Vehicle control methods, devices and computer equipment

Abstract

This application relates to a vehicle control method, apparatus, and computer device. The method includes: acquiring vehicle operating status information; determining relative speed information of the vehicle based on the operating status information; the relative speed information being the speed information of the rear axle relative to the front axle of the vehicle; determining a torque control mode of the vehicle based on the relative speed information; and controlling the vehicle's operating status according to the torque control mode. This method can reduce torque when the vehicle has a tendency to wheel lock-up, thus preventing wheel lock-up and improving driving safety.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to a vehicle control method, apparatus, and computer equipment. Background Technology

[0002] New energy electric drive axle power type vehicles have advantages such as compact structure, short transmission chain and high transmission efficiency, and are becoming increasingly popular in the field of new energy commercial vehicles. As a unique technology of new energy vehicles, regenerative braking can use the motor to recover energy during vehicle deceleration and braking, which is one of the effective means to improve vehicle range.

[0003] However, when the brake pedal is pressed, the braking torque of the electric motor and the mechanical braking force of the brake disc act on the wheel end at the same time, which can easily cause the wheel to lock up and affect driving safety. Summary of the Invention

[0004] Therefore, it is necessary to provide a vehicle control method, device, and computer equipment that can improve driving safety in response to the above-mentioned technical problems.

[0005] In a first aspect, this application provides a vehicle control method, the method comprising:

[0006] Obtain vehicle operating status information;

[0007] The relative speed information of the vehicle is determined based on the operating status information; the relative speed information is the speed information of the rear axle of the vehicle relative to the front axle.

[0008] The torque control mode of the vehicle is determined based on the relative speed information;

[0009] The vehicle's operating state is controlled according to the torque control mode.

[0010] In one embodiment, determining the torque control mode of the vehicle based on the relative speed information includes:

[0011] If the relative speed information is greater than or equal to a preset relative speed threshold, the torque control mode of the vehicle is determined to be the anti-lock torque limiting mode.

[0012] If the relative speed information is less than a preset relative speed threshold, the torque control mode of the vehicle is determined to be a non-anti-lock torque limiting mode.

[0013] In one embodiment, the anti-lock torque limiting mode includes a first anti-lock torque limiting mode and a second anti-lock torque limiting mode; determining the vehicle's torque control mode as the anti-lock torque limiting mode when the relative speed information is greater than or equal to a preset relative speed threshold includes:

[0014] The vehicle speed information is determined based on the operating status information;

[0015] If the vehicle speed information is greater than or equal to a preset vehicle speed threshold and the relative speed information is greater than or equal to a preset relative speed threshold, the torque control mode of the vehicle is determined to be the first anti-lock torque limiting mode.

[0016] When the vehicle speed information is less than a preset vehicle speed threshold and the relative speed information is greater than or equal to a preset relative speed threshold, the torque control mode of the vehicle is determined to be the second anti-lock torque limiting mode; wherein the response time of the second anti-lock torque limiting mode is greater than the response time of the first anti-lock torque limiting mode.

[0017] In one embodiment, the operating status information includes right front wheel speed information, left front wheel speed information, right rear wheel speed information, and left rear wheel speed information; determining the relative speed information of the vehicle based on the operating status information includes:

[0018] The front axle speed information is determined based on the right front wheel speed information and the left front wheel speed information;

[0019] Based on the front axle speed information and the right rear wheel speed information, the first speed information of the right rear wheel of the vehicle relative to the front axle is determined;

[0020] Based on the front axle speed information and the left rear wheel speed information, determine the second speed information of the vehicle's left rear wheel relative to the front axle;

[0021] The relative speed information is determined based on the first speed information and the second speed information.

[0022] In one embodiment, determining the relative speed information based on the first speed information and the second speed information includes:

[0023] If at least one of the first speed information and the second speed information is greater than a preset first speed threshold, the relative speed information is determined to be a preset relative speed.

