheel slip rate is greater than the preset slip rate threshold is equivalent to judging whether the slip rate of the first wheel is greater than the preset slip rate threshold, judging whether the slip rate of the second wheel is greater than the preset slip rate threshold, and judging whether the average slip rate between the slip rate of the first wheel and the slip rate of the second wheel is greater than the preset slip rate threshold.

[0054] The above-mentioned preset slip rate threshold can be calibrated in advance based on experience, and is intended to measure whether the wheel is slipping. If the wheel slip rate is less than or equal to the preset slip rate threshold, the vehicle runs normally and continues to judge.

[0055] The above-mentioned preset slip rate threshold may include a preset first threshold and a preset second threshold. That is to say, the above-mentioned judgment whether the wheel slip rate exceeds the preset slip rate threshold is equivalent to judging whether the slip rate of the first wheel is greater than the preset first threshold, whether the slip rate of the second wheel is greater than the preset second threshold, and whether the average slip rate between the slip rate of the first wheel and the slip rate of the second wheel is greater than the preset first threshold or the preset second threshold.

[0056] The above-mentioned preset first threshold can be calibrated in advance based on experience, and is intended to measure whether the first wheel is slipping. If the slip rate of the first wheel is less than or equal to the preset first threshold, the vehicle drives normally and continues to judge, or judges whether the slip rate of the second wheel is greater than the preset second threshold.

[0057] The preset second threshold can be pre-calibrated based on experience, and is intended to measure whether the second wheel is slipping. If the slip rate of the second wheel is less than or equal to the preset second threshold, the vehicle drives normally and continues to judge, or judges whether the slip rate of the first wheel is greater than the preset first threshold. The preset first threshold and the preset second threshold can be equal or different, and this embodiment does not limit this.

[0058] The lateral acceleration of the above-mentioned vehicle refers to the acceleration in the direction perpendicular to the driving direction of the vehicle during driving. This acceleration is usually generated when the vehicle turns and is intended to measure whether the vehicle is yawed. The yaw angular velocity of the above-mentioned vehicle refers to the speed at which the vehicle rotates around an axis perpendicular to the longitudinal axis of the vehicle body during lateral movement and is intended to measure whether the vehicle is yawed.

[0059] For step 102, it can be understood that the above-mentioned lateral acceleration threshold value can be pre-calibrated based on experience, aiming to measure whether the vehicle yaws. If the lateral acceleration of the vehicle is less than or equal to the lateral acceleration threshold value, the vehicle drives normally and continues to judge, or judges whether the yaw angular velocity of the vehicle exceeds the yaw angular velocity threshold value.

[0060] The above-mentioned yaw rate threshold value can be calibrated in advance based on experience, aiming to measure whether the vehicle yaws. If the yaw rate of the vehicle is less than or equal to the yaw rate threshold value, the vehicle drives normally and continues to judge, or judges whether the lateral acceleration of the vehicle exceeds the lateral acceleration threshold value.

[0061] The target torque reduction value corresponding to the first axle is: the torque value required to reduce the power source of the first axle to stop the vehicle from swaying, that is, how much the torque of the power source of the first axle needs to be reduced in order to stop the vehicle from swaying.

[0062] The target torque reduction value corresponding to the second axle is: the torque value required to reduce the power source of the second axle to stop the vehicle from swaying, that is, how much the torque of the second motor needs to be reduced in order to stop the vehicle from swaying.

[0063] In some embodiments, when it is detected that the lateral acceleration exceeds the lateral acceleration threshold value or the yaw angular velocity exceeds the yaw angular velocity threshold value, a target torque reduction value corresponding to the first axle and a target torque reduction value corresponding to the second axle are obtained, including: when it is detected that the lateral acceleration exceeds the lateral acceleration threshold value or the yaw angular velocity exceeds the yaw angular velocity threshold value, a preset corresponding relationship is queried according to the lateral acceleration and the yaw angular velocity to obtain a torque reduction rate; wherein the corresponding relationship is used to describe the relationship between different combinations of lateral acceleration and yaw angular velocity and the torque reduction rate; according to the torque reduction rate, the target torque reduction value corresponding to the first axle and the target torque reduction value corresponding to the second axle are determined.

[0064] It can be understood that the above correspondence is a preset correspondence, which is used to describe the relationship between different combinations of lateral acceleration and yaw rate and the torque reduction rate. According to different combinations of lateral acceleration and yaw rate, different torque reduction rates can be obtained by querying the above correspondence. The above torque reduction rate generally refers to the ratio of the torque from a certain initial value to a certain final value.

[0065] In some embodiments, a target torque reduction value corresponding to the first axle and a target torque reduction value corresponding to the second axle are determined according to the torque reduction rate, including: obtaining the current output torque of the first motor, the current output torque of the engine and the current output torque of the second motor; determining the target torque reduction value corresponding to the first axle according to the current output torque of the first motor, the current output torque of the engine and the torque reduction rate; determining the target torque reduction value corresponding to the second axle according to the current output torque of the second motor and the torque reduction rate.

