Vehicle control method and device, electronic equipment and vehicle

Abstract

The application provides a vehicle control method and device, electronic equipment and vehicle. In a stationary state, whether the parking lock can be released is determined by calculating the motor vehicle speed, and the auxiliary drive motor is controlled to drive the vehicle to start after the parking lock is released, so that the vehicle has the ability to move in the stationary state, facilitating subsequent fault maintenance of the user and improving the use experience of the user. In a driving state, the control of the accelerator pedal is released by means of fault degradation, avoiding the problem that the vehicle can only decelerate in a fault state, and the auxiliary drive motor is controlled to replace the main drive motor to drive the vehicle to run, so that the vehicle can normally run after a spin change fault occurs, facilitating the user to drive the vehicle to a maintenance site for fault maintenance, improving safety and improving the use experience of the user.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and in particular to a vehicle control method, device, electronic equipment and vehicle. Background Art

[0002] A resolver (or transformer) is an electromagnetic sensor. It's a small AC motor used for angle measurement. It's used to measure the angular displacement and angular velocity of a rotating object's shaft. It consists of a stator and a rotor. Resolvers are used in new energy vehicle motors to detect and convert the rotor speed of the main drive motor and report the speed to the motor controller. Resolver failures in the main drive motor are classified as Level 3 faults, rendering the vehicle inoperable and potentially posing a safety risk and negatively impacting the user experience. Summary of the Invention

[0003] In view of this, the purpose of the present application is to propose a vehicle control method, device, electronic equipment and vehicle, which are used to ensure that the vehicle has the ability to move when a resolver fault occurs.

[0004] Based on the above objectives, the present application provides a vehicle control method, comprising:

[0005] In response to detecting a resolver fault signal, the motor speed is determined based on the current wheel speed, and the current vehicle state is determined based on the current gear position;

[0006] In response to the current vehicle state being a stationary state, determining whether the gear restriction is released based on the calculated motor speed to obtain a release determination result, and controlling the auxiliary drive motor to drive the vehicle to start based on the release determination result and the calculated motor speed;

[0007] In response to the current vehicle state being a driving state, the auxiliary drive motor is controlled to replace the main drive motor to drive the vehicle, while fault degradation is performed according to the calculated motor speed, and the restriction control of the accelerator pedal is released.

[0008] Optionally, performing gear restriction release judgment based on the calculated motor speed to obtain a release judgment result includes:

[0009] Determine the safe speed for gear shifting;

[0010] In response to the calculated motor speed being less than or equal to the shift safety speed, satisfying a restriction release condition as the release determination result;

[0011] In response to the calculated motor speed being greater than the shift safety speed, the restriction release condition is not satisfied as the release determination result.

[0012] The determination of the shift safety speed is a release judgment result, and ensures that the vehicle can be switched from the parking gear to other gears to complete the start when the restriction of the parking gear is released.

[0013] Optionally, the fault degradation control according to the calculated motor speed comprises:

[0014] The back electromotive force of the main drive motor is determined according to the calculated motor speed.

[0015] A target safety state is determined according to the current battery voltage of the power battery and the back electromotive force, and the vehicle is controlled to enter the target safety state; wherein a first fault level corresponding to the target safety state is less than a second fault level corresponding to the resolver-like fault signal.

[0016] The target safety state is determined by the back electromotive force, the fault level is reduced from the second fault level to the first fault level, and then the restriction on the accelerator pedal is released.

[0017] Optionally, the target safety state is determined according to the current battery voltage of the power battery and the back electromotive force, comprising:

[0018] In response to the back electromotive force being greater than or equal to the current battery voltage, an active short-circuit state is determined as the target safety state.

[0019] In response to the back electromotive force being less than the current battery voltage, a safe shutdown state is determined as the target safety state.

[0020] The target safety state is determined in the active short-circuit state and the safe shutdown state by comparing the back electromotive force and the current battery voltage. When the back electromotive force is greater than or equal to the current battery voltage, there is a risk of back electromotive force charging the battery, so the active short-circuit state is determined as the target safety state, which can avoid the impact of large back electromotive force on the devices on the bus in the safe shutdown state, and entering the active short-circuit state will not back charge the power battery, which can ensure the safety of the battery and the motor. When the back electromotive force is less than the current battery voltage, the safe shutdown state is determined as the target safety state, and the back electromotive force is small at this time, which will not cause impact on the devices on the bus and will not back charge the battery, and can also reduce the impact on the vehicle and improve comfort.

[0021] Optionally, the control of the auxiliary drive motor to drive the vehicle to start according to the release judgment result and the calculated motor speed comprises:

[0022] In response to the release judgment result not meeting the release condition, the prohibition of gear shifting of the parking gear is maintained, and the vehicle start is prohibited;

[0023] In response to the result of the release determination being that the release condition is met, release the restriction control on the parking brake and the accelerator pedal, and determine a state switching rotational speed according to the current battery voltage;

[0024] In response to the calculated motor rotational speed being greater than or equal to the state switching rotational speed, enter an active short circuit state, switch the parking brake to a target gear corresponding to the user request, and control the auxiliary drive motor to drive the vehicle to start instead of the main drive motor;

[0025] In response to the calculated motor rotational speed being less than the state switching rotational speed, enter a safe shutdown state, switch the parking brake to a target gear corresponding to the user request, and control the auxiliary drive motor to drive the vehicle to start instead of the main drive motor.

[0026] During the starting process, the calculated motor rotational speed gradually increases, while the battery voltage remains unchanged or even decreases, so that the safe shutdown state SPO is entered in the low-speed region to avoid generating a driving impact and ensure comfort. The active short circuit state ASC is entered in the high-speed region to avoid reverse charging of the battery and ensure the safety of the battery.

[0027] Optionally, the current wheel speed includes a main drive left wheel speed and a main drive right wheel speed; and the determining the calculated motor rotational speed according to the current wheel speed includes:

[0028] determining an average value of the main drive left wheel speed and the main drive right wheel speed as a main drive wheel speed;

[0029] determining a ratio of the main drive wheel speed to a tire circumference as a main drive rotational speed, and determining a ratio of the main drive rotational speed to a current rotational speed ratio as the calculated motor rotational speed.

[0030] The rotational speed of the main drive motor is inversely calculated from the wheel speed, so that an appropriate target safety state can be adopted after the restriction is released to ensure safety and comfort.

[0031] Optionally, before the determining the calculated motor rotational speed according to the current wheel speed, the method further includes:

[0032] In response to the current gear being the parking gear, performing gear switching restriction on the parking gear and performing a resolver fault alarm;

[0033] In response to the current gear not being the parking gear, performing restriction control on the accelerator pedal and performing a resolver fault alarm.

[0034] When a resolver fault is monitored, the restriction on the parking brake and the accelerator pedal is released to ensure the safety of the vehicle in a fault state.