[0024] If both the first speed information and the second speed information are less than or equal to the preset relative speed threshold, the relative speed information is determined to be the average of the absolute values ​​of the first speed information and the second speed information.

[0025] In one embodiment, controlling the vehicle's operating state according to the torque control mode includes:

[0026] The required motor feedback torque for the vehicle is determined based on the operating status information;

[0027] The torque limiting coefficient is determined based on the relative speed information;

[0028] The target motor feedback torque of the vehicle is determined based on the required motor feedback torque and the torque limitation coefficient.

[0029] The vehicle's operating state is controlled according to the torque control mode and the target motor feedback torque.

[0030] In one embodiment, determining the torque limiting coefficient based on the relative speed information includes:

[0031] If the relative speed information is less than or equal to the relative speed threshold, the torque limiting coefficient is determined to be 1;

[0032] If the relative speed information is greater than the relative speed threshold, the torque limiting coefficient is determined based on the relative speed information and a preset correlation; wherein the torque limiting coefficient is less than 1, and the torque limiting coefficient is negatively correlated with the relative speed information.

[0033] In one embodiment, the operating status information further includes the brake pedal opening; determining the required motor feedback torque of the vehicle based on the operating status information includes:

[0034] The torque percentage is determined based on the brake pedal opening.

[0035] Determine the required peak torque based on the preset vehicle motor model;

[0036] The required motor feedback torque is determined based on the required peak torque and the torque percentage.

[0037] Secondly, this application also provides a vehicle control device, the device comprising:

[0038] The first acquisition module is used to acquire the vehicle's operating status information;

[0039] The first determining module is used to determine the relative speed information of the vehicle based on the operating status information; the relative speed information is the speed information of the rear axle of the vehicle relative to the front axle.

[0040] The second determining module is used to determine the torque control mode of the vehicle based on the relative speed information;

[0041] The first execution module is used to control the operating state of the vehicle according to the torque control mode.

[0042] Thirdly, this application also provides a computer device, including a memory and a processor, wherein the memory stores a computer program, and the processor executes the computer program to implement the steps of the vehicle control method in any of the above embodiments.

[0043] The aforementioned vehicle control method, device, and computer equipment first acquire the vehicle's operating status information, and then determine the relative speed information of the vehicle's rear axle relative to the front axle in real time based on the operating status information. This allows for the determination of whether the vehicle has a tendency to wheel lock-up and the degree of such a tendency, based on the relative speed information between the rear and front axles. Furthermore, based on the tendency and degree of wheel lock-up, the vehicle's torque control mode is controlled accordingly. When the vehicle shows a tendency to wheel lock-up, the torque output of the motor is appropriately reduced based on the degree of wheel lock-up, and the vehicle's operating status is controlled according to the torque control mode to prevent wheel lock-up and improve driving safety. Attached Figure Description

[0044] To more clearly illustrate the technical solutions in the embodiments of this application or related technologies, the drawings used in the description of the embodiments of this application or related technologies will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0045] Figure 1 This is a flowchart illustrating a vehicle control method in one embodiment;

[0046] Figure 2 This is a flowchart illustrating step S103 in one embodiment;

[0047] Figure 3 This is a flowchart illustrating step S201 in one embodiment;

[0048] Figure 4 This is a flowchart illustrating step S102 in one embodiment;

[0049] Figure 5 This is a flowchart illustrating step S404 in one embodiment;

[0050] Figure 6 This is a flowchart illustrating step S104 in one embodiment;

[0051] Figure 7 This is a flowchart illustrating step S602 in one embodiment;

[0052] Figure 8 This is a flowchart illustrating step S601 in one embodiment;

[0053] Figure 9 This is a structural block diagram of a vehicle control device in one embodiment;

[0054] Figure 10 This is an internal structural diagram of a computer device in one embodiment. Detailed Implementation

[0055] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0056] As described in the background section, electric drive axle-powered vehicles offer advantages such as compact structure, short transmission chain, and high transmission efficiency, leading to their increasing popularity in the new energy commercial vehicle sector. Regenerative braking, a unique technology in new energy vehicles, recovers energy during deceleration and braking using the motor's feedback torque, making it an effective means of extending vehicle range. Currently, many vehicles still use a parallel connection between electric and mechanical braking forces during braking. This means that when the brake pedal is pressed, the motor's braking torque and the brake disc's mechanical braking force act simultaneously on the wheel ends, which can easily cause wheel lock-up and compromise driving safety.

