Vehicle control method, vehicle and storage medium

Abstract

The present application provides a vehicle control method, a vehicle and a storage medium, the vehicle includes an axle, the power source of the axle includes a motor and an engine, the motor and the engine are connected by a clutch, the method is applied to the vehicle field, the method includes: if it is detected that the slip rate of the wheel connected to the axle is greater than a preset slip rate threshold, then the maximum load torque of the engine is obtained; the maximum negative torque of the motor is obtained; the maximum load torque between the motor and the engine is obtained; according to the maximum load torque, the maximum negative torque and the maximum load torque, the execution limit value of the motor is determined; according to the execution limit value, the motor is controlled to reduce torque so that the wheel stops slipping. The method can meet the torque reduction requirements of the vehicle while reducing the braking impact on the engine.

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] At present, hybrid vehicles are usually equipped with two power sources: an engine and an electric motor. When the wheels of the vehicle slip, the engine and the electric motor can work together to meet the vehicle's torque reduction requirements to stop the wheels from slipping. However, when the engine and the electric motor are connected through a clutch, the engine may be subjected to a large braking shock during the process of reducing the torque of the electric motor. Summary of the invention

[0003] The present application provides a vehicle control method, a vehicle and a storage medium, which can meet the vehicle's torque reduction requirements while reducing the braking impact on the engine.

[0004] In a first aspect, a vehicle control method is provided, wherein the vehicle comprises an axle, the power source of the axle comprises a motor and an engine, the motor and the engine are connected via a clutch, the method comprising: if it is detected that the slip rate of the wheel connected to the axle is greater than a preset slip rate threshold, obtaining the maximum load torque of the engine; wherein the maximum load torque is the maximum torque value that the engine can output; obtaining the maximum negative torque of the motor; wherein the maximum negative torque is the maximum torque value that the motor can output when reversing; obtaining the maximum load torque between the motor and the engine; wherein the maximum load torque is the maximum torque value that can be transmitted between the motor and the engine when the clutch is in an engaged state; determining the execution limit value of the motor based on the maximum load torque, the maximum negative torque and the maximum load torque; and controlling the motor to reduce torque based on the execution limit value so that the wheel stops slipping.

[0005] In the above technical solution, when the slip rate of the wheel connected to the axle is greater than the preset slip rate threshold, torque reduction control is required to stop the wheel from slipping. Since the motor responds faster to the torque control during vehicle braking, the torque reduction speed of the motor is faster. However, since the motor and the engine are connected through a clutch, if the motor continuously outputs too low a torque value, which is equivalent to continuously applying too large a load to the engine, the engine will be subjected to a large braking shock. Therefore, the maximum load torque of the engine, the maximum negative torque of the motor and the maximum load torque between the motor and the engine are obtained, and the execution limit value of the motor is determined according to the maximum load torque, the maximum negative torque and the maximum load torque. In the process of determining the execution limit value, not only the torque output capacity limit of the motor itself, but also the load bearing capacity limit of the engine itself are taken into account, and the torque transmission capacity limit between the engine and the motor is also taken into account, so as to achieve the purpose of stopping the wheel from slipping on the basis of reducing the braking shock on the engine.

[0006] In combination with the first aspect, in some possible implementations, the execution limit value of the motor is determined based on the maximum load torque, the maximum negative torque and the maximum load torque, including: taking the absolute value of the maximum negative torque, and comparing the maximum load torque, the maximum load torque and the maximum negative torque after taking the absolute values ​​to obtain a minimum value; and determining the negative minimum value as the execution limit value of the motor.

[0007] The above technical solution first takes the absolute value of the maximum negative torque, then compares the maximum load torque, the maximum load torque and the maximum negative torque after taking the absolute value to obtain the minimum value, and finally determines the negative minimum value as the execution limit value of the motor. This method of determining the execution limit value can take into account both the output torque value of the motor and the load value borne by the engine, while protecting the normal output of the engine and the motor.

[0008] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, obtaining the maximum load torque of the engine includes: obtaining the current speed of the engine, the current fuel supply of the engine, and the current air intake of the engine; determining the maximum load torque of the engine based on the current speed of the engine, the fuel supply, and the air intake.

[0009] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, obtaining the maximum negative torque of the motor includes: obtaining the current speed of the motor, the current temperature of the power battery, and the current power of the power battery; determining the maximum negative torque of the motor according to the current speed of the motor, the temperature, and the power.

[0010] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, when the state of the clutch is in the engaged state, the speed reduction rate of the engine is obtained; if the speed reduction rate is greater than the preset reduction rate threshold, the clutch is controlled to switch from the engaged state to the disengaged state.

[0011] In the above technical solution, when the engine speed reduction rate is greater than the preset reduction rate threshold, it means that the load borne by the engine has exceeded the maximum load torque. At this time, disconnecting the clutch is helpful to avoid engine stalling or failure caused by overload.

[0012] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, controlling the motor to reduce torque according to the execution limit value so that the wheel stops slipping includes: obtaining the current output torque of the motor; calculating the maximum torque reduction value of the motor by subtracting the execution limit value from the current output torque of the motor; obtaining the target torque reduction value corresponding to the axle; the target torque reduction value corresponding to the axle is the torque value required to reduce the power source of the axle in order to stop the wheel from slipping; if the target torque reduction value corresponding to the axle is less than or equal to the maximum torque reduction value, controlling the motor to reduce torque so that the wheel stops slipping.