[0035] Based on the same inventive concept, the disclosure also provides a vehicle control device, which includes:

[0036] a fault monitoring module configured to: in response to detecting a resolver fault signal, determine and calculate the motor speed according to the current wheel speed, and determine the current vehicle state according to the current gear position;

[0037] a gear restriction release module configured to: in response to the current vehicle state being a stationary state, perform a gear restriction release determination based on the calculated motor speed, obtain a release determination result, and control the auxiliary drive motor to drive the vehicle to start based on the release determination result and the calculated motor speed;

[0038] The driving restriction release module is configured to: in response to the current vehicle state being a driving state, control the auxiliary drive motor to replace the main drive motor to drive the vehicle, perform fault degradation according to the calculated motor speed, and release the restriction control of the accelerator pedal.

[0039] Based on the same inventive concept, the present disclosure also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable by the processor, wherein the processor implements the above-mentioned method when executing the computer program.

[0040] Based on the same inventive concept, the present disclosure also provides a vehicle, comprising the vehicle control device or electronic device as described above.

[0041] As can be seen from the above, the vehicle control method, device, electronic device, and vehicle provided by the present application, when detecting a rotary transformer fault signal, determine the calculated motor speed based on the current wheel speed, and determine the current vehicle state based on the current gear; when the current vehicle state is stationary, the gear restriction release judgment is performed based on the calculated motor speed, and a release judgment result is obtained, and the auxiliary drive motor is controlled to drive the vehicle to start based on the release judgment result and the calculated motor speed; when the current vehicle state is driving, the auxiliary drive motor is controlled to replace the main drive motor to drive the vehicle, while the fault is downgraded based on the calculated motor speed, and the restriction control of the accelerator pedal is released. In the stationary state, the motor speed is calculated to determine whether the restriction on the parking gear can be released, and after the parking gear restriction is released, the auxiliary drive motor is controlled to drive the vehicle to start, so that the vehicle has the ability to move in the stationary state, which is convenient for the user to perform subsequent fault repairs and improves the user experience. When driving, the restriction on the accelerator pedal is released by fault downgrade, avoiding the problem that the vehicle can only decelerate in the fault state, and the auxiliary drive motor is controlled to drive the vehicle instead of the main drive motor, so that the vehicle can drive normally after a resolver fault occurs, making it convenient for users to drive the vehicle to the maintenance site for fault repair, improving safety and enhancing user experience. BRIEF DESCRIPTION OF THE DRAWINGS

[0042] In order to more clearly illustrate the technical solutions in this application or related technologies, the following briefly introduces the drawings required for use in the embodiments or related technical descriptions. Obviously, the drawings described below are merely embodiments of this application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0043] Figure 1 A schematic diagram of the working principle of the rotary transformer according to an embodiment of the present application;

[0044] Figure 2 This is a flow chart of a vehicle control method according to an embodiment of the present application;

[0045] Figure 3 This is a flow chart of determining whether to release a gear restriction according to an embodiment of the present application;

[0046] Figure 4 A flowchart of fault degradation control for an embodiment of the present application;

[0047] Figure 5 This is a flow chart of controlling the auxiliary drive motor to drive the vehicle to start according to an embodiment of the present application;

[0048] Figure 6 A schematic diagram of state switching in an embodiment of the present application;

[0049] Figure 7 This is a flow chart of an embodiment of the present application for determining and calculating the motor speed according to the current wheel speed;

[0050] Figure 8 This is a schematic structural diagram of a vehicle control device according to an embodiment of the present application;

[0051] Figure 9 This is a schematic diagram of the structure of an electronic device according to an embodiment of the present application. DETAILED DESCRIPTION

[0052] In order to make the objectives, technical solutions and advantages of this application more clear, this application is further described in detail below in combination with specific embodiments and with reference to the accompanying drawings.

[0053] It should be noted that the technical terms or scientific terms used in the embodiments of the present application should be understood as the general meaning understood by those skilled in the art to which the embodiments of the present application belong, unless otherwise defined. The terms "first", "second" and the like used in the embodiments of the present application do not represent any order, quantity or importance, but are only used to distinguish different components. The terms "include" or "contain" and the like mean that the elements or objects before the terms cover the elements or objects listed after the terms and their equivalents, and do not exclude other elements or objects. The terms "connect" or "connected" and the like are not limited to physical or mechanical connection, but can include electrical connection, whether direct or indirect. The terms "upper", "lower", "left", "right" and the like are only used to represent relative positional relationship, and when the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0054] In this document, it should be understood that any number of elements in the drawings is used for illustration and not limitation, and any naming is only used for distinction and does not have any limiting meaning.

[0055] Based on the description of the above background art, there are also the following cases in the related art:

[0056] The working principle of the resolver is shown in Figure 1 The resolver mainly consists of an excitation coil (coil A), a sine coil (coil B), a cosine coil (coil C) and an irregularly shaped metal rotor. The excitation coil is the input side coil, the sine and cosine coils are the output side coils which are distributed 90° in space, and the metal rotor is fixed on the shaft of the main drive motor. The motor controller is responsible for monitoring the signals of the resolver, and according to the sine (SINE) and cosine (COSINE) signals output by the resolver, the motor controller can obtain the current rotor position of the main drive motor after analysis by the internal resolver encoder.

[0057] When the ignition switch is in the ON position, the motor controller outputs an alternating current, a certain frequency excitation signal to the excitation coil (the alternating voltage of different vehicle models is different), and the excitation coil generates a magnetic field around the sine coil, the cosine coil and the irregularly shaped rotor after obtaining the excitation signal. The motor controller monitors the sine signal and cosine signal generated by the sine coil and the cosine coil respectively, and by comparing the two signals, the motor controller can determine the rotation angle, speed and rotation direction (forward or reverse) of the rotor of the main drive motor. If the resolver signal fails or is lost, the vehicle will not be able to power on and drive, and it is determined that the main drive motor has a resolver fault.

[0058] The possible reasons for the occurrence of resolver-related fault codes in the motor controller are:

[0059] 1. The rotary transformer is damaged;

[0060] 2. There is a fault in the line between the resolver and the motor controller, such as excessive resistance, loose plug pins, corrosion, etc.

[0061] 3. There is a fault in the main drive motor assembly;

[0062] 4. The motor controller of the main drive motor is faulty (for example, the resolver decoder chip inside the motor controller is damaged);

[0063] 5. The zero position calibration of the main drive motor is incorrect.

[0064] After the motor controller reads the fault code related to the resolver, it will send a large default motor speed signal to the vehicle controller as a resolver fault signal. When the vehicle controller detects the resolver fault signal, it determines that the vehicle has a resolver fault. The vehicle will be unable to power on and drive, causing the vehicle to lose its ability to move.