[0057] Based on the above-mentioned technical problems, in an exemplary embodiment, please refer to... Figure 1 This application provides a vehicle control method. The following description uses the application of this method to a vehicle controller as an example. The vehicle control method includes steps S101 to S104.

[0058] S101: Obtain vehicle operating status information.

[0059] In the application, the operating status information can include the speed information of each wheel of the vehicle. The vehicle is equipped with ABS (Anti-Lock Brake System), which can detect the speed information of each wheel of the vehicle in real time during vehicle operation and send it to the vehicle controller.

[0060] S102: Determine the relative speed information of the vehicle based on the operating status information.

[0061] It is understandable that after the controller obtains the speed information of each wheel of the vehicle, it can calculate the relative speed information of the rear axle relative to the front axle. Then, the controller can determine whether the vehicle has a tendency to lock up its wheels based on the relative speed information.

[0062] S103: Determines the vehicle's torque control mode based on relative speed information.

[0063] The torque control mode is used to indicate whether the control motor outputs torque according to the vehicle's required torque. If the controller determines that the vehicle has a tendency to lock up its wheels based on the relative speed information, it needs to control the motor to reduce the output torque. If the controller determines that the vehicle does not have a tendency to lock up its wheels based on the relative speed information, it can control the motor to output torque normally.

[0064] S104: Controls the vehicle's operating status according to the torque control mode.

[0065] Once the torque control mode is determined, the vehicle's operating state can be controlled accordingly, that is, the magnitude of the torque output by the motor can be controlled to prevent the wheels from locking up.

[0066] The aforementioned vehicle control method first acquires the vehicle's operating status information, then determines the relative speed information of the rear axle relative to the front axle in real time based on this information. This relative speed information helps determine whether the vehicle has a tendency to wheel lock-up and the degree of this tendency. Based on this tendency and degree, the method accordingly controls the vehicle's torque control mode. When there is a tendency to wheel lock-up, the torque output of the motor is appropriately reduced according to the degree of this tendency. The torque control mode controls the vehicle's operating status to prevent wheel lock-up and improve driving safety.

[0067] In one exemplary embodiment, please refer to Figure 2 Step S103, determining the vehicle's torque control mode based on relative speed information, includes steps S201 and S202.

[0068] S201: When the relative speed information is greater than or equal to the preset relative speed threshold, the torque control mode of the vehicle is determined to be the anti-lock torque limiting mode.

[0069] In this embodiment, a relative speed threshold can be set for the relative speed information of the rear axle relative to the front axle of the vehicle. If the relative speed information is greater than or equal to the relative speed threshold, it indicates that the vehicle has a tendency to lock up its wheels. In this case, it is necessary to control the torque output of the motor to be reduced, that is, to control the torque control mode of the vehicle to be the anti-lock torque limiting mode.

[0070] S202: When the relative speed information is less than the preset relative speed threshold, the torque control mode of the vehicle is determined to be the non-anti-lock torque limiting mode.

[0071] It is understandable that if the relative speed information is less than the relative speed threshold, it means that the vehicle does not have the tendency to lock up its wheels. Therefore, there is no need to control the reduction of the torque output of the motor. In other words, the torque control mode of the vehicle is the non-anti-lock torque limiting mode.