[0066] It is understandable that the current output torque of the first motor and the current output torque of the second motor can be obtained in a variety of ways, including but not limited to: formula calculation method, torque meter or torque meter measurement method, dynamic torque measurement method, rotary encoder method and electromagnetic measurement method. The current output torque of the engine can be obtained in a variety of ways, including but not limited to: torque meter measurement method, engine test bench measurement method and formula calculation method. The embodiment of the present application does not limit the method for obtaining the current output torque of the first motor, the engine and the second motor.

[0067] In some embodiments, the target torque reduction value corresponding to the first axle is determined based on the current output torque of the first motor, the current output torque of the engine and the torque reduction rate, including: calculating the current output torque of the first motor plus the current output torque of the engine to obtain the sum of the torques; calculating the product of the sum of the torques and the torque reduction rate to obtain the target torque reduction value corresponding to the first axle.

[0068] It can be understood that the sum of the current output torque of the first motor and the current output torque of the engine is the current output torque corresponding to the first axle. By multiplying the current output torque corresponding to the first axle by the torque reduction rate, we can get the torque value required to reduce the power source of the first axle in order to stop the vehicle from swaying, that is, the target torque reduction value corresponding to the first axle.

[0069] For example, assuming that the current output torque of the first motor is 600 N·m, the current output torque of the engine is 1000 N·m, and the torque reduction rate is 0.6, the current output torque corresponding to the first axle is the sum of the current output torque of the first motor and the current output torque of the engine, that is, 600 N·m plus 1000 N·m. The current output torque corresponding to the first axle is equal to 1600 N·m. Then, the current output torque corresponding to the first axle is multiplied by the torque reduction rate, that is, 1600 N·m multiplied by 0.6. The target torque reduction value corresponding to the first axle is equal to 960 N·m.

[0070] In some embodiments, the target torque reduction value corresponding to the second axle is determined based on the current output torque of the second motor and the torque reduction rate, including: calculating the product of the current output torque of the second motor and the torque reduction rate to obtain the target torque reduction value corresponding to the second axle.

[0071] It can be understood that by multiplying the current output torque of the second motor by the torque reduction rate, the torque value required to reduce the power source of the second axle in order to stop the vehicle from swaying can be obtained, that is, the target torque reduction value corresponding to the second axle.

[0072] Exemplarily, the current output torque of the second motor is 600 N·m, and the torque reduction rate is 0.6. The current output torque of the second motor is multiplied by the torque reduction rate, that is, 600 N·m multiplied by 0.6, and the target torque reduction value corresponding to the second axle is equal to 360 N·m.

[0073] In some embodiments, in the corresponding relationship, when the lateral acceleration remains unchanged, the yaw rate is positively correlated with the torque reduction rate; when the yaw rate remains unchanged, the lateral acceleration is positively correlated with the torque reduction rate.

[0074] It can be understood that the above correspondence can be used to describe the relationship between different combinations of lateral acceleration and yaw rate and the torque reduction rate. In the above correspondence, when the lateral acceleration remains unchanged, the torque reduction rate gradually increases with the increase of yaw rate; when the yaw rate remains unchanged, the torque reduction rate also gradually increases with the increase of lateral acceleration.

[0075] If the vehicle's current lateral acceleration or yaw rate gradually increases, it means that the vehicle's yaw degree is relatively severe at this time. Therefore, it is necessary to reduce the output torque of the vehicle, that is, gradually increase the torque reduction rate, thereby reducing the driving force on the wheels, and then reduce the vehicle's lateral acceleration and yaw rate, so that the vehicle gradually stabilizes.

[0076] As for step 103 , it can be understood that the first motor is controlled to reduce torque according to the target torque reduction value corresponding to the first axle obtained by the above calculation.

[0077] In some embodiments, the first motor is controlled to reduce torque according to the target torque reduction value corresponding to the first axle, including: obtaining the maximum torque reduction value currently supported by the first motor; if the target torque reduction value corresponding to the first axle is equal to the maximum torque reduction value, then controlling the first motor to reduce torque according to the target torque reduction value corresponding to the first axle.

[0078] It can be understood that the maximum torque reduction value currently supported by the above-mentioned first motor represents the current maximum torque reduction capability of the first motor, which can be understood as: the difference between the current output torque of the first motor and the minimum torque that the first motor can support to output, and the minimum torque that the first motor can support to output can be obtained by referring to the motor manual, or can be obtained through experimental test measurements.

[0079] In the parallel drive mode of the power system of some models, the engine and the motor are connected by a clutch. Before obtaining the minimum torque that the first motor can support output, the maximum load torque that the engine can bear, the maximum negative torque that the first motor can output, and the maximum load torque between the engine and the first motor can be obtained. Among them, the above-mentioned maximum load torque is the maximum torque value that the engine can output, the above-mentioned maximum negative torque is the maximum torque value that the first motor can output when reversing, the above-mentioned maximum load torque is the maximum torque value that can be transmitted between the first motor and the engine, and the above-mentioned maximum load torque between the engine and the first motor can be determined according to the physical capacity limit of the hard link between the engine and the first motor. After that, the absolute value of the maximum negative torque is taken, and after taking the absolute value, the maximum load torque, the maximum load torque and the maximum negative torque after taking the absolute value are compared to obtain the minimum value, and the minimum value is used as the maximum load that the first motor can apply to the engine. When the first motor applies the maximum load to the engine, the actual output torque of the first motor is a negative value, so the negative minimum value can be used as the minimum torque that the first motor can support output. When the first motor outputs a torque value lower than the minimum torque, it is equivalent to the engine being subjected to a load greater than the maximum load. At this time, the engine will stall or even fail. Therefore, the minimum torque that the first motor can support output determined by the above method can avoid failure of the first motor, engine and clutch caused by the first motor outputting a torque value lower than the minimum torque.