[0013] The above technical solution obtains the current output torque of the motor and calculates the difference between the current output torque of the motor and the execution limit value to obtain the maximum torque reduction value of the motor. If the target torque reduction value corresponding to the axle is less than or equal to the maximum torque reduction value, it means that the maximum torque reduction capacity of the motor can meet the needs of the axle. Since the response speed and accuracy of the motor are higher than those of the engine when outputting torque, the torque of the motor is reduced. There is no need to reduce the torque of the engine or perform secondary torque distribution, which reduces the wheel slip time and enables the wheel to stop slipping faster.

[0014] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, if the target torque reduction value corresponding to the axle is greater than the maximum torque reduction value, the target torque reduction value corresponding to the axle is calculated minus the maximum torque reduction value to obtain a first difference torque; the motor is controlled to reduce torque according to the maximum torque reduction value, and the engine is controlled to reduce torque according to the first difference torque, so that the wheel stops slipping.

[0015] In the above technical solution, if the target torque reduction value corresponding to the axle is greater than the maximum torque reduction value, it means that the torque reduction capacity of the motor is not enough to meet the needs of the axle. Therefore, while controlling the motor to reduce torque according to the maximum torque reduction value, the engine also needs to reduce torque to make up for the part that the motor cannot complete, that is, the first difference torque mentioned above. Through the above solution, the motor is first torque-reduced. If the motor's torque reduction capacity is insufficient, the engine is then torque-reduced to make up for it. Although this method is also a distribution of torque, since the motor's response speed to torque control is higher than that of the engine, the motor is given priority to reduce torque to the maximum extent, which can improve the wheel's response speed to torque control to a certain extent, reduce the wheel slip time, and make the wheel stop slipping as soon as possible, thereby improving driving safety.

[0016] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, if the target torque reduction value corresponding to the axle is less than or equal to the maximum torque reduction value, the motor is controlled to reduce the torque so that the wheel stops slipping, including: if the target torque reduction value corresponding to the axle is equal to the maximum torque reduction value, the motor is controlled to reduce the torque according to the maximum torque reduction value so that the wheel stops slipping; if the target torque reduction value corresponding to the axle is less than the maximum torque reduction value, the motor is controlled to reduce the torque according to the target torque reduction value corresponding to the axle so that the wheel stops slipping.

[0017] In the above technical solution, if the target torque reduction value is equal to the maximum torque reduction value, it means that the torque reduction capacity of the motor just meets the needs of the axle. Therefore, the motor can be controlled to reduce the torque according to the maximum torque reduction value to stop the wheel from slipping. If the target torque reduction value is less than the maximum torque reduction value, it means that the motor's torque reduction capacity is higher than the needs of the axle. Therefore, the motor can be controlled to reduce the torque according to the target torque reduction value to stop the wheel from slipping. Since the motor has a fast response speed, when the motor's torque reduction capacity is sufficient to meet the needs of the axle, the motor is only torque controlled to stop the wheel from slipping as soon as possible, thereby improving driving safety.

[0018] In a second aspect, a control device for a vehicle is provided, wherein the vehicle includes an axle, and the power source of the axle includes a motor and an engine, wherein the motor is connected to the engine via a clutch, and the device includes: a first acquisition module, for acquiring the maximum load torque of the engine if it is detected that the slip rate of the wheel connected to the axle is greater than a preset slip rate threshold; wherein the maximum load torque is the maximum torque value that the engine can output; a second acquisition module, for acquiring the maximum negative torque of the motor; wherein the maximum negative torque is the maximum torque value that the motor can output when reversing; a third acquisition module, for acquiring the maximum load torque between the motor and the engine; wherein the maximum load torque is the maximum torque value that can be transmitted between the motor and the engine when the clutch is in an engaged state; a determination module, for determining the execution limit value of the motor based on the maximum load torque, the maximum negative torque and the maximum load torque; and a control module, for controlling the motor to reduce torque based on the execution limit value so that the wheel stops slipping.

[0019] In combination with the second aspect, in certain implementations of the second aspect, the determination mode is specifically used to: determine the execution limit value of the motor based on the maximum load torque, the maximum negative torque and the maximum load torque, including: taking the absolute value of the maximum negative torque, and comparing the maximum load torque, the maximum load torque and the maximum negative torque after taking the absolute value to obtain the minimum value; determining the negative minimum value as the execution limit value of the motor.

[0020] In combination with the second aspect and the above-mentioned implementation methods, in some implementation methods of the second aspect, the first acquisition module is specifically used to: obtain the maximum load torque of the engine, including: obtaining the current speed of the engine, the current fuel supply of the engine, and the current air intake of the engine; determine the maximum load torque of the engine based on the current speed of the engine, the fuel supply, and the air intake.

[0021] In combination with the second aspect and the above-mentioned implementation methods, in some implementation methods of the second aspect, the second acquisition module is specifically used to: obtain the maximum negative torque of the motor, including: obtaining the current speed of the motor, the current temperature of the power battery, and the current power of the power battery; determine the maximum negative torque of the motor according to the current speed of the motor, the temperature, and the power.

[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 disconnection module, which is specifically used to: when the state of the clutch is in the engaged state, obtain the speed reduction rate of the engine; if the speed reduction rate is greater than a preset reduction rate threshold, control the clutch to switch from the engaged state to the disengaged state.

[0023] In combination with the second aspect and the above-mentioned implementation methods, in some implementation methods of the second aspect, the control module is specifically used to: control the motor to reduce torque according to the execution limit value so that the wheel stops slipping, including: obtaining the current output torque of the motor; calculating the maximum torque reduction value of the motor obtained by subtracting the execution limit value from the current output torque of the motor; obtaining the target torque reduction value corresponding to the axle; the target torque reduction value corresponding to the axle is the torque value required to reduce the power source of the axle to stop the wheel from slipping; if the target torque reduction value corresponding to the axle is less than or equal to the maximum torque reduction value, controlling the motor to reduce torque so that the wheel stops slipping.