[0072] In one exemplary embodiment, the anti-lock torque limiting mode includes a first anti-lock torque limiting mode and a second anti-lock torque limiting mode; see also Figure 3 Step S201: When the relative speed information is greater than or equal to a preset relative speed threshold, determine that the torque control mode of the vehicle is the anti-lock torque limiting mode, including steps S301 to S303.

[0073] S301: Determine the vehicle speed information based on the operating status information.

[0074] The vehicle's operating status information also includes the vehicle's speed information, namely the vehicle's overall speed.

[0075] S302: When the vehicle speed information is greater than or equal to the preset vehicle speed threshold and the relative speed information is greater than or equal to the preset relative speed threshold, the torque control mode of the vehicle is determined to be the first anti-lock torque limiting mode.

[0076] If the vehicle speed information is greater than or equal to the preset vehicle speed threshold, and the relative speed information is greater than or equal to the preset relative speed threshold, the vehicle can be controlled to enter the first anti-lock torque limiting mode, that is, the vehicle can be controlled to immediately enter the anti-lock state.

[0077] S303: When the vehicle speed information is less than the preset vehicle speed threshold and the relative speed information is greater than or equal to the preset relative speed threshold, the torque control mode of the vehicle is determined to be the second anti-lock torque limiting mode.

[0078] If the vehicle speed is less than a preset speed threshold and the relative speed is greater than or equal to a preset relative speed threshold, the vehicle can be controlled to enter a second anti-lock braking torque limiting mode. This means the vehicle enters the anti-lock braking state after a delay. This delay is the response time, and the response time of the second anti-lock braking torque limiting mode is greater than that of the first anti-lock braking torque limiting mode. In one example, the response time of the second anti-lock braking torque limiting mode can be a constant value. In another example, the response time of the second anti-lock braking torque limiting mode is inversely correlated with the vehicle speed; that is, the lower the overall vehicle speed, the longer the response time of the second anti-lock braking torque limiting mode.

[0079] In one exemplary embodiment, please refer to Figure 4 Step S102, determine the relative speed information of the vehicle based on the operating status information, including steps S401 to S404.

[0080] S401: Determine the front axle speed information based on the right front wheel speed information and the left front wheel speed information.

[0081] The operating status information includes the speed information of the right front wheel v1, the speed information of the left front wheel v2, the speed information of the right rear wheel v3, and the speed information of the left rear wheel v4. The front axle speed information v` of the vehicle can be obtained by averaging the speed information of the right front wheel v1 and the speed information of the left front wheel v2, v` = (v1 + v2) / 2.

[0082] S402: Determine the first speed information of the right rear wheel of the vehicle relative to the front axle based on the front axle speed information and the right rear wheel speed information.

[0083] The first velocity information of the right rear wheel relative to the front axle refers to the speed of the right rear wheel relative to the front axle. For objects moving in the same direction, the relative velocity is equal to the absolute value of the difference between the two objects' velocities; for objects moving in opposite directions, the relative velocity is equal to the absolute value of the sum of the two objects' velocities. In this embodiment, the right rear wheel and the front axle of the vehicle are moving in the same direction. Therefore, the first velocity information of the right rear wheel relative to the front axle is the absolute value of the difference between the front axle velocity information and the right rear wheel velocity information, that is, the first velocity information V is calculated from the absolute value of the difference between the front axle velocity information and the right rear wheel velocity information. RaRightWheel =|v`-v3|.

[0084] S403: Determine the second speed information of the vehicle's left rear wheel relative to the front axle based on the front axle speed information and the left rear wheel speed information.

[0085] Similarly, the second speed information of the left rear wheel relative to the front axle refers to the speed of the left rear wheel relative to the front axle. Since the left rear wheel and the front axle move in the same direction, the second speed information of the left rear wheel relative to the front axle is the absolute value of the difference between the front axle speed information and the right rear wheel speed information; that is, the second speed information V is calculated from the absolute value of the difference between the front axle speed information and the left rear wheel speed information. RaLeftWheel =|v`-v4|.

[0086] S404: Determine relative speed information based on the first speed information and the second speed information.