[0080] In some embodiments, obtaining the maximum load torque of the engine includes: obtaining the current engine speed, the current fuel supply of the engine, and the current air intake of the engine; and determining the maximum load torque of the engine based on the current engine speed, fuel supply, and air intake.

[0081] It is understandable that the speed of the above-mentioned engine can be read through the tachometer on the dashboard of the vehicle. The tachometer usually displays the current engine speed in revolutions per minute (RPM). It is also possible to use the on-board diagnostic system (OBD) or professional automobile testing equipment to obtain more accurate speed data. The current fuel supply of the above-mentioned engine can be obtained through a fuel flow sensor, which can measure the fuel consumption of the engine during operation in real time. The current intake volume of the above-mentioned engine can be measured by using a flow meter or a vacuum meter, wherein the flow meter can be connected to the intake pipe of the engine to obtain the current intake volume of the engine by measuring the air flow, and the vacuum meter can indirectly calculate the current intake volume of the engine by measuring the vacuum degree in the intake pipe.

[0082] When determining the maximum load torque of the engine, the maximum load torque of the engine can be determined based on the mathematical model used to predict the maximum load torque of the engine and the engine speed, fuel supply and intake volume. When establishing the mathematical model, the output torque of the engine under different working conditions can be obtained through experimental tests, and the obtained speed, fuel supply and intake volume are input into the data fitting software to establish the mathematical model through the fitting algorithm.

[0083] In some embodiments, obtaining the maximum negative torque of the first motor includes: obtaining the current speed of the first motor, the current temperature of the power battery, and the current power of the power battery; and determining the maximum negative torque of the first motor according to the current speed, temperature, and power of the first motor.

[0084] It is understandable that the power battery is a rechargeable device that can store electrical energy and is used to drive the vehicle. The current speed of the motor can be obtained through the motor speed sensor. The current temperature of the power battery can be obtained through the battery temperature sensor. The current power of the power battery (SOC, State of Charge) can be obtained through the battery management system (BMS, Battery Management System), which is a system for managing and monitoring batteries. It ensures the safe, stable and efficient operation of the battery by monitoring the battery status, controlling the charging and discharging process, and protecting the battery safety.

[0085] When determining the maximum negative torque of the first motor, the maximum negative torque of the first motor can be determined based on a mathematical model for predicting the maximum negative torque of the first motor, according to the speed of the first motor, the temperature of the power battery, and the power battery charge. Methods for establishing the above mathematical model include but are not limited to: regression analysis and machine learning algorithms (support vector machines, neural networks, etc.). If the data in the process of establishing the mathematical model is rich enough and easy to organize, a mapping relationship table can be created to facilitate the subsequent direct determination of the maximum negative torque of the first motor. The mapping relationship table is used to represent the maximum negative torque of the first motor under different motor speeds, battery temperatures, and battery charges.

[0086] The maximum load torque between the first motor and the engine represents the maximum torque value that can be transmitted between the first motor and the engine under the premise that the clutch is in an engaged state. The maximum load torque can be measured through experimental tests.

[0087] If the target torque reduction value corresponding to the first axle is equal to the maximum torque reduction value, it means that the maximum torque reduction capacity of the first motor just meets the torque reduction requirement of the first axle. At this time, the vehicle can stop yaw by simply controlling the first motor to reduce torque according to the maximum torque reduction value without controlling the engine to reduce torque. Controlling the first motor to reduce torque according to the maximum torque reduction value can be understood as: controlling the torque reduction amount of the first motor to be equal to the maximum torque reduction value.

[0088] In some embodiments, controlling the first motor to reduce torque according to the maximum torque reduction value includes: obtaining the current output torque of the first motor; calculating the second difference torque obtained by subtracting the maximum torque reduction value from the current output torque of the first motor; and controlling the first motor to output the second difference torque.

[0089] It can be understood that the above-mentioned second differential torque refers to the difference between the current output torque of the first motor and the maximum torque reduction value, which is used to indicate the torque that the first motor should output after the torque reduction. Under the premise that the target torque reduction value corresponding to the first axle is equal to the maximum torque reduction value, the first motor is controlled to output the second differential torque.

[0090] In some embodiments, the first motor is controlled to reduce torque according to the target torque reduction value corresponding to the first axle, including: obtaining the maximum torque reduction value currently supported by the first motor; if the target torque reduction value corresponding to the first axle is less than the maximum torque reduction value, controlling the first motor to reduce torque according to the maximum torque reduction value.