[0024] In combination with the second aspect and the above-mentioned implementation methods, in some implementation methods of the second aspect, the control module is specifically used to: if the target torque reduction value corresponding to the axle is greater than the maximum torque reduction value, then calculate the first difference torque obtained by subtracting the maximum torque reduction value from the target torque reduction value corresponding to the axle; control the motor to reduce torque according to the maximum torque reduction value, and control the engine to reduce torque according to the first difference torque, so that the wheel stops slipping.

[0025] In combination with the second aspect and the above-mentioned implementation methods, in some implementation methods of the second aspect, the control module is specifically used to: if the target torque reduction value corresponding to the axle is less than or equal to the maximum torque reduction value, then control the motor to reduce torque so that the wheel stops slipping, including: if the target torque reduction value corresponding to the axle is equal to the maximum torque reduction value, then control the motor to reduce torque according to the maximum torque reduction value so that the wheel stops slipping; if the target torque reduction value corresponding to the axle is less than the maximum torque reduction value, then control the motor to reduce torque according to the target torque reduction value corresponding to the axle so that the wheel stops slipping.

[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 a method for determining an execution limit value provided in an embodiment of the present application;

[0031] Figure 3 is a schematic flow chart of another vehicle control method provided in an embodiment of the present application;

[0032] Figure 4 is a structural schematic diagram of a vehicle control device provided in an embodiment of the present application;

[0033] Figure 5 It is a structural schematic diagram of a vehicle provided in an embodiment of the present application. DETAILED DESCRIPTION

[0034] 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.

[0035] 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.

[0036] At present, hybrid vehicles are usually equipped with two power sources: an engine and an electric motor. When the wheels of the vehicle slip, the engine and the electric motor can work together to meet the vehicle's torque reduction requirements so that the wheels stop slipping. Since the motor responds to torque faster, the torque reduction capability of the motor is better than that of the engine. However, when the engine and the motor are connected through a clutch, the process of reducing the torque of the motor and the motor continuously outputting negative torque is equivalent to applying a load to the engine, so the engine may be subjected to a large braking shock. Therefore, how to reduce the braking shock on the engine has become a technical problem that needs to be solved urgently.

[0037] 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 an axle, the axle is a front axle or a rear axle, the power source of the axle includes a motor and an engine, and the motor and the engine are connected through a clutch. If the axle is a front axle, the motor is the front motor, and the wheel connected to the axle is the front wheel; if the axle is a rear axle, the motor is the rear motor, and the wheel connected to the axle is the rear wheel.

[0038] Under the premise that the power source of the axle is the engine and the motor, the vehicle model is usually a hybrid vehicle model. Generally, the vehicle model will be equipped with a multi-power source traction control system (MPTC). 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.

[0039] 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 integrates the torque calculation part of the traction control function into the motor control unit (MCU) to achieve faster torque control.

[0040] The power control system is divided into the vehicle control unit (VCU), the motor controller MCU and the engine control module (ECM). When the 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.

[0041] Figure 1It is a schematic flow chart of a vehicle control method provided in an embodiment of the present application.

[0042] For example, Figure 1 As shown, the method 100 includes:

[0043] Step 101: If it is detected that the slip rate of the wheel connected to the axle is greater than a preset slip rate threshold, the maximum load torque of the engine is obtained; wherein the maximum load torque is the maximum torque value that the engine can output.

[0044] Step 102, obtaining the maximum negative torque of the motor; wherein the maximum negative torque is the maximum torque value that the motor can output when it is reversed.

[0045] Step 103, obtaining the maximum load torque between the motor and the engine; wherein the maximum load torque is the maximum torque value that can be transmitted between the motor and the engine when the clutch is in an engaged state.

[0046] Step 104 : determining the execution limit value of the motor according to the maximum load torque, the maximum negative torque and the maximum load torque.

[0047] Step 105: Control the motor to reduce torque according to the execution limit value so that the wheels stop slipping.

[0048] In the embodiment of the present application, when the slip rate of the wheel connected to the axle is greater than the preset slip rate threshold, torque reduction control is required to stop the wheel from slipping. Since the motor responds faster to the torque control during vehicle braking, the torque reduction speed of the motor is faster. However, since the motor and the engine are connected through a clutch, if the motor continuously outputs a torque value that is too low, which is equivalent to continuously applying an excessive load to the engine, the engine will be subjected to a large braking shock. Therefore, the maximum load torque of the engine, the maximum negative torque of the motor, and the maximum load torque between the motor and the engine are obtained, and the execution limit value of the motor is determined based on the maximum load torque, the maximum negative torque, and the maximum load torque. In the process of determining the execution limit value, not only the torque output capacity limit of the motor itself, but also the load bearing capacity limit of the engine itself are taken into account, and the torque transmission capacity limit between the engine and the motor is also taken into account, so as to achieve the purpose of stopping the wheel from slipping on the basis of reducing the braking shock on the engine.

[0049] Below Figure 1 The implementation method of each step in the embodiment shown is specifically described:

[0050] As for step 101, it can be understood that 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 slip rate of the wheel connected to the axle is greater than the preset slip rate threshold, it is determined that the wheel connected to the axle is slipping at this time. The wheels connected to the axle may include a left wheel and a right wheel, and the slip rate of the wheel connected to the axle may be the slip rate of the left wheel, the slip rate of the right wheel, or the average slip rate between the slip rate of the left wheel and the slip rate of the right wheel. That is to say, the above judgment of whether the slip rate of the wheel connected to the axle is greater than the preset slip rate threshold is equivalent to judging whether the slip rate of the left wheel is greater than the preset slip rate threshold, judging whether the slip rate of the right wheel is greater than the preset slip rate threshold, and judging whether the above average slip rate is greater than the preset slip rate threshold.