[0087] Then, the relative speed information V between the rear axle and the front axle can be calculated from the first speed information and the second speed information. SlipSpd , .

[0088] In one exemplary embodiment, please refer to Figure 5 Step S404, determining relative speed information based on the first speed information and the second speed information includes steps S501 and S502.

[0089] S501: If at least one of the first speed information and the second speed information is greater than a preset first speed threshold, the relative speed information is determined to be a preset relative speed.

[0090] In applications, the anti-lock braking system (ABS) may malfunction. In such cases, the values ​​detected by the ABS may be inaccurate. Specifically, abnormal values ​​may appear in the right front wheel speed information v1, left front wheel speed information v2, right rear wheel speed information v3, and left rear wheel speed information v4 detected by the ABS. This could lead to the calculated first speed information and / or second speed information being greater than a preset first speed threshold. Therefore, when either the calculated first speed information or the second speed information is greater than the preset first speed threshold, the relative speed information can be directly set to the preset relative speed. For example, the relative speed information can be set to 0.

[0091] In some cases, there may be communication failures between the anti-lock braking system (ABS) and the vehicle's controller. Therefore, when communication between the ABS and the vehicle's controller fails, the relative speed information can be directly set to the preset relative speed.

[0092] S502: When both the first speed information and the second speed information are less than or equal to a preset relative speed threshold, the relative speed information is determined to be the average of the absolute values ​​of the first speed information and the absolute values ​​of the second speed information.

[0093] If both the first speed information and the second speed information are less than or equal to the preset relative speed threshold, the anti-lock braking system can be judged to be normal, and the relative speed information can be calculated according to the absolute value of the first speed information and the absolute value of the second speed information.

[0094] In one exemplary embodiment, please refer to Figure 6 Step S104, controlling the vehicle's operating state according to the torque control mode, including steps S601 to S604.

[0095] S601: Determines the required motor feedback torque for the vehicle based on the operating status information.

[0096] When limiting the torque of a vehicle, it is first necessary to determine the operating status information to determine the required motor feedback torque of the vehicle. In application, the required motor feedback torque of the vehicle can be calculated based on the motor torque percentage and the peak required torque of the vehicle.

[0097] S602: Determine the torque limiting coefficient based on relative speed information.

[0098] In applications, a table showing the relationship between relative speed information and torque limit coefficient can be preset. Once the relative speed information is calculated, the torque limit coefficient can be determined directly by looking up the table.

[0099] S603: Determine the target motor feedback torque for the vehicle based on the required motor feedback torque and torque limit coefficient.

[0100] The target motor feedback torque can be obtained by multiplying the required motor feedback torque by the torque limitation coefficient, where the torque limitation coefficient is between 0 and 1.

[0101] S604: Controls the vehicle's operating status based on the torque control mode and the target motor feedback torque.

[0102] After calculating the target motor feedback torque, the motor can be controlled to output torque according to the target motor feedback torque in order to control the vehicle's operating state and prevent the wheels from locking up.

[0103] In one exemplary embodiment, please refer to Figure 7 Step S602, determining the torque limiting coefficient based on the relative speed information, includes steps S701 and S702.

[0104] S701: When the relative speed information is less than or equal to the relative speed threshold, the torque limit coefficient is determined to be 1.

[0105] If the relative speed information is less than or equal to the relative speed threshold, it indicates that there is no tendency for the wheels to lock up. Therefore, there is no need to control the reduction of the motor output torque. Thus, the torque limit coefficient can be determined to be 1, that is, the motor is controlled to output torque according to the required motor feedback torque.

[0106] S702: When the relative speed information is greater than the relative speed threshold, the torque limit coefficient is determined based on the relative speed information and the preset correlation.

[0107] Among them, the torque limit coefficient is less than 1 and greater than or equal to 0. The torque limit coefficient is negatively correlated with the relative speed information. The larger the relative speed information, the higher the tendency of the wheel to lock up, and the lower the feedback torque of the target motor needs to be controlled.