[0091] It is understandable that if the target torque reduction value corresponding to the first axle is less than the maximum torque reduction value, it means that the maximum torque reduction capacity of the first motor is higher than the torque reduction requirement of the first axle. At this time, the vehicle can stop yaw by simply controlling the first motor to reduce torque according to the target torque reduction value without controlling the engine to reduce torque. Controlling the first motor to reduce torque according to the target torque reduction value can be understood as: controlling the torque reduction amount of the first motor to be equal to the target torque reduction value.

[0092] In some embodiments, controlling the first motor to reduce torque according to a target torque reduction value corresponding to the first axle includes: obtaining the current output torque of the first motor; calculating the fourth difference torque obtained by subtracting the target torque reduction value corresponding to the first axle from the current output torque of the first motor; and controlling the first motor to output the fourth difference torque.

[0093] It can be understood that the above-mentioned fourth differential torque refers to the difference between the current output torque of the first motor and the target torque reduction value corresponding to the first axle, which is used to indicate the torque that the first motor should output after the torque reduction. Under the premise that the target torque reduction value corresponding to the first axle is less than the maximum torque reduction value, the first motor is controlled to output the fourth differential torque.

[0094] In some cases, the overall demand of the first axle cannot be met by simply reducing the torque of the first motor. In this case, the torque of the engine must be reduced to stop the vehicle from swaying.

[0095] In some embodiments, the first motor is controlled to reduce torque according to the target torque reduction value corresponding to the first axle, including: obtaining the maximum torque reduction value currently supported by the first motor; if the target torque reduction value corresponding to the first axle is greater than the maximum torque reduction value, then calculating the first difference torque obtained by subtracting the maximum torque reduction value from the target torque reduction value corresponding to the first axle; controlling the first motor to reduce torque according to the maximum torque reduction value, and controlling the engine to reduce torque according to the first difference torque.

[0096] It can be understood that the above-mentioned first difference torque refers to the difference between the target torque reduction value corresponding to the first axle and the maximum torque reduction value, which is used to represent the torque reduction value required by the engine.

[0097] If the target torque reduction value corresponding to the first axle is greater than the maximum torque reduction value, it means that the maximum torque reduction capacity of the first motor is not sufficient to meet the torque reduction demand of the first axle. At this time, on the basis of reducing the torque of the first motor, the torque difference that cannot be met by the first motor is calculated, and the engine is controlled to reduce the torque according to the torque difference, that is, the first motor is controlled to reduce the torque according to the maximum torque reduction value, and the first difference torque between the target torque reduction value and the maximum torque reduction value corresponding to the first axle needs to be calculated, and the engine is controlled to reduce the torque according to the first difference torque. Only then can the vehicle stop yaw.

[0098] In some embodiments, controlling the engine to reduce torque according to the first differential torque includes: obtaining the current output torque of the engine; calculating the third differential torque obtained by subtracting the first differential torque from the current output torque of the engine; and controlling the engine to output the third differential torque.

[0099] It can be understood that the above-mentioned third differential torque refers to the difference between the current output torque of the engine and the first differential torque, which is used to indicate the torque that the engine should output after torque reduction. On the premise that the target torque reduction value corresponding to the first axle is greater than the maximum torque reduction value, in addition to controlling the first motor to reduce the torque according to the maximum torque reduction value, the engine is controlled to output the third differential torque.

[0100] As for step 104 , it can be understood that the second motor is controlled to reduce the torque according to the target torque reduction value corresponding to the second axle obtained by the above calculation.

[0101] In some embodiments, the second motor is controlled to reduce torque according to the target torque reduction value corresponding to the second axle, including: obtaining the current output torque of the second motor; calculating the fifth difference torque obtained by subtracting the target torque reduction value corresponding to the second axle from the current output torque of the second motor; and controlling the second motor to output the fifth difference torque.

[0102] It can be understood that the above-mentioned fifth differential torque refers to the difference between the current output torque of the second motor and the target torque reduction value of the second motor, which is used to indicate the torque that the second motor should output after the torque reduction, and controls the second motor to output the fifth differential torque after the torque reduction.

[0103] When the vehicle's driving mode is a hybrid mode, the vehicle's power sources include an engine and a first motor. For the engine, the torque direction of the engine cannot be changed before passing through the transmission. For the motor, the torque direction of the motor can be changed without passing through the transmission. Since the traction control in this embodiment requires the motor controller to perform a large number of calculations, in order to avoid errors in the motor controller during the calculation process, resulting in the motor executing an erroneous torque value and causing the vehicle to be in an abnormal state, the braking system needs to monitor the torque output by the motor in real time. When it is monitored that the torque output by the motor causes the wheel slip rate to increase, the braking system needs to stop the traction control function, report a fault, and stop the torque output of the motor.

[0104] In some embodiments, the first axle is connected to the first wheel, and the second axle is connected to the second wheel. After controlling the first motor to reduce torque according to the target torque reduction value corresponding to the first axle, and controlling the second motor to reduce torque according to the target torque reduction value corresponding to the second axle, it also includes: obtaining the slip rate of the first wheel and the slip rate of the second wheel; if it is detected that the slip rate of the first wheel and / or the slip rate of the second wheel has not decreased within a first preset time, turning off the traction control function and outputting fault information.