[0051] The above-mentioned preset slip rate threshold can be calibrated in advance based on experience, and is intended to measure whether the left wheel and / or the right wheel is slipping. If the slip rate of the wheel connected to the axle is less than or equal to the preset slip rate threshold, the vehicle runs normally and continues to judge.

[0052] The maximum load torque of the above-mentioned engine represents the maximum torque value that the engine can withstand and output under specific working conditions, or it can also be understood as the maximum torque value that the engine can output at rated power. The maximum load torque of the engine can be obtained by referring to the engine manual or measured through experimental tests.

[0053] 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.

[0054] 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.

[0055] 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.

[0056] Regarding step 102, it can be understood that the maximum negative torque of the above-mentioned motor represents the maximum torque value that the motor can output under the premise of motor reversal. The maximum negative torque of the motor can be obtained by referring to the motor manual or by experimental test measurement.

[0057] In some embodiments, obtaining the maximum negative torque of the motor includes: obtaining the current speed of the motor, the current temperature of the power battery, and the current power of the power battery; and determining the maximum negative torque of the motor according to the current speed, temperature, and power of the motor.

[0058] 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.

[0059] When determining the maximum negative torque of the motor, the maximum negative torque of the motor can be determined based on the mathematical model used to predict the maximum negative torque of the motor, according to the motor speed, power battery temperature and power battery power. 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 motor. The mapping relationship table is used to represent the maximum negative torque of the motor under different motor speeds, battery temperatures and battery power combinations.

[0060] Regarding step 103, it can be understood that the maximum load torque between the motor and the engine represents the maximum torque value that can be transmitted between the motor and the engine under the premise that the clutch is in an engaged state, and the maximum load torque can be measured through experimental tests.

[0061] For step 104, it can be understood that the execution limit value of the above-mentioned motor represents the minimum torque value allowed to be output during the torque reduction process of the motor, that is, the output torque of the motor is limited between the current output torque and the execution limit value, ensuring that the output torque of the motor will not be lower than the execution limit value during the torque reduction process.

[0062] In some embodiments, the execution limit value of the motor is determined based on the maximum load torque, the maximum negative torque and the maximum load torque, including: taking the absolute value of the maximum negative torque, and comparing the maximum load torque, the maximum load torque and the maximum negative torque after taking the absolute values ​​to obtain the minimum value; and determining the negative minimum value as the execution limit value of the motor.

[0063] It is understandable that, during the process of the motor's output torque decreasing, if the motor's output torque decreases from positive torque to zero, it will not affect the engine at this time. If the motor's output torque decreases from zero to negative torque, since the engine and the motor are connected through a clutch, the motor's output of negative torque is equivalent to applying a load to the engine. If the load on the engine exceeds the maximum load torque, the engine will stall or even fail. In this case, an execution limit value needs to be set for the motor to avoid excessive load on the engine. The execution limit value must be higher than or equal to the motor's maximum negative torque, and the absolute value of the execution limit value must be lower than or equal to the engine's maximum load torque, and lower than or equal to the maximum load torque that can be transmitted between the engine and the motor.

[0064] For example, assuming that the maximum load torque is 800N·m, the maximum negative torque is -1200N·m, and the maximum load torque is 2000N·m, it can be seen that when the output torque of the motor is -1200N·m, it is equivalent to the engine bearing a load of 1200N·m. Since the maximum load of the engine is 800N·m, it cannot withstand the load of 1200N·m applied by the motor. In this case, the absolute value of the maximum negative torque is taken to obtain 1200N·m, and the maximum load torque and the maximum negative torque are calculated. The maximum load torque and the maximum negative torque after taking the absolute value are compared to obtain the minimum value, that is, 800N·m, 1200N·m and 2000N·m are compared and the smaller one is taken to obtain the minimum value 800N·m. The negative minimum value is determined as the execution limit value. Therefore, the execution limit value at this time is -800N·m, that is to say, the maximum torque value that the motor can output when reversing is 800N·m, that is, the minimum torque that the motor can support output is -800N·m, and this value just meets the limit of the maximum load that the engine can withstand.

[0065] For step 105, it can be understood that according to the execution limit value, controlling the motor to reduce torque can be understood as: in the process of controlling the motor to reduce torque, the output torque of the motor is limited to between the current output torque and the execution limit value, ensuring that during the torque reduction process, the output torque of the motor will not be lower than the execution limit value; and when the torque reduction capacity of the motor can meet the torque reduction requirements of the wheels, the motor is controlled to reduce torque, and when the torque reduction capacity of the motor is not enough to meet the torque reduction requirements of the wheels, it is necessary not only to control the motor to reduce torque, but also to control the engine to reduce torque.

[0066] In some embodiments, the motor is controlled to reduce torque based on an execution limit value to stop the wheels from slipping, including: obtaining the current output torque of the motor; calculating the maximum torque reduction value of the motor by subtracting the execution limit value from the current output torque of the motor; obtaining the target torque reduction value corresponding to the axle; the target torque reduction value corresponding to the axle is the torque value required to reduce the power source of the axle to stop the wheels from slipping; if the target torque reduction value corresponding to the axle is less than or equal to the maximum torque reduction value, the motor is controlled to reduce torque to stop the wheels from slipping.

[0067] It is understandable that the current output torque of the 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 present application embodiment does not limit the method for obtaining the current output torque of the motor.