[0065] If a resolver fault occurs while the vehicle is stationary, the vehicle controller in the related art uses a dedicated hybrid transmission (DHT) to perform gear limit control. By limiting the gear to the parking gear, the vehicle is restricted from starting, ensuring that the vehicle will not start and drive in the event of a fault, thereby ensuring user safety. However, the user cannot move the vehicle by driving the vehicle at this time, and cannot drive the vehicle to the corresponding repair location. It can only be shipped, causing time and financial losses to the user, giving the user a poor user experience.

[0066] If a resolver fault occurs when the vehicle is stationary, the main drive motor has no output capacity at this time, so the vehicle will drive the main drive motor to rotate, turning the main drive motor into a "generator", causing the main drive motor to generate a certain back electromotive force. The back electromotive force will cause the main drive axle of the vehicle to vibrate and decelerate. If the user insists on accelerating at this time (such as stepping on the accelerator pedal), the degree of vibration will be aggravated, which will cause certain dangers. Therefore, the relevant technology will restrict the accelerator pedal to enable the user to safely decelerate and stop when a resolver fault occurs, resulting in the user being unable to move the vehicle by driving the vehicle, and unable to drive the vehicle to the corresponding repair location. It can only be shipped, causing time and property losses to the user, and giving the user a bad user experience.

[0067] The vehicle control method, device, electronic device, and vehicle provided in the embodiments of the present application, when detecting a resolver fault signal, determine the calculated motor speed based on the current wheel speed, and determine the current vehicle state based on the current gear; when the current vehicle state is stationary, determine whether the gear restriction is released based on the calculated motor speed, obtain a release judgment result, and control the auxiliary drive motor to drive the vehicle to start based on the release judgment result and the calculated motor speed; when the current vehicle state is driving, control the auxiliary drive motor to replace the main drive motor to drive the vehicle, while performing fault downgrade based on the calculated motor speed, and release the restriction control on the accelerator pedal. In the stationary state, the motor speed is calculated to determine whether the restriction on the parking gear can be released, and after the parking gear restriction is released, the auxiliary drive motor is controlled to drive the vehicle to start, so that the vehicle has the ability to move in the stationary state, which is convenient for users to perform subsequent fault repairs and improves the user experience. When driving, the restriction on the accelerator pedal is released by fault downgrade, avoiding the problem that the vehicle can only decelerate in the fault state, and the auxiliary drive motor is controlled to drive the vehicle instead of the main drive motor, so that the vehicle can drive normally after a resolver fault occurs, making it convenient for users to drive the vehicle to the maintenance site for fault repair, improving safety and enhancing user experience.

[0068] The vehicle control method provided by the embodiments of the present application is described in detail below with reference to the accompanying drawings.

[0069] The vehicle control method provided in the embodiments of this application can be applied to vehicles with a P2+P4 hybrid architecture. The most significant feature of the P4 layout is that the engine and motor do not drive the same axle. Generally, the engine drives the front axle, and the motor drives the rear axle. Therefore, a P4-architecture vehicle can achieve four-wheel drive. The engine and motor are actually coupled through the ground, with no mechanical connection inside the vehicle. Both the engine and motor can independently drive the vehicle.

[0070] The P2+P4 hybrid architecture replaces the single engine on the front axle of the P4 architecture with the motor and engine of the P2 architecture. The P2 motor on the front axle serves as the main drive motor, located after the clutch and before the transmission; the P4 motor on the rear axle serves as the auxiliary drive motor. The P2+P4 hybrid architecture has the following characteristics:

[0071] 1: The front axle main drive motor can directly drive the wheels without driving the engine crankshaft, resulting in low loss;

[0072] 2: The power output of the front axle main drive motor also passes through a 2-speed transmission, which can achieve high torque / high speed switching;

[0073] 3: Through the clutch, the engine can also realize direct drive, and the 2nd gear DHT can realize the intervention of low speed in parallel;

[0074] 4: Through the clutch, the engine drives the front axle main drive motor to generate electricity, and the rear axle auxiliary drive motor drives independently to realize series (range extending) pure electric rear drive;

[0075] 5: The front and rear motors work at the same time, which can realize pure electric four-wheel drive; After the engine starts, it can also be parallel four-wheel drive to realize the full power release of the system.

[0076] As can be seen, the P2+P4 hybrid architecture realizes four-wheel drive without increasing the number of motors, so that the overall cost is controllable, and when the main drive motor fails, the auxiliary drive motor can be used alone to drive the vehicle to travel.

[0077] In some embodiments, as shown in Figure 2 the vehicle control method comprises:

[0078] Step 201: In response to monitoring the resolver type fault signal, the motor speed is determined according to the current wheel speed, and the current vehicle state is determined according to the current gear.

[0079] In specific implementation, the resolver type fault signal includes a set signal of a resolver type fault flag and a fault level signal. The set signal of the resolver type fault flag is used to inform the vehicle controller that the fault monitored by the vehicle is a resolver type fault. The fault level signal is a signal reflecting the severity and urgency of the fault. The higher the fault level, the greater the severity and urgency of the corresponding fault. Since the resolver type fault will cause the vehicle to be unable to travel normally, the resolver type fault belongs to a three-level fault, and the corresponding fault level signal is a three-level fault signal.

[0080] The fault level is divided into three levels: first-level fault, second-level fault and third-level fault.

[0081] The first-level fault refers to no immediate impact on the normal operation of the equipment or vehicle, but if not handled immediately, it may cause further damage to the equipment or unstable failure of the vehicle. The first-level fault can usually be found and diagnosed through automatic detection and monitoring of the equipment and vehicle, and emergency and targeted measures need to be taken to repair.

[0082] The second-level fault refers to a certain impact on the normal operation of the equipment or vehicle, but it will not cause the vehicle to be unable to travel. The second-level fault can usually be found and diagnosed through automatic detection and monitoring of the equipment and vehicle, and needs to be handled and repaired within a reasonable time.

[0083] Level 3 failures significantly impact the normal operation of equipment or vehicles, even rendering them inoperable. Level 3 failures typically require urgent attention and repair to ensure the equipment and vehicles can resume normal operation. Level 3 failures also require post-event analysis and root cause identification to prevent recurrence.

[0084] When a resolver fault signal is detected, it indicates that the resolver output line is faulty, the vehicle will be unable to power on and drive, and the main drive motor will have no output capacity, confirming that the main drive motor has a resolver fault.

[0085] When the motor controller determines that a resolver fault exists, it will send a resolver fault signal to the vehicle controller. Resolver faults include:

[0086] Drive Motor-Resolver-open line-cosine

[0087] The resolver COS signal is short-circuited to the power supply (Drive Motor-Resolver-STB-cosine);

[0088] The resolver COS signal is short-circuited to ground (Drive Motor-Resolver-STG-cosine);

[0089] The resolver excitation signal is short-circuited to the power supply (Drive Motor-Resolver-STB-exciter);

[0090] The resolver excitation signal is short-circuited to ground (Drive Motor-Resolver-STG-exciter);

[0091] Drive Motor-Resolver-open line-sine signal open circuit fault;

[0092] The resolver SIN signal is short-circuited to the power supply (Drive Motor-Resolver-STB-sine);

[0093] The resolver SIN signal is short-circuited to ground (Drive Motor-Resolver-STG-sine);

[0094] Drive Motor-Resolver-rationality (DOS) or LOT (LOT) fault in the resolver.