[0105] It is understandable that the first preset time can be pre-calibrated based on experience, in order to measure whether the slip rate of the first wheel and / or the slip rate of the second wheel decreases. Optionally, the first preset time can be calibrated to 500ms. If the slip rate of the first wheel and / or the slip rate of the second wheel increases or remains unchanged within 500ms, it means that the first motor and / or the second motor is currently executing an incorrect torque value. At this time, the traction control function needs to be immediately turned off and a fault message is output. It should be noted that this example only takes the first preset time calibrated to 500ms as an example, and is not limited to this in the specific implementation.

[0106] The above-mentioned methods of outputting fault information include but are not limited to voice reminders, vibration reminders and pop-up reminders; the above-mentioned reminder information can be output using the display on the vehicle, and the above-mentioned display includes but is not limited to HUT (Head Unit Terminal, on-board host), auxiliary instrument and HUD (Head-Up Display, head-up display), and can also be other displays that can output reminder information. There is no limitation on the choice of display in the embodiment of the present application.

[0107] In some embodiments, the first motor is connected to the engine via a clutch. If it is detected that the slip rate of the first wheel and / or the slip rate of the second wheel has not decreased within a first preset time, it also includes: controlling the clutch to disconnect, and controlling the first motor and the second motor to stop torque output.

[0108] It is understandable that the above-mentioned first preset time can be calibrated in advance based on experience, aiming to measure whether the slip rate of the first wheel and / or the slip rate of the second wheel decreases. Optionally, the first preset time can be calibrated to 500ms. If the slip rate of the first wheel and / or the slip rate of the second wheel increases or remains unchanged within 500ms, it means that the first motor and / or the second motor are currently executing an incorrect torque value, and it is necessary to stop the torque output of the first motor and the second motor, and disconnect the clutch between the engine and the first motor, so that the clutch is in a disengaged state, to avoid engine, first motor and clutch failures caused by the first motor continuously outputting an incorrect torque value. It should be noted that in this example, the first preset time is calibrated to 500ms as an example, and it is not limited to this in the specific implementation.

[0109] The above-mentioned first preset time can be counted from the start time of controlling the torque value after the first motor and the second motor output torque reduction, or can be counted from a certain moment in the process of controlling the torque value after the first motor and the second motor output torque reduction. The embodiment of the present application is not limited to this.

[0110] In some embodiments, when the clutch is in an engaged state, the engine speed reduction rate is obtained; if the speed reduction rate is greater than a preset reduction rate threshold, the clutch is controlled to switch from an engaged state to a disengaged state.

[0111] It is understandable that the state of the clutch can be divided into an engaged state and a disengaged state. The method for obtaining the engine speed reduction rate can include a direct measurement method, which is to install a speed sensor on the engine, detect the engine speed in real time, and calculate the engine speed reduction rate by recording the engine speed at different times.

[0112] The above-mentioned preset descent rate threshold can be pre-calibrated based on experience, and is intended to measure whether the engine speed is too fast. If the engine speed descent rate is less than or equal to the preset descent rate threshold, the judgment continues.

[0113] During the torque reduction process of the first motor, if the current output torque of the first motor is lower than the maximum negative torque of the first motor, it means that the engine is subjected to a load greater than the maximum load torque. At this time, the engine speed will decrease, that is, the engine speed reduction rate will increase. If the engine speed reduction rate is greater than the preset reduction rate threshold, the vehicle controller needs to limit the motor controller to execute negative torque drag. That is to say, when the engine speed reduction rate is greater than the preset reduction rate threshold, the clutch between the engine and the first motor needs to be disconnected immediately so that the clutch is in a disengaged state to avoid stalling or even failure due to engine overload. At this time, the first motor no longer drives the vehicle, but due to inertia or other mechanical reasons, the first motor may continue to rotate at the moment of clutch disengagement, but will not drive the vehicle forward.

[0114] In some embodiments, when the traction control function is not activated, the virtual accelerator pedal opening of the vehicle is detected; if it is detected that the virtual accelerator pedal opening is not equal to zero, the traction control function is activated.

[0115] It can be understood that when the vehicle has not yet skidded or yawed, that is, when the traction control function is not activated, the braking system can confirm whether the traction control function is activated by monitoring the virtual accelerator pedal opening state. When it is detected that the virtual accelerator pedal opening is not equal to zero, the traction control function is activated to stop the vehicle from skidding or yawing as soon as possible.

[0116] The above virtual accelerator pedal opening is issued by the VCU, including: the driver's request through the accelerator pedal and the throttle request issued by the cruise control (CC, Cruise Control) or adaptive cruise control (ACC, Adaptive Cruise Control) system. The VCU takes the driver's accelerator pedal request and the CC / ACC throttle request into consideration, and calculates the final virtual accelerator pedal opening according to the current state of the vehicle (such as vehicle speed, engine speed, etc.).

[0117] If the calculated final virtual accelerator pedal opening is not equal to zero, the braking system continues to maintain the activation of the traction control function; if the calculated final virtual accelerator pedal opening is equal to zero, the braking system limits the activation of the traction control function.