[0068] The maximum torque reduction value currently supported by the above motor represents the current maximum torque reduction capability of the motor, which can be understood as: the difference between the current output torque of the motor and the execution limit value.

[0069] The target torque reduction value corresponding to the above-mentioned axle is: the torque value required to reduce the power source of the axle to stop the wheels from slipping, that is, how much the torque of the power source of the axle needs to be reduced in order to stop the wheels from slipping.

[0070] In some embodiments, obtaining a target torque reduction value corresponding to an axle includes: obtaining a current output torque of the motor, a current output torque of the engine, and a target torque value corresponding to the axle; wherein the target torque value corresponding to the axle is a torque value required to be output by a power source of the axle to stop the wheels from slipping; calculating the sum of the torques obtained by adding the current output torque of the motor to the current output torque of the engine; and subtracting the target torque value corresponding to the axle from the sum of the torques to obtain the target torque reduction value corresponding to the axle.

[0071] It is understandable that the current output torque of the engine can be obtained in a variety of ways, including but not limited to: torque meter measurement, engine test bench measurement, and formula calculation. The present application embodiment does not limit the method for obtaining the current output torque of the engine.

[0072] The target torque value corresponding to the above-mentioned axle is: the torque value expected to be achieved by the axle to stop the wheels from slipping. The target torque value corresponding to the axle can be calculated based on the actual rotation speed of the axle and the target rotation speed of the axle.

[0073] When calculating the target speed of the above-mentioned axle, the target slip rate of the wheel can be obtained first. The target slip rate is less than or equal to the preset slip rate threshold, which is used to indicate that the wheel is no longer slipping. Then, based on the target slip rate and the current vehicle speed, the target speed of the wheel is calculated. Finally, the target speed of the axle is obtained based on the target speed of the wheel and the radius of the wheel.

[0074] Determine the relationship between the target torque reduction value corresponding to the axle and the maximum torque reduction value of the motor. When the target torque reduction value corresponding to the axle is less than or equal to the maximum torque reduction value, it means that the maximum torque reduction capacity of the motor is sufficient to meet the torque reduction demand of the axle. At this time, the wheels can stop slipping by simply reducing the torque of the motor.

[0075] In some other embodiments, the target torque reduction value corresponding to the axle can be determined based on the lateral acceleration of the vehicle and the yaw angular velocity of the vehicle, specifically 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 corresponding relationship based on 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, determining the target torque reduction value corresponding to the axle.

[0076] 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.

[0077] In some embodiments, the target torque reduction value corresponding to the axle is determined based on the current output torque of the motor, the current output torque of the engine and the torque reduction rate, including: calculating the current output torque of the 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 axle.

[0078] For example, assuming that the current output torque of the 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 axle is the sum of the current output torque of the 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 axle is equal to 1600 N·m. Then, the current output torque corresponding to the 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 axle is equal to 960 N·m.

[0079] In the above correspondence, 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.

[0080] 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.

[0081] 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.

[0082] In some embodiments, if the target torque reduction value corresponding to the axle is less than or equal to the maximum torque reduction value, the motor is controlled to reduce the torque so that the wheels stop slipping, including: if the target torque reduction value corresponding to the axle is equal to the maximum torque reduction value, the motor is controlled to reduce the torque according to the maximum torque reduction value so that the wheels stop slipping.

[0083] It can be understood that if the target torque reduction value corresponding to the above axle is equal to the maximum torque reduction value, it means that the maximum torque reduction capacity of the motor just meets the torque reduction demand of the axle. At this time, it is only necessary to control the motor to reduce torque according to the maximum torque reduction value without controlling the engine to reduce torque, so that the wheel can stop slipping. Among them, controlling the motor to reduce torque according to the maximum torque reduction value can be understood as: controlling the motor's torque reduction amount to be equal to the maximum torque reduction value.

[0084] In some embodiments, controlling the motor to reduce torque according to the maximum torque reduction value includes:

[0085] The current output torque of the motor is obtained; the second difference torque is obtained by subtracting the maximum torque reduction value from the current output torque of the motor; and the motor is controlled to output the second difference torque.

[0086] It can be understood that the above-mentioned second differential torque refers to the difference between the current output torque of the motor and the maximum torque reduction value, which is used to indicate the torque that the motor should output after the torque reduction. Under the premise that the target torque reduction value corresponding to the axle is equal to the maximum torque reduction value, the motor is controlled to output the second differential torque.

[0087] In some cases, simply reducing the torque of the motor cannot meet the overall needs of the axle. At this time, it is necessary to reduce the torque of the engine to stop the wheels from slipping.

[0088] In some embodiments, if the target torque reduction value corresponding to the axle is less than or equal to the maximum torque reduction value, the motor is controlled to reduce the torque so that the wheels stop slipping, including: if the target torque reduction value corresponding to the axle is less than the maximum torque reduction value, the motor is controlled to reduce the torque according to the target torque reduction value corresponding to the axle to stop the wheels slipping.

[0089] It is understandable that if the target torque reduction value corresponding to the above axle is less than the maximum torque reduction value, it means that the maximum torque reduction capacity of the motor is higher than the torque reduction requirement of the axle. At this time, it is only necessary to control the motor to reduce the torque according to the target torque reduction value without controlling the engine to reduce the torque, so that the wheel can stop slipping. Among them, controlling the motor to reduce the torque according to the target torque reduction value can be understood as: controlling the motor's torque reduction amount to be equal to the target torque reduction value.

[0090] In some embodiments, controlling the motor to reduce torque according to a target torque reduction value corresponding to the axle includes: obtaining a current output torque of the motor; calculating a fourth difference torque obtained by subtracting the target torque reduction value corresponding to the axle from the current output torque of the motor; and controlling the motor to output the fourth difference torque.