[0095] If any of the above conditions are detected, a resolver fault is identified. For safety reasons, the system prohibits the vehicle from shifting from Park to other gears, preventing the user from driving the vehicle while the fault is present and ensuring user safety. Acceleration requests are also prohibited, allowing the user to safely and smoothly decelerate to a stop, ensuring user safety.

[0096] In order to restore the mobility of the entire vehicle, the embodiment of the present application needs to reversely calculate the theoretical calculated motor speed of the main drive motor based on the current wheel speed to determine whether the mobility can be restored at the current moment, avoid danger after restoring power output, and protect the safety of users.

[0097] At the same time, it is necessary to determine the current vehicle state based on the current gear position. Because the limiting control caused by the rotary transformer failure is different in different vehicle states, targeted power recovery control is required based on the current vehicle state to ensure that safe mobility can be restored in any vehicle state.

[0098] If the current gear is park, the stationary state is determined as the current vehicle state. This is because the park gear triggers an additional mechanical locking mechanism to prevent the vehicle from rolling, so the vehicle remains relatively stationary relative to the ground and cannot actively move. Therefore, the current vehicle state can be determined to be stationary.

[0099] If the current gear is a non-parking gear (such as reverse gear, drive gear, neutral gear, etc.), determine the current vehicle speed. If the current vehicle speed is less than or equal to a preset threshold speed (such as 5km / h), determine that the vehicle is stationary; if the current vehicle speed is greater than the preset threshold speed, determine that the vehicle is in motion.

[0100] Because the threshold speed of 5km / h is a very low speed, the user can hardly feel the movement of the vehicle. Due to the influence of the speed sensor sensitivity, if only 0km / h is used to distinguish between the stationary state and the moving state, it may lead to misjudgment. Because when the actual speed is zero, the speed sensor may monitor a very small speed value (for example, 0.5km / h). The monitored speed value may be caused by sensor error or slight shaking of the vehicle. Therefore, in order to avoid misjudgment of the vehicle state, the threshold speed is selected as the distinction standard between the stationary state and the moving state to ensure the accuracy of the vehicle state judgment.

[0101] However, in the embodiment of the present application, when the current gear is not the parking gear, it is directly determined that the vehicle is in a driving state. Because the purpose of determining the current vehicle state in the embodiment of the present application is to distinguish the function of the resolver fault limitation, when the current gear is the parking gear, the release of the stop gear will be restricted, that is, it is impossible to switch from the parking gear to other gears. When the current gear is not the parking gear, the resolver fault will limit the user's acceleration request, that is, the user's stepping on the accelerator pedal will not accelerate the vehicle, because the main drive motor has no output capacity at this time. Therefore, there is no need to make a secondary judgment based on the vehicle speed. Therefore, after monitoring the resolver fault signal, the limit control process of the resolver fault is also included before the motor speed is calculated:

[0102] In some embodiments, before determining and calculating the motor speed based on the current wheel speed, the vehicle control method further includes:

[0103] Step 2011: In response to the current gear being the parking gear, the parking gear is restricted from gear switching, and a resolver fault alarm is issued.

[0104] In specific implementation, after a resolver fault is triggered, when the current gear is the parking gear, in order to ensure that the user does not drive the vehicle when a fault occurs, the parking gear is restricted from shifting, and a resolver fault alarm is issued. While reminding the user of the fault, the gear shifting restriction on the parking gear is used to prevent the user from starting the vehicle with the fault, thereby ensuring the user's safety.

[0105] Step 2012: In response to the current gear not being the parking gear, the accelerator pedal is restricted and a resolver fault alarm is issued.

[0106] In specific implementation, after the resolver fault is triggered, when the current gear is not the parking gear, the resolver fault will limit the user's acceleration request, that is, the user stepping on the accelerator pedal will not accelerate the vehicle, because the main drive motor has no output capacity at this time, and the user stepping on the accelerator pedal may aggravate the degree of the fault. At this time, for safety reasons, it is necessary to ensure that the user can stop the car quickly to avoid safety accidents when the user drives a vehicle with a resolver fault. Therefore, it is necessary to limit the acceleration request at this time, that is, to limit the accelerator pedal so that the user can only slow down and ensure that the user can stop the car quickly when a fault occurs to ensure safety. At the same time, a resolver fault alarm is issued to remind the user that there is a resolver scratch fault and please repair it as soon as possible.

[0107] Step 202: In response to the current vehicle state being a stationary state, a gear restriction release judgment is performed based on the calculated motor speed, a release judgment result is obtained, and the auxiliary drive motor is controlled to drive the vehicle to start based on the release judgment result and the calculated motor speed.

[0108] During specific implementation, if the current vehicle state is a stationary state, it means that the current gear of the vehicle is the parking gear. At this time, the rotary transformer fault, which is a level 3 fault, will restrict the release of the parking gear. However, in order to restore the vehicle's mobility, the embodiment of the present application needs to first determine whether the restoration of mobility is allowed. Therefore, it is necessary to make a gear restriction release judgment based on the calculated motor speed, and to determine the relationship between the calculated motor speed and the gear shift safety speed.

[0109] If the calculated motor speed is less than or equal to the gear shift safety speed, it means that the vehicle is stationary or driving at a low speed (the speed range corresponding to the parking gear is generally 0-5km / h, and the speed corresponding to the gear shift safety speed is greater than 5km / h). At this time, a resolver fault occurs and the user may need to control the vehicle to start and drive it to the corresponding maintenance point for fault repair. Therefore, the restrictions on the parking gear and accelerator pedal are allowed to be lifted at this time, allowing the user to switch to the forward gear (or other gears) and use the auxiliary drive motor alone to drive the vehicle, thereby restoring the vehicle's mobility and improving the user experience.

[0110] If the calculated motor speed is greater than the gear shift safety speed, it means that the speed limit of the parking gear has expired, or the calculated speed is wrong. Because in the parking gear, the allowed speed will be lower than the speed corresponding to the gear shift safety speed. Therefore, in order to avoid the speed out of control after the parking gear is released and to avoid using the wrong calculated motor speed for subsequent control, the restriction on parking is not allowed to be released, and switching from the parking gear to other gears is not allowed. At this time, safety is the main priority and power recovery is not allowed.

[0111] Step 203: In response to the current vehicle state being the driving state, controlling the auxiliary drive motor to replace the main drive motor to drive the vehicle, performing fault downgrade according to the calculated motor speed, and releasing the restriction control on the accelerator pedal.