[0118] Since there is a certain delay in the engine's torque output, the braking system will monitor the vehicle's current driving mode, confirm the current power source of the vehicle, and determine the time to turn off the traction control function based on the vehicle's current driving mode.

[0119] In some embodiments, after activating the traction control function if it is detected that the virtual accelerator pedal opening is not equal to zero, it also includes: determining the current driving mode of the vehicle; when the driving mode is a pure electric mode, and if it is detected that the virtual accelerator pedal opening is equal to zero, the traction control function is turned off; when the driving mode is a hybrid mode and the engine participates in the torque output, if it is detected that the virtual accelerator pedal opening is equal to zero, the traction control function is turned off after a second preset time.

[0120] It can be understood that when the vehicle's current driving mode is pure electric mode, during the execution of the traction control function, if it is detected that the virtual accelerator pedal opening is equal to zero, the traction control function will be immediately turned off; when the vehicle's current driving mode is hybrid mode and the engine participates in torque output, if it is detected that the virtual accelerator pedal opening is equal to zero, the traction control function will be turned off after a second preset time to avoid the vehicle rushing forward due to turning off the traction control function too quickly.

[0121] The second preset time can be calibrated in advance based on experience, in order to measure whether the traction control function can be turned off at present. Optionally, the second preset time can be calibrated to 200ms. When the current driving mode of the vehicle is the hybrid mode and the engine is involved in the torque output, if the virtual accelerator pedal opening is zeroed, the traction control function will still maintain control within 200ms after the virtual accelerator pedal opening is zeroed, and the traction control function will be turned off after 200ms. It should be noted that this example only takes the second preset time calibrated to 200ms as an example, and is not limited to this in the specific implementation.

[0122] Figure 2 It is a schematic flow chart of another vehicle control method provided in an embodiment of the present application.

[0123] For example, Figure 2 As shown, the method 200 includes:

[0124] In step 201 , the braking system monitors the lateral acceleration and yaw rate of the vehicle.

[0125] Step 202: determine whether the lateral acceleration exceeds a lateral acceleration threshold value or the yaw angular velocity exceeds a yaw angular velocity threshold value.

[0126] In step 203 , the braking system switches the control target to limiting yaw, and reduces the vehicle torque through a torque request until the vehicle no longer yaws.

[0127] It can be understood that when the lateral acceleration exceeds the lateral acceleration threshold value or the yaw angular velocity exceeds the yaw angular velocity threshold value, the braking system switches the control mode target from improving acceleration performance to limiting yaw, and uses the above-mentioned torque control scheme to reduce the torque of the entire vehicle by requesting a torque reduction, so that the overall torque of the vehicle is reduced until the vehicle no longer yaws.

[0128] Step 204 : The vehicle stops yaw and the control target is switched to improving acceleration performance.

[0129] It can be understood that the vehicle stops yaw, which is equivalent to the lateral acceleration not exceeding the lateral acceleration threshold value and the yaw angular velocity not exceeding the yaw angular velocity threshold value. After the vehicle stops yaw, the braking system switches the control mode target from limiting yaw to improving acceleration performance, stops the above torque control scheme, and the vehicle gradually returns to normal driving state.

[0130] In the above technical solution, when the traction control function is activated, incorrect torque control may cause vehicle jerking, vehicle power loss, and vehicle swaying. In order to avoid the above problems, it is necessary to add a safety control strategy during the traction control process. By adjusting the torque of the whole vehicle, not only the risk of torque loss of control is reduced, but also the frequency of brake use is reduced, the braking system is protected, the driving safety and stability of the vehicle are effectively improved, and the safety of the driver's life and property is further improved.

[0131] Figure 3 It is a structural schematic diagram of a vehicle control device provided in an embodiment of the present application.

[0132] For example, Figure 3 As shown, the device 300 includes:

[0133] The detection module 301 is used to detect the lateral acceleration and the yaw rate of the vehicle when the traction control function is activated.

[0134] The acquisition module 302 is used to acquire the target torque reduction value corresponding to the first axle and the target torque reduction value corresponding to the second axle when it is detected that the lateral acceleration exceeds the lateral acceleration threshold value or the yaw angular velocity exceeds the yaw angular velocity threshold value; wherein the target torque reduction value corresponding to the first axle is the torque value required to reduce the power source of the first axle to stop the vehicle from swaying; the target torque reduction value corresponding to the second axle is the torque value required to reduce the power source of the second axle to stop the vehicle from swaying.

[0135] The first control module 303 is used to control the torque reduction of the first motor according to the target torque reduction value corresponding to the first axle.

[0136] The second control module 304 is used to control the torque reduction of the second motor according to the target torque reduction value corresponding to the second axle.

[0137] In a possible implementation, the acquisition module is specifically used to: when it is detected that the lateral acceleration exceeds the lateral acceleration threshold value or the yaw angular velocity exceeds the yaw angular velocity threshold value, obtain the target torque reduction value corresponding to the first axle and the target torque reduction value corresponding to the second axle, including: when it is detected that the lateral acceleration exceeds the lateral acceleration threshold value or the yaw angular velocity exceeds the yaw angular velocity threshold value, query a preset corresponding relationship according to the lateral acceleration and the yaw angular velocity to obtain the torque reduction rate; wherein the corresponding relationship is used to describe the relationship between different combinations of lateral acceleration and yaw angular velocity and the torque reduction rate; according to the torque reduction rate, determine the target torque reduction value corresponding to the first axle and the target torque reduction value corresponding to the second axle.