[0091] It can be understood that the above-mentioned fourth differential torque refers to the difference between the current output torque of the motor and the target torque reduction value corresponding to the axle, which is used to indicate the torque that the motor should output after the torque reduction. Under the premise that the target torque reduction value corresponding to the axle is less than the maximum torque reduction value, the motor is controlled to output the fourth differential torque.

[0092] In some embodiments, if the target torque reduction value corresponding to the axle is greater than the maximum torque reduction value, the first difference torque is obtained by subtracting the maximum torque reduction value from the target torque reduction value corresponding to the axle; the motor is controlled to reduce torque according to the maximum torque reduction value, and the engine is controlled to reduce torque according to the first difference torque to stop the wheels from slipping.

[0093] It can be understood that the first difference torque refers to the difference between the target torque reduction value corresponding to the axle and the maximum torque reduction value, and is used to represent the torque reduction value required by the engine.

[0094] If the target torque reduction value corresponding to the above-mentioned axle is greater than the maximum torque reduction value, it means that the maximum torque reduction capacity of the motor is not sufficient to meet the torque reduction demand of the axle. At this time, on the basis of reducing the torque of the motor, the torque difference that the motor cannot meet is calculated, and the engine is controlled to reduce the torque according to the torque difference, that is, the 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 corresponding to the axle and the maximum torque reduction value needs to be calculated, and the engine is controlled to reduce the torque according to the above-mentioned first difference torque. Only then can the wheels stop slipping.

[0095] 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.

[0096] 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 axle is greater than the maximum torque reduction value, in addition to controlling the motor to reduce the torque according to the maximum torque reduction value, the engine is controlled to output the third differential torque.

[0097] In some embodiments, after controlling the motor to reduce torque so that the wheel stops slipping, it also includes: obtaining the slip rate of the wheel; if it is detected that the slip rate of the wheel has not decreased within a first preset time, outputting fault information and controlling the motor to stop torque output.

[0098] It is understandable that the first preset time can be pre-calibrated based on experience to measure whether the slip rate of the wheel decreases. Optionally, the first preset time can be calibrated to 500ms. If the slip rate of the wheel increases or remains unchanged within 500ms, it means that the motor is currently executing an incorrect torque value. At this time, a fault message needs to be output and the torque output of the motor needs to be stopped. It should be noted that this example only takes the first preset time calibration of 500ms as an example, and is not limited to this in the specific implementation.

[0099] 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.

[0100] The above-mentioned first preset time can be counted from the beginning moment of controlling the torque value after the motor output is reduced, or it can be counted from a certain moment in the process of controlling the torque value after the motor output is reduced, and the embodiment of the present application is not limited to this.

[0101] 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.

[0102] 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.

[0103] 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.

[0104] During the process of motor torque reduction, if the current output torque of the motor is lower than the maximum negative torque of the motor, it means that the engine is under 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 motor needs to be disconnected immediately to make the clutch in a disengaged state to avoid stalling or even failure due to engine overload. At this time, the motor no longer drives the vehicle, but due to inertia or other mechanical reasons, the motor may continue to rotate at the moment of clutch disengagement, but it will not drive the vehicle forward.

[0105] Figure 2 It is a schematic flowchart of a method for determining an execution limit value provided in an embodiment of the present application.

[0106] For example, Figure 2 As shown, the method 200 includes:

[0107] Step 201, determining the maximum load torque of the engine according to the current engine speed, fuel supply and air intake.

[0108] It is understandable that the VCU calculates the current engine capacity based on the current engine speed, fuel supply and air intake, and determines the maximum load FX that the engine can withstand, wherein the maximum load FX that the engine can withstand is the maximum load torque of the above-mentioned engine.

[0109] Step 202, determining the maximum negative torque of the motor according to the current rotation speed of the motor, the temperature of the power battery, and the power battery capacity.

[0110] It can be understood that the VCU determines the minimum torque FM that the current motor can output based on the current power battery status (including temperature and SOC values, etc.) and the actual speed of the motor, wherein the minimum torque FM that the motor can output is the maximum negative torque of the above-mentioned motor.

[0111] Step 203, determining the maximum load torque that can be transmitted between the engine and the motor.

[0112] It can be understood that the VCU determines the maximum torque FD that can be transmitted between the engine and the MCU based on the physical capacity limit of the hard link between the MCU and the engine, wherein the maximum torque FD that can be transmitted between the engine and the MCU is the maximum load torque that can be transmitted between the above-mentioned engine and the motor.

[0113] Step 204 : determining the execution limit value of the motor according to the maximum load torque, the maximum negative torque and the maximum load torque.

[0114] It can be understood that the absolute value of FM is taken, and FX, FD, and FM after taking the absolute value are compared to obtain the minimum value, and the negative minimum value is determined as the execution limit value of the motor.

[0115] Figure 3 It is a schematic flow chart of another vehicle control method provided in an embodiment of the present application.

[0116] For example, Figure 3 As shown, the method 300 includes:

[0117] Step 301, obtaining a target torque reduction value corresponding to the axle.

[0118] It can be understood that the MCU forwards the current speed of the axle and the target speed of the axle to the braking system logic block integrated in the MCU through the CAN signal, and calculates the target torque reduction value corresponding to the axle according to the current speed of the axle and the target speed of the axle in the logic block, and finally sends the target torque reduction value corresponding to the axle to the MCU.

[0119] Step 302 : The current output torque of the motor is subtracted from the execution limit value with a sign to obtain the maximum torque reduction value of the motor.