[0112] During specific implementation, if the current vehicle state is driving, due to a resolver fault, the main drive motor will lose its output capacity, which will cause the entire vehicle to lose power. Therefore, the auxiliary drive motor is immediately started to replace the main drive motor for power output to avoid power loss and ensure safety when a resolver fault occurs.

[0113] At the same time, in order to ensure that the user can control the vehicle normally, fault downgrade is required to remove the restriction on the accelerator pedal and ensure that the user can smoothly make acceleration requests so that the user can drive the vehicle to the maintenance site and repair the resolver fault.

[0114] Among them, since resolver-type faults are level 3 faults, users are required to slow down while driving for safety reasons. This is because the main drive motor, which has lost its output capacity, will rotate with the vehicle and change from a drive motor to a generator, which will generate a certain back EMF. However, the generated back EMF is not stable, which will cause the resistance generated by the main drive motor to be unstable, and then cause the vehicle to shake violently during driving. Therefore, when starting the auxiliary drive motor for driving, in order to avoid excessive restrictions on driving control caused by resolver-type faults, fault downgrade is required. Among them, the resolver-type fault can be downgraded to a safe shutdown (Six Pack Off, SPO) state or an active short circuit (Active Short Circuit, ASC) state according to the calculated motor speed, thereby removing some restrictions and reducing the degree of shaking.

[0115] In summary, the vehicle control method provided by the embodiment of the present application can determine whether the restriction on the parking gear can be lifted by calculating the motor speed in a stationary state, and control the auxiliary drive motor to drive the vehicle to start after the parking gear restriction is lifted, thereby enabling the vehicle to have mobility in a stationary state, facilitating subsequent fault repairs by the user, and improving the user experience. In the driving state, the restriction control on the accelerator pedal is lifted by fault degradation, avoiding the problem that the vehicle can only decelerate in the fault state, and controlling the auxiliary drive motor to drive the vehicle instead of the main drive motor, so that the vehicle can drive normally after a rotary transformer fault occurs, making it convenient for the user to drive the vehicle to a repair site for fault repair, improving safety and improving the user experience.

[0116] In some embodiments, as Figure 3 As shown, the gear limit release judgment is performed based on the calculated motor speed, and the release judgment result is obtained, including:

[0117] Step 301: Determine a safe gear shift speed.

[0118] During gear shifting, gears must engage and disengage. Excessively high speeds increase shifting difficulty and can easily cause problems like gear jamming. Therefore, the speed must be reduced to a certain range to ensure synchronization between gears within the transmission during the shifting process, ensuring safe and smooth shifting. The DHT's safe shift speed is 20 rpm, and shifting is possible only when the motor speed is below this safe speed.

[0119] Step 302: In response to the calculated motor speed being less than or equal to the shift safety speed, the restriction release condition is satisfied as a release determination result.

[0120] In specific implementation, when the vehicle is stationary, the current gear is the parking gear. The speed range corresponding to the parking gear is generally 0-5km / h, and the speed corresponding to the safe gear shift speed is greater than 5km / h. If a rotary transformer fault occurs, the user needs to start the vehicle and drive it to the corresponding maintenance point. The premise of starting the vehicle is that it can be switched from the parking gear to other gears, such as the forward gear. After the parking gear restriction is lifted, it is only meaningful to allow the vehicle to shift gears. Therefore, it is necessary to first determine whether the vehicle is allowed to shift gears at this time.

[0121] If the calculated motor speed is less than or equal to the safe shift speed, shifting at this time poses no safety risk or risk of shift failure, allowing the shift to proceed. Lifting the restriction from the parking gear makes sense, restoring the vehicle's mobility and allowing the user to start the vehicle and drive it to a repair location. Therefore, when the calculated motor speed is less than or equal to the safe shift speed, the restriction release condition is considered satisfied.

[0122] Step 303: In response to the calculated motor speed being greater than the gear shift safety speed, the restriction release condition is not satisfied as a release determination result.

[0123] In specific implementation, if the calculated motor speed is greater than the safe gear shift speed, shifting at this time will pose a safety risk and a risk of gear shift failure, and gear shifting will not be allowed. Lifting the restriction on the parking gear will not restore the vehicle's mobility. This is because even if the restriction on the parking gear is lifted at this time, the user will not be able to control the shift from the parking gear to other gears. In addition, in the parking gear, the allowed speed will be lower than the speed corresponding to the safe gear shift speed. To avoid aggravated speed loss after releasing the parking gear and to avoid using the incorrect calculated motor speed for subsequent control, the restriction on the parking gear will not be lifted, and shifting from the parking gear to other gears will not be allowed. At this time, safety is the priority, and power recovery is not allowed. Therefore, when the calculated motor speed is greater than the safe gear shift speed, the restriction release condition will not be met as the release judgment result.

[0124] In some embodiments, as Figure 4 As shown, fault degradation control is performed based on the calculated motor speed, including:

[0125] Step 401: Determine the back electromotive force of the main drive motor according to the calculated motor speed.

[0126] In specific implementation, back EMF is a type of induced EMF. Its principle is that the conductor cuts the magnetic flux lines. As long as there is relative motion between the two, the magnetic field can be stationary and the conductor cuts; or the conductor can be stationary and the magnetic field moves. For permanent magnet synchronous motors, its coils are fixed on the stator (conductor) and the permanent magnets are fixed on the rotor (magnetic field). When the rotor rotates, the magnetic field generated by the permanent magnets on the rotor will rotate and will be cut by the coils on the stator, generating back EMF in the coils. The calculation formula for determining back EMF using the direct calculation method is:

[0127] E= =4.44×f×N×Φ

[0128] Where E is the coil electromotive force, ψ is the flux linkage (the magnetic flux linked by the conductive coil or current loop. The flux linkage is equal to the product of the number of turns N of the conductive coil and the average magnetic flux φ passing through each turn of the coil, so it is also called flux turn), f is the frequency, which is used to calculate the motor speed, N is the number of turns, and Φ is the magnetic flux.

[0129] The back EMF also has the following characteristics:

[0130] (1) The back electromotive force is equal to the rate of change of magnetic flux. The higher the speed, the greater the rate of change and the greater the back electromotive force.

[0131] (2) The flux linkage itself is equal to the number of turns multiplied by the flux linkage of a single turn. Therefore, the higher the number of turns, the greater the flux linkage and the greater the back EMF.

[0132] (3) The number of turns is related to the winding scheme;

[0133] (4) The single-turn flux linkage is equal to the magnetomotive force divided by the magnetic resistance. Therefore, the larger the magnetomotive force, the smaller the magnetic resistance in the direction of the flux linkage, and the larger the back electromotive force.

[0134] (5) Magnetic resistance is related to the air gap and the coordination of the pole slot. The larger the air gap, the greater the magnetic resistance and the smaller the back electromotive force.