[0138] In a possible implementation, in the corresponding relationship, when the lateral acceleration remains unchanged, the yaw angular velocity is positively correlated with the torque reduction rate; when the yaw angular velocity remains unchanged, the lateral acceleration is positively correlated with the torque reduction rate.

[0139] In a possible implementation, the device also includes a shutdown module, which is specifically used to: connect the first axle to the first wheel, and the second axle to the second wheel, and after controlling the first motor to reduce torque according to the target torque reduction value corresponding to the first axle, and controlling the second motor to reduce torque according to the target torque reduction value corresponding to the second axle, it also includes: obtaining the slip rate of the first wheel and the slip rate of the second wheel; if it is detected that the slip rate of the first wheel and / or the slip rate of the second wheel has not decreased within a first preset time, the traction control function is turned off and fault information is output.

[0140] In one possible implementation, the device also includes a third control module, which is specifically used to: the first motor is connected to the engine via a clutch, and if it is detected that the slip rate of the first wheel and / or the slip rate of the second wheel has not decreased within the first preset time, the method also includes: controlling the clutch to disconnect, and controlling the first motor and the second motor to stop torque output.

[0141] In a possible implementation, the device also includes an activation module, which is specifically used to: when the traction control function is not activated, detect the virtual accelerator pedal opening of the vehicle; if it is detected that the virtual accelerator pedal opening is not equal to zero, activate the traction control function.

[0142] In one possible implementation, the shutdown module is specifically used to: after activating the traction control function if it is detected that the virtual accelerator pedal opening is not equal to zero, it also includes: determining the current driving mode of the vehicle; when the driving mode is a pure electric mode, if it is detected that the virtual accelerator pedal opening is equal to zero, then turning off the traction control function; when the driving mode is a hybrid mode and the engine participates in the torque output, if it is detected that the virtual accelerator pedal opening is equal to zero, then turning off the traction control function after a second preset time.

[0143] In one possible implementation, the first control module is specifically used to: control the torque reduction of the first motor according to the target torque reduction value corresponding to the first axle, including: obtaining the maximum torque reduction value currently supported by the first motor; if the target torque reduction value corresponding to the first axle is less than the maximum torque reduction value, controlling the first motor to reduce torque according to the target torque reduction value corresponding to the first axle; if the target torque reduction value corresponding to the first axle is equal to the maximum torque reduction value, controlling the first motor to reduce torque according to the maximum torque reduction value; if the target torque reduction value corresponding to the first axle is greater than the maximum torque reduction value, calculating the first difference torque obtained by subtracting the maximum torque reduction value from the target torque reduction value corresponding to the first axle; controlling the first motor to reduce torque according to the maximum torque reduction value, and controlling the engine to reduce torque according to the first difference torque.

[0144] Figure 4 It is a structural schematic diagram of a vehicle provided in an embodiment of the present application.

[0145] For example, Figure 4 As shown, the vehicle 400 includes: a memory 401 and a processor 402, wherein the memory 401 stores an executable program code 4011, and the processor 402 is used to call and execute the executable program code 4011 to perform a vehicle control method.

[0146] In addition, an embodiment of the present application also protects a device, which may include a memory and a processor, wherein the memory stores an executable program code, and the processor is used to call and execute the executable program code to execute a vehicle control method provided by an embodiment of the present application.

[0147] In this embodiment, the functional modules of the device can be divided according to the above method example. For example, each functional module can be corresponded, or two or more functions can be integrated into one processing module. The above integrated module can be implemented in the form of hardware. It should be noted that the division of modules in this embodiment is schematic and is only a logical function division. There may be other division methods in actual implementation.

[0148] In the case of dividing each functional module according to each function, the device may also include a detection module, an acquisition module, a first control module, a second 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, which will not be repeated here.

[0149] 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.

[0150] In the case of an integrated unit, the device may include a processing module and a storage module. When the device is applied to a vehicle, the processing module may be used to control and manage the actions of the vehicle. The storage module may be used to support the vehicle in executing related program codes, etc.

[0151] The processing module may be a processor or a controller, which may implement or execute various exemplary logic blocks, modules and circuits shown in combination with the contents disclosed in this application. The processor may also be a combination that implements computing functions, such as a combination of one or more microprocessors, a combination of digital signal processing (DSP) and a microprocessor, etc. The storage module may be a memory.

[0152] In addition, the device provided in the embodiments of the present application may specifically be a chip, a component or a module, and the chip may include a connected processor and a 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 embodiments.

[0153] This embodiment also provides a computer-readable storage medium, in which a computer program code is stored. When the computer program code is run on a computer, the computer executes the above-mentioned related method steps to implement a vehicle control method provided by the above embodiment.