[0120] It can be understood that the MCU receives the execution limit value sent by the VCU, and calculates the difference between the current output torque of the motor and the execution limit value by signed subtraction to obtain the maximum torque reduction value of the motor.

[0121] For example, assuming that the current output torque of the motor is 600 N·m and the execution limit value is -800 N·m, the maximum torque reduction value of the motor is the difference between the current output torque of the motor and the execution limit value with a sign, that is, 600 N·m-(-800 N·m), which is equal to 1400 N·m. Therefore, the maximum torque reduction value of the motor is 1400 N·m.

[0122] Step 303 : subtract the target torque reduction value corresponding to the axle from the maximum torque reduction value of the motor to obtain a first difference torque.

[0123] It can be understood that the MCU calculates the difference between the target torque reduction value corresponding to the axle and the maximum torque reduction value of the motor, obtains the first difference torque, and sends the first difference torque to the VCU.

[0124] Step 304, confirming the sign of the first difference torque, if the first difference torque is less than or equal to 0, controlling the motor to reduce torque.

[0125] It can be understood that the VCU confirms the sign of the first differential torque. If the sign of the first differential torque is negative, it means that the target torque reduction value corresponding to the axle is less than the maximum torque reduction value of the motor. At this time, the MCU controls the motor to reduce the torque according to the target torque reduction value corresponding to the axle; if the first differential torque is exactly equal to 0, it means that the target torque reduction value corresponding to the axle is equal to the maximum torque reduction value of the motor. At this time, the MCU controls the motor to reduce the torque according to the maximum torque reduction value of the motor.

[0126] Step 305: If the first difference torque is greater than 0, the motor is controlled to reduce torque according to the maximum torque reduction value of the motor, and the engine is controlled to reduce torque according to the first difference torque.

[0127] It can be understood that the VCU confirms the sign of the first differential torque. If the sign of the first differential torque is just right, it means that the target torque reduction value corresponding to the axle is greater than the maximum torque reduction value of the motor. At this time, while the MCU controls the motor to reduce the torque according to the maximum torque reduction value of the motor, the ECM controls the engine to reduce the torque according to the first differential torque.

[0128] In the above technical solution, when the vehicle is driven in the power system parallel drive mode, the engine and the motor can operate together or independently to meet the different driving requirements of the vehicle. When the vehicle is in the traction control process, the engine and the motor can jointly provide braking torque for the vehicle to meet the torque requirements of the vehicle. However, due to the clutch effect between the engine and the motor, the negative torque output when the motor is reversed can impose a certain load on the engine. If the negative torque output when the motor is reversed is low enough, the load on the engine is too large, resulting in engine overload, which will not only cause the engine to stall or even fail, but also cause abnormal torque output of the motor. In this case, by setting the execution limit value for the motor and disconnecting the clutch when the engine is overloaded, not only the abnormal output of the motor torque is avoided, but also the failure caused by the engine overload is avoided, thereby reducing the risk of torque out of control, realizing the protection of the power system, effectively improving the driving safety of the vehicle, and further improving the safety of the driver's life and property.

[0129] Figure 4 It is a structural schematic diagram of a vehicle control device provided in an embodiment of the present application.

[0130] For example, Figure 4 As shown, the device 400 includes:

[0131] The first acquisition module 401 is used to acquire the maximum load torque of the engine if it is detected that the slip rate of the wheel connected to the axle is greater than a preset slip rate threshold; wherein the maximum load torque is the maximum torque value that the engine can output.

[0132] The second acquisition module 402 is used to acquire the maximum negative torque of the motor; wherein the maximum negative torque is the maximum torque value that the motor can output when it is reversed.

[0133] The third acquisition module 403 is used to acquire the maximum load torque between the motor and the engine; wherein the maximum load torque is the maximum torque value that can be transmitted between the motor and the engine when the clutch is in an engaged state.

[0134] The determination module 404 is used to determine the execution limit value of the motor according to the maximum load torque, the maximum negative torque and the maximum load torque.

[0135] The control module 405 is used to control the motor to reduce torque according to the execution limit value so as to stop the wheels from slipping.

[0136] In one possible implementation, the determination mode is specifically used to: determine the execution limit value of the motor based on the maximum load torque, the maximum negative torque and the maximum load torque, including: taking the absolute value of the maximum negative torque, and comparing the maximum load torque, the maximum load torque and the maximum negative torque after taking the absolute values ​​to obtain the minimum value; and determining the negative minimum value as the execution limit value of the motor.

[0137] In one possible implementation, the first acquisition module is specifically used to: obtain the maximum load torque of the engine, including: obtaining the current speed of the engine, the current fuel supply of the engine, and the current air intake of the engine; determine the maximum load torque of the engine based on the current speed of the engine, the fuel supply, and the air intake.

[0138] In one possible implementation, the second acquisition module is specifically used to: obtain the maximum negative torque of the motor, including: obtaining the current speed of the motor, the current temperature of the power battery, and the current power of the power battery; determine the maximum negative torque of the motor based on the current speed of the motor, the temperature, and the power.

[0139] In one possible implementation, the device also includes a disconnection module, which is specifically used to: when the state of the clutch is in the engaged state, obtain the speed reduction rate of the engine; if the speed reduction rate is greater than a preset reduction rate threshold, control the clutch to switch from the engaged state to the disengaged state.

[0140] In one possible implementation, the control module is specifically used to: control the motor to reduce torque according to the execution limit value so that the wheel stops slipping, including: obtaining the current output torque of the motor; calculating the maximum torque reduction value of the motor by subtracting the execution limit value from the current output torque of the motor; obtaining the target torque reduction value corresponding to the axle; the target torque reduction value corresponding to the axle is the torque value required to reduce the power source of the axle to stop the wheel from slipping; if the target torque reduction value corresponding to the axle is less than or equal to the maximum torque reduction value, controlling the motor to reduce torque so that the wheel stops slipping.