[0135] (6) The magnetomotive force is related to the remanent magnetism of the magnet and the effective area of ​​the magnet. The greater the remanent magnetism, the higher the back electromotive force.

[0136] (7) Remanence is also related to temperature. The higher the temperature, the smaller the back electromotive force.

[0137] In summary, the factors affecting back EMF include speed, number of turns per slot, number of phases, number of parallel branches, full-slot and short-slot, motor magnetic circuit, air gap length, pole-slot matching, magnet remanence, magnet placement and magnet size, magnet magnetization direction, temperature, etc. Therefore, direct calculation method is generally not used to determine back EMF.

[0138] Instead, an observer method is used to detect the back EMF, such as the sliding mode observer (SMO), the Lumberg observer (LBG), the nonlinear flux observer, etc.

[0139] Step 402: Determine a target safety state based on the current battery voltage and back electromotive force of the power battery, and control the vehicle to enter the target safety state.

[0140] The first fault level corresponding to the target safety state is smaller than the second fault level corresponding to the resolver fault signal.

[0141] In some embodiments, determining a target safety state based on a current battery voltage and a back electromotive force of the power battery includes:

[0142] Step 4021: In response to the back EMF being greater than or equal to the current battery voltage, determining the active short circuit state as the target safety state.

[0143] In practice, in an active short-circuit state, the back EMF generates a large braking force, causing a significant impact on vehicle operation without impacting the battery busbar. In a safety shutdown state, the back EMF can impact the battery busbar and even reverse charge the battery.

[0144] When the back electromotive force is greater than or equal to the current battery voltage, it means that the battery voltage before the point is small and there is a risk of back electromotive force reverse charging the battery. The active short circuit state is determined as the target safety state, which can avoid the SPO generating a large back electromotive force and causing impact damage to the devices on the bus. Entering ASC will not reverse charge the power battery, which can ensure the safety of the battery and motor.

[0145] Step 4022: In response to the back EMF being less than the current battery voltage, determining the safety shutdown state as the target safety state.

[0146] In specific implementation, when the current battery voltage is large enough, that is, the back electromotive force is less than the current battery voltage, the safety shutdown state SPO of open circuit protection is considered, that is, the safety shutdown state is determined as the target safety state. At this time, the back electromotive force is small, which will not cause impact damage to the devices on the bus, nor will it reverse charge the battery. It can also reduce the impact on the vehicle and improve comfort.

[0147] Since the first fault level corresponding to the target safety state is lower than the second fault level corresponding to the resolver fault signal, after the target safety state is determined, the vehicle is controlled to enter the target safety state, thereby downgrading the second fault level of the resolver fault to the first fault level corresponding to the target safety state. This removes the restriction on the accelerator pedal, allowing the user to use the auxiliary drive motor to drive the vehicle to a maintenance point, thereby improving the user experience.

[0148] In some embodiments, as Figure 5 As shown, according to the release judgment result and the calculated motor speed, the auxiliary drive motor is controlled to drive the vehicle to start, including:

[0149] Step 501: In response to the release judgment result that the restriction release condition is not satisfied, the shift prohibition restriction on the parking gear is maintained and the vehicle starting is prohibited.

[0150] During specific implementation, if the lifting judgment result is that the restriction lifting conditions are not met, it means that lifting the restriction on the parking gear cannot restore the vehicle's mobility. At this time, safety is given the highest priority, the gear shift restriction on the parking gear is maintained, and the vehicle is prohibited from starting to prevent the user from driving the vehicle in a faulty state.

[0151] Step 502: In response to the release judgment result that the restriction release condition is satisfied, the restriction control on the parking gear and the accelerator pedal is released, and the state switching speed is determined according to the current battery voltage.

[0152] In real time, if the release judgment result is that the restriction release conditions are met, it means that the vehicle can resume its mobility after the restriction on the parking gear is released. At this time, the restriction control of the parking gear and the accelerator pedal are also released, because the accelerator pedal is also needed for acceleration control during the starting process, and the speed is switched according to the current battery voltage after starting.

[0153] like Figure 6 The state transition diagram shown in the figure shows that during the start-up process, the calculated motor speed gradually increases while the battery voltage remains constant or even decreases. Therefore, in the low-speed range (where the back EMF is low), the vehicle enters the safety shutdown state (SPO) to avoid cross-traffic shock and ensure driving comfort. In the high-speed range (where the back EMF is high), the vehicle enters the active short-circuit state (ASC) to prevent reverse charging of the battery and ensure battery safety. The higher the current battery voltage, the higher the speed required for state transition. Therefore, during the start-up process, the state transition speed is determined based on the current battery voltage and a preset voltage-speed relationship (a two-dimensional function or a two-dimensional map) to ensure safety and comfort during the start-up process.

[0154] Step 503: In response to the calculated motor speed being greater than or equal to the state switching speed, enter the active short circuit state, switch the parking gear to the target gear corresponding to the user request, and control the auxiliary drive motor to replace the main drive motor to drive the vehicle to start.

[0155] When implementing it specifically, Figure 6 As shown, when the calculated motor speed is greater than or equal to the state switching speed, the system enters the active short-circuit state (ASC) to prevent reverse charging of the battery and ensure battery safety. The parking gear is then switched to the target gear corresponding to the user's request, and the auxiliary drive motor is controlled to replace the main drive motor to drive the vehicle to start, ensuring that the user can drive the vehicle to the repair location.

[0156] Step 504: In response to the calculated motor speed being less than the state switching speed, the vehicle enters the safety shutdown state, switches the parking gear to the target gear corresponding to the user request, and controls the auxiliary drive motor to replace the main drive motor to drive the vehicle to start.

[0157] When implementing it specifically, Figure 6 As shown, when the calculated motor speed is less than the state switching speed, the system enters the safety shutdown state (SPO) to avoid traffic shock and ensure comfort. The parking gear is then switched to the target gear corresponding to the user's request, and the auxiliary drive motor is controlled to replace the main drive motor to drive the vehicle to start, ensuring that the user can drive the vehicle to the maintenance location.

[0158] In some embodiments, as Figure 7 As shown, the current wheel speed includes the main drive left wheel speed and the main drive right wheel speed; the motor speed is determined and calculated based on the current wheel speed, including:

[0159] Step 701: Determine the average of the main driving left wheel speed and the main driving right wheel speed as the main driving wheel speed.

[0160] In specific implementation, since driving conditions such as turning scenarios and bumpy road scenarios will cause a certain difference in the left and right wheel speeds, the average of the main drive left wheel speed and the main drive right wheel speed is determined as the main drive wheel speed to improve the accuracy of the main drive wheel speed.

[0161] Step 702: Determine the ratio of the main driving wheel speed to the tire circumference as the main driving speed, and determine the ratio of the main driving speed to the current speed ratio as the calculated motor speed.