[0154] This embodiment also provides a computer program product. When the computer program product is run on a computer, the computer is caused to execute the above-mentioned related steps to implement a vehicle control method provided by the above-mentioned embodiment.

[0155] Among them, the device, computer-readable storage medium, computer program product or chip provided in this embodiment is used to execute the corresponding method provided above. Therefore, the beneficial effects that can be achieved can refer to the beneficial effects in the corresponding method provided above, and will not be repeated here.

[0156] 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 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.

[0157] In the embodiments provided in the present 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 only schematic, for example, the division of modules or units is only a logical function division, and there may be other division methods in actual implementation, 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.

[0158] The above contents are only specific implementation methods of the present application, but the protection scope of the present application is not limited thereto. Any technician familiar with the technical field can easily think of changes or substitutions within the technical scope disclosed in the present application, which should be included in the protection scope of the present application. Therefore, the protection scope of the present application should be based on the protection scope of the claims.

Claims

1. A vehicle control method, characterized in that: The vehicle comprises a first axle and a second axle, the power source of the first axle comprises a first motor and an engine, the power source of the second axle comprises a second motor, and the method comprises: detecting a lateral acceleration of the vehicle and a yaw rate of the vehicle when a traction control function is activated; When it is detected that the lateral acceleration exceeds the lateral acceleration threshold value or the yaw angular velocity exceeds the yaw angular velocity threshold value, a target torque reduction value corresponding to the first axle and a target torque reduction value corresponding to the second axle are obtained; wherein the target torque reduction value corresponding to the first axle is a torque value required to reduce the power source of the first axle to stop the vehicle from swaying; and the target torque reduction value corresponding to the second axle is a torque value required to reduce the power source of the second axle to stop the vehicle from swaying; Obtaining a maximum torque reduction value currently supported by the first motor; If the target torque reduction value corresponding to the first axle is less than the maximum torque reduction value, controlling the first motor to reduce torque according to the target torque reduction value corresponding to the first axle; If the target torque reduction value corresponding to the first axle is equal to the maximum torque reduction value, controlling the first motor to reduce torque according to the maximum torque reduction value; If the target torque reduction value corresponding to the first axle is greater than the maximum torque reduction value, a first difference torque is obtained by subtracting the maximum torque reduction value from the target torque reduction value corresponding to the first axle; Controlling the first motor to reduce torque according to the maximum torque reduction value, and controlling the engine to reduce torque according to the first differential torque; The second motor is controlled to reduce torque according to the target torque reduction value corresponding to the second axle.

2. The method according to claim 1, characterized in that When it is detected that the lateral acceleration exceeds a lateral acceleration threshold value or the yaw angular velocity exceeds a yaw angular velocity threshold value, acquiring a target torque reduction value corresponding to the first axle and a target torque reduction value corresponding to the second axle, comprises: When it is detected that the lateral acceleration exceeds the lateral acceleration threshold value or the yaw angular velocity exceeds the yaw angular velocity threshold value, a preset corresponding relationship is queried according to the lateral acceleration and the yaw angular velocity to obtain a torque reduction rate; wherein the corresponding relationship is used to describe the relationship between different combinations of the lateral acceleration and the yaw angular velocity and the torque reduction rate; According to the torque reduction rate, a target torque reduction value corresponding to the first axle and a target torque reduction value corresponding to the second axle are determined.

3. The method according to claim 2, characterized in that In the corresponding relationship, when the lateral acceleration remains unchanged, the yaw angular velocity is positively correlated with the torque reduction rate; when the yaw angular velocity remains unchanged, the lateral acceleration is positively correlated with the torque reduction rate.

4. The method according to claim 1, characterized in that The first axle is connected to a first wheel, the second axle is connected to a second wheel, and after controlling the first motor to reduce torque according to the target torque reduction value corresponding to the first axle, and controlling the second motor to reduce torque according to the target torque reduction value corresponding to the second axle, the method further includes: acquiring a slip rate of the first wheel and a slip rate of the second wheel; If it is detected that the slip rate of the first wheel and / or the slip rate of the second wheel does not decrease within a first preset time, the traction control function is turned off and fault information is output.

5. The method according to claim 4, characterized in that The first motor is connected to the engine via a clutch. If it is detected that the slip rate of the first wheel and / or the slip rate of the second wheel does not decrease within a first preset time, the method further includes: The clutch is controlled to be disconnected, and the first motor and the second motor are controlled to stop outputting torque.

6. The method according to claim 1, characterized in that The method further comprises: When the traction control function is not activated, detecting a virtual accelerator pedal opening of the vehicle; If it is detected that the virtual accelerator pedal opening is not equal to zero, the traction control function is activated.

7. The method according to claim 6, characterized in that After activating the traction control function if it is detected that the virtual accelerator pedal opening is not equal to zero opening, the method further includes: determining a current driving mode of the vehicle; When the driving mode is the pure electric mode, if it is detected that the virtual accelerator pedal opening is equal to zero, turning off the traction control function; When the driving mode is the hybrid mode and the engine participates in the torque output, if it is detected that the virtual accelerator pedal opening is equal to zero, the traction control function is turned off after a second preset time.

8. 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.

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

Images