[0141] In one possible implementation, the control module is specifically used to: if the target torque reduction value corresponding to the 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 axle; control the motor to reduce torque according to the maximum torque reduction value, and control the engine to reduce torque according to the first difference torque, so that the wheel stops slipping.

[0142] In one possible implementation, the control module is specifically used to: if the target torque reduction value corresponding to the axle is less than or equal to the maximum torque reduction value, control the motor to reduce torque so that the wheel stops slipping, including: if the target torque reduction value corresponding to the axle is equal to the maximum torque reduction value, control the motor to reduce torque according to the maximum torque reduction value so that the wheel stops slipping; if the target torque reduction value corresponding to the axle is less than the maximum torque reduction value, control the motor to reduce torque according to the target torque reduction value corresponding to the axle so that the wheel stops slipping.

[0143] Figure 5 It is a structural schematic diagram of a vehicle provided in an embodiment of the present application.

[0144] For example, Figure 5 As shown, the vehicle 500 includes: a memory 501 and a processor 502, wherein the memory 501 stores an executable program code 5011, and the processor 502 is used to call and execute the executable program code 5011 to perform a vehicle control method.

[0145] 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.

[0146] 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.

[0147] In the case of dividing each functional module according to each function, the device may also include a first acquisition module, a second acquisition module, a third acquisition module, a determination module, a control module, etc. It should be noted that all relevant contents of each step involved in the above method embodiment can be referred to the functional description of the corresponding functional module, which will not be repeated here.

[0148] 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.

[0149] 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.

[0150] 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.

[0151] 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.

[0152] 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.

[0153] 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.

[0154] 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.

[0155] 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.

[0156] 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.

[0157] 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 an axle, the power source of the axle comprises a motor and an engine, the motor and the engine are connected via a clutch, and the method comprises: If it is detected that the slip rate of the wheel connected to the axle is greater than a preset slip rate threshold, the maximum load torque of the engine is obtained; wherein the maximum load torque is the maximum torque value that the engine can output; Obtaining the maximum negative torque of the motor; wherein the maximum negative torque is the maximum torque value that the motor can output when reversing; Acquire the maximum load torque between the motor and the engine; wherein the maximum load torque is the maximum torque value that can be transmitted between the motor and the engine when the clutch is in an engaged state; determining an execution limit value of the motor according to the maximum load torque, the maximum negative torque and the maximum load torque; According to the execution limit value, the motor is controlled to reduce torque so that the wheel stops slipping.

2. The method according to claim 1, characterized in that The step of determining the execution limit value of the motor according to the maximum load torque, the maximum negative torque and the maximum load torque includes: Taking an absolute value of the maximum negative torque, and comparing the maximum load torque, the maximum load torque, and the maximum negative torque after taking the absolute value to obtain a minimum value; The negative minimum value is determined as an execution limit value of the motor.

3. The method according to claim 1, characterized in that The obtaining of the maximum load torque of the engine comprises: Obtaining the current speed of the engine, the current fuel supply of the engine, and the current air intake of the engine; The maximum load torque of the engine is determined according to the current rotation speed of the engine, the fuel supply amount, and the intake air amount.

4. The method according to claim 1, characterized in that The obtaining of the maximum negative torque of the motor comprises: Obtaining the current speed of the motor, the current temperature of the power battery, and the current power of the power battery; The maximum negative torque of the motor is determined according to the current rotation speed of the motor, the temperature, and the electrical quantity.

5. The method according to claim 1, characterized in that The method further comprises: When the clutch is in the engaged state, obtaining a speed reduction rate of the engine; If the speed reduction rate is greater than a preset reduction rate threshold, the clutch is controlled to switch from the engaged state to the disengaged state.

6. The method according to claim 1, characterized in that The controlling the motor to reduce torque according to the execution limit value so as to stop the wheel from slipping includes: Obtaining the current output torque of the motor; Calculate the maximum torque reduction value of the motor by subtracting the execution limit value from the current output torque of the motor; Obtaining a target torque reduction value corresponding to the axle; the target torque reduction value corresponding to the axle is a torque value required to reduce the power source of the axle to stop the wheel from slipping; If the target torque reduction value corresponding to the axle is less than or equal to the maximum torque reduction value, the motor is controlled to reduce torque so that the wheel stops slipping.

7. The method according to claim 6, characterized in that The method further comprises: If the target torque reduction value corresponding to the 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 axle; The motor is controlled to reduce torque according to the maximum torque reduction value, and the engine is controlled to reduce torque according to the first differential torque, so that the wheel stops slipping.

8. The method according to claim 6, characterized in that If the target torque reduction value corresponding to the axle is less than or equal to the maximum torque reduction value, controlling the motor to reduce torque so that the wheel stops slipping includes: If the target torque reduction value corresponding to the axle is equal to the maximum torque reduction value, controlling the motor to reduce torque according to the maximum torque reduction value so that the wheel stops slipping; If the target torque reduction value corresponding to the axle is less than the maximum torque reduction value, the motor is controlled to reduce torque according to the target torque reduction value corresponding to the axle, so that the wheel stops slipping.

9. A vehicle, characterized in that: The vehicle comprises: A memory for storing executable program codes; A processor, configured to call and run the executable program code from the memory, so that the vehicle executes the method according to any one of claims 1 to 8.

10. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores a computer program, and when the computer program is executed, the method according to any one of claims 1 to 8 is implemented.

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