[0162] In specific implementation, the motor speed is calculated as follows: main drive wheel speed / proportional coefficient, where the proportional coefficient = tire circumference / current reduction ratio / 60. The 60 is used for unit conversion and is uniformly converted to seconds. Therefore, the motor speed is calculated as main drive wheel speed / tire circumference × current reduction ratio × 60. The ratio of the main drive wheel speed to the tire circumference is the main drive speed: main drive wheel speed / tire circumference = main drive speed. The current speed ratio = current reduction ratio × 60, so the motor speed is calculated as main drive speed × current speed ratio. The main drive motor speed is inferred from the wheel speed, ensuring that the appropriate target safety state can be adopted after the restrictions are lifted to ensure safety and comfort.

[0163] It should be noted that the method of the embodiment of the present application can be performed by a single device, such as a computer or server. The method of this embodiment can also be applied in a distributed scenario and performed by multiple devices working together. In such a distributed scenario, one of the multiple devices may only perform one or more steps of the method of the embodiment of the present application, and the multiple devices will interact with each other to complete the method.

[0164] It should be noted that the above description is limited to some embodiments of the present application. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recited in the claims may be performed in an order different from that described in the above embodiments and still achieve the desired results. Furthermore, the processes depicted in the accompanying drawings do not necessarily require the specific order or sequential order shown to achieve the desired results. In certain embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0165] Based on the same inventive concept, corresponding to any of the above-mentioned embodiment methods, the present application also provides a vehicle control device.

[0166] refer to Figure 8 , the vehicle control device comprises:

[0167] The fault monitoring module 10 is configured to: in response to detecting a resolver fault signal, determine and calculate the motor speed according to the current wheel speed, and determine the current vehicle state according to the current gear position;

[0168] The gear restriction release module 20 is configured to: in response to the current vehicle state being a stationary state, determine the gear restriction release based on the calculated motor speed, obtain a release determination result, and control the auxiliary drive motor to drive the vehicle to start based on the release determination result and the calculated motor speed;

[0169] The driving restriction release module 30 is configured to: in response to the current vehicle state being the driving state, control the auxiliary drive motor to replace the main drive motor to drive the vehicle, perform fault degradation according to the calculated motor speed, and release the restriction control on the accelerator pedal.

[0170] For the convenience of description, the above devices are described as being divided into various modules according to their functions. Of course, when implementing this application, the functions of each module can be implemented in the same or multiple software and / or hardware.

[0171] The apparatus of the above embodiment is used to implement the corresponding vehicle control method in any of the above embodiments, and has the beneficial effects of the corresponding method embodiments, which will not be described in detail here.

[0172] Based on the same inventive concept, corresponding to any of the above-mentioned embodiments and methods, the present application also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and runnable on the processor, wherein when the processor executes the program, the vehicle control method described in any of the above embodiments is implemented.

[0173] Figure 9A more specific electronic device hardware structure schematic diagram provided by the embodiment is shown. The device can include a processor 1010, a memory 1020, an input / output interface 1030, a communication interface 1040, and a bus 1050. The processor 1010, the memory 1020, the input / output interface 1030, and the communication interface 1040 are connected to each other through the bus 1050 for internal communication.

[0174] The processor 1010 can be implemented by a general-purpose CPU (Central Processing Unit), a microprocessor, an ASIC (Application Specific Integrated Circuit), or one or more integrated circuits, and is configured to execute related programs to implement the technical solutions provided by the embodiments of the present specification.

[0175] The memory 1020 can be implemented by a ROM (Read Only Memory), a RAM (Random Access Memory), a static storage device, a dynamic storage device, etc. The memory 1020 can store an operating system and other application programs. When the technical solutions provided by the embodiments of the present specification are implemented by software or firmware, the related program codes are stored in the memory 1020 and are called and executed by the processor 1010.

[0176] The input / output interface 1030 is configured to connect an input / output module to realize information input and output. The input / output module can be configured as a component in the device (not shown in the figure) or can be externally connected to the device to provide corresponding functions. The input device can include a keyboard, a mouse, a touch screen, a microphone, various sensors, etc., and the output device can include a display, a speaker, a vibrator, an indicator light, etc.

[0177] The communication interface 1040 is configured to connect a communication module (not shown in the figure) to realize the communication interaction between the device and other devices. The communication module can realize communication through a wired manner (such as USB, network cable, etc.) or through a wireless manner (such as mobile network, WIFI, Bluetooth, etc.).

[0178] The bus 1050 includes a channel to transmit information between various components (such as the processor 1010, the memory 1020, the input / output interface 1030, and the communication interface 1040) of the device.

[0179] It should be noted that although the above device only shows the processor 1010, the memory 1020, the input / output interface 1030, the communication interface 1040 and the bus 1050, in the specific implementation process, the device can also include other components necessary for normal operation. In addition, those skilled in the art can understand that the above device can also only contain components necessary to implement the embodiments of the present application, and does not necessarily contain all the components shown in the figure.

[0180] The electronic device of the above embodiment is used to implement the corresponding vehicle control method in any of the preceding embodiments, and has the beneficial effects of the corresponding method embodiments, which are not repeated here.

[0181] Based on the same inventive concept, corresponding to the method of any of the above embodiments, the present application also provides a non-transitory computer readable storage medium storing computer instructions for causing the computer to perform the vehicle control method according to any of the above embodiments.

[0182] The computer readable medium of the present embodiment includes permanent and non-permanent, removable and non-removable media, which can be implemented by any method or technology to store information. The information can be computer readable instructions, data structures, program modules or other data. Examples of computer storage media include, but are not limited to, phase change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technologies, compact disc read-only memory (CD-ROM), digital versatile disc (DVD) or other optical storage, magnetic cassette, magnetic tape disk storage or other magnetic storage devices, or any other non-transmission medium that can be used to store information accessible by a computing device.

[0183] The computer instructions stored in the storage medium of the above embodiment are used to cause the computer to perform the vehicle control method according to any of the above embodiments, and have the beneficial effects of the corresponding method embodiments, which are not repeated here.

[0184] Based on the same inventive concept, corresponding to the method of any of the above embodiments, the present application also provides a vehicle including the electronic device or vehicle control device of the above embodiment, and performing the vehicle control method according to any of the above embodiments through the electronic device or vehicle control device of the above embodiment, and has the beneficial effects of the corresponding method embodiments, which are not repeated here.

[0185] It can be understood that, before using the technical solutions of various embodiments in the present disclosure, the user will be informed of the type, use range, use scenario, etc. of the personal information involved in a proper manner, and the authorization of the user will be obtained.

[0186] For example, in response to receiving the active request of the user, the user is sent prompt information to explicitly prompt the user that the operation requested to be performed will require obtaining and using the personal information of the user. Thus, the user can voluntarily choose whether to provide the personal information to the software or hardware such as an electronic device, an application program, a server or a storage medium, etc. performing the operation of the technical solutions of the present disclosure according to the prompt information.

[0187] As an optional but non-limiting implementation manner, in response to accepting the active request of the user, the manner of sending the prompt information to the user may, for example, be a pop-up window manner, and the prompt information may, for example, be presented in the form of text in the pop-up window. In addition, the pop-up window may also carry selection controls for the user to select “agree” or “disagree” to provide the personal information to the electronic device.

[0188] It can be understood that the above notification and user authorization obtaining process is only illustrative, and does not limit the implementation manners of the present disclosure, and other manners meeting the relevant laws and regulations can also be applied to the implementation manners of the present disclosure.

[0189] Those skilled in the art should understand that the above discussion of any embodiment is only exemplary and is not intended to suggest that the scope of the present application is limited to these examples; under the idea of the present application, the above embodiments or technical features in different embodiments can also be combined, the steps can be implemented in any order, and there are many other changes of different aspects of the embodiments of the present application as described above, which are not provided in details for the sake of brevity.

[0190] In addition, in order to simplify the description and discussion, and so as not to make the embodiments of the present application difficult to understand, the known power / ground connections of integrated circuit (IC) chips and other components can or can not be shown in the provided drawings. In addition, the devices can be shown in the form of block diagrams in order to avoid making the embodiments of the present application difficult to understand, and this also takes into account the fact that the details of the implementation of these block diagram devices are highly dependent on the platform to be implemented in the embodiments of the present application (i.e. these details should be fully within the understanding of those skilled in the art). In the case where specific details (e.g. circuits) are set forth to describe the exemplary embodiments of the present application, it is obvious to those skilled in the art that the embodiments of the present application can be implemented without these specific details or with variations of these specific details. Therefore, these descriptions should be considered as illustrative rather than limiting.

[0191] Although the present invention has been described in conjunction with specific embodiments thereof, many alternatives, modifications, and variations of these embodiments will be apparent to those skilled in the art based on the foregoing description. For example, other memory architectures (e.g., dynamic RAM (DRAM)) may utilize the discussed embodiments.

[0192] The embodiments of the present application are intended to cover all such substitutions, modifications, and variations that fall within the broad scope of the present application. Therefore, any omissions, modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the embodiments of the present application should be included in the scope of protection of the present application.

Claims

1. A vehicle control method, characterized in that: include: In response to detecting a resolver fault signal, the motor speed is determined based on the current wheel speed, and the current vehicle state is determined based on the current gear position; In response to the current vehicle state being a stationary state, determining whether the gear restriction is released based on the calculated motor speed to obtain a release determination result, and controlling the auxiliary drive motor to drive the vehicle to start based on the release determination result and the calculated motor speed; In response to the current vehicle state being a driving state, the auxiliary drive motor is controlled to replace the main drive motor to drive the vehicle, while fault degradation is performed according to the calculated motor speed, and the restriction control of the accelerator pedal is released.

2. The vehicle control method according to claim 1, characterized in that: The step of performing a gear limit release judgment based on the calculated motor speed to obtain a release judgment result includes: Determine the safe speed for gear shifting; In response to the calculated motor speed being less than or equal to the shift safety speed, satisfying a restriction release condition as the release determination result; In response to the calculated motor speed being greater than the shift safety speed, the restriction release condition is not satisfied as the release determination result.

3. The vehicle control method according to claim 1, characterized in that: The performing fault degradation control according to the calculated motor speed includes: Determining the back electromotive force of the main drive motor according to the calculated motor speed; A target safety state is determined based on the current battery voltage of the power battery and the back electromotive force, and the vehicle is controlled to enter the target safety state; wherein a first fault level corresponding to the target safety state is lower than a second fault level corresponding to the resolver fault signal.

4. The vehicle control method according to claim 3, characterized in that: The determining the target safety state according to the current battery voltage of the power battery and the back electromotive force includes: In response to the back EMF being greater than or equal to the current battery voltage, determining an active short circuit state as the target safety state; In response to the back EMF being less than the current battery voltage, a safety-off state is determined as the target safety state.

5. The vehicle control method according to claim 1, characterized in that: The controlling the auxiliary drive motor to drive the vehicle to start according to the release judgment result and the calculated motor speed includes: In response to the release determination result being that the restriction release condition is not satisfied, maintaining the shift prohibition restriction on the parking gear and prohibiting the vehicle from starting; In response to the release determination result being that the restriction release condition is satisfied, the restriction control on the parking gear and the accelerator pedal is released, and the state switching speed is determined according to the current battery voltage; In response to the calculated motor speed being greater than or equal to the state switching speed, entering an active short-circuit state, switching the parking gear to a target gear corresponding to the user request, and controlling the auxiliary drive motor to replace the main drive motor to drive the vehicle to start; In response to the calculated motor speed being less than the state switching speed, the vehicle enters a safety shutdown state, switches the parking gear to a target gear corresponding to a user request, and controls the auxiliary drive motor to replace the main drive motor to drive the vehicle to start.

6. The vehicle control method according to claim 1, characterized in that: The current wheel speed includes the main driving left wheel speed and the main driving right wheel speed; The step of determining and calculating the motor speed according to the current wheel speed includes: Determine the average of the main driving left wheel speed and the main driving right wheel speed as the main driving wheel speed; The ratio of the main driving wheel speed to the tire circumference is determined as the main driving speed, and the ratio of the main driving speed to the current speed ratio is determined as the calculated motor speed.

7. The vehicle control method according to claim 1, characterized in that: Before determining and calculating the motor speed according to the current wheel speed, the method further includes: In response to the current gear being the parking gear, restricting gear switching of the parking gear and issuing a resolver fault alarm; In response to the current gear not being the parking gear, the accelerator pedal is restricted and a resolver fault alarm is issued.

8. A vehicle control device, characterized in that: include: a fault monitoring module configured to: in response to detecting a resolver fault signal, determine and calculate the motor speed according to the current wheel speed, and determine the current vehicle state according to the current gear position; a gear restriction release module configured to: in response to the current vehicle state being a stationary state, perform a gear restriction release determination based on the calculated motor speed, obtain a release determination result, and control the auxiliary drive motor to drive the vehicle to start based on the release determination result and the calculated motor speed; The driving restriction release module is configured to: in response to the current vehicle state being a driving state, control the auxiliary drive motor to replace the main drive motor to drive the vehicle, perform fault degradation according to the calculated motor speed, and release the restriction control of the accelerator pedal.

9. An electronic device comprising a memory, a processor, and a computer program stored in the memory and running on the processor, characterized in that: When the processor executes the program, the method according to any one of claims 1 to 7 is implemented.

10. A vehicle, characterized in that: The vehicle control device according to claim 8 or the electronic device according to claim 9 is included.

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