[0108] In one exemplary embodiment, please refer to Figure 8 Step S601, determine the required motor feedback torque of the vehicle based on the operating status information, including steps S801 to S803.

[0109] S801: Determine the torque percentage based on the brake pedal opening.

[0110] In the application, the operating status information also includes the brake pedal opening. By detecting the brake pedal opening, the vehicle's torque percentage can be determined based on a pre-stored correlation table between brake pedal opening and torque percentage.

[0111] S802: Determine the required peak torque based on the preset vehicle motor model.

[0112] Then, the required peak torque can be determined based on the motor model.

[0113] S803: Determine the required motor feedback torque based on the peak torque demand and torque percentage.

[0114] Multiplying the peak torque demand by the torque percentage yields the required motor feedback torque.

[0115] In a detailed embodiment, during vehicle operation, the anti-lock braking system (ABS) continuously monitors the speed information v1 of the right front wheel, v2 of the left front wheel, v3 of the right rear wheel, and v4 of the left rear wheel. Upon receiving the speed information of each wheel, the controller can calculate the first speed information V of the right rear wheel relative to the front axle. RaRightWheel The second speed information V of the left rear wheel relative to the front axle RaLeftWheel If the first velocity information V RaRightWheel Second speed information V RaLeftWheel If all values ​​are less than or equal to the first velocity threshold, then the first velocity information V can be used as a reference. RaRightWheel Second speed information V RaLeftWheel Obtain the relative speed information V between the rear axle and the front axle of the vehicle. SlipSpd The first speed threshold can be 8 km / h, and the relative speed threshold can be 2 km / h. Furthermore, the system can determine whether to immediately control the vehicle to enter anti-lock braking mode based on the vehicle's speed information. If the vehicle speed information is greater than or equal to the speed threshold, the vehicle is immediately controlled to enter anti-lock braking mode; if the vehicle speed information is less than the speed threshold, the vehicle is controlled to enter anti-lock braking mode after a delay.

[0116] If the relative speed information is less than or equal to the relative speed threshold, the vehicle's torque control mode is determined to be a non-anti-lock torque limiting mode, and the torque limiting coefficient is set to 1. When the relative speed information is greater than the relative speed threshold, the vehicle's torque control mode is determined to be an anti-lock torque limiting mode, and the torque limiting coefficient k is determined based on the magnitude of the relative speed information. The torque limiting coefficient is negatively correlated with the relative speed information. For example, the torque limiting coefficient can be determined according to Table 1.

[0117] Table 1 Torque Limitation Coefficient Reference Table

[0118]

[0119] Finally, the target motor feedback torque of the vehicle can be determined based on the vehicle's required motor feedback torque and torque limit coefficient. This allows the output torque of the motor to be reduced accordingly based on whether the vehicle has a tendency to lock up its wheels and the degree of wheel lockup, thereby preventing wheel lockup and improving driving safety.

[0120] It should be understood that although the steps in the flowcharts of the embodiments described above are shown sequentially according to the arrows, these steps are not necessarily executed in the order indicated by the arrows. Unless explicitly stated herein, there is no strict order restriction on the execution of these steps, and they can be executed in other orders. Moreover, at least some steps in the flowcharts of the embodiments described above may include multiple steps or multiple stages. These steps or stages are not necessarily completed at the same time, but can be executed at different times. The execution order of these steps or stages is not necessarily sequential, but can be performed alternately or in turn with other steps or at least some of the steps or stages of other steps.

[0121] Based on the same inventive concept, this application also provides a vehicle control device for implementing the vehicle control method described above. The solution provided by this device is similar to the solution described in the above method; therefore, the specific limitations in one or more vehicle control device embodiments provided below can be found in the limitations of the vehicle control method described above, and will not be repeated here.

[0122] In one exemplary embodiment, such as Figure 9 As shown, a vehicle control device is provided, which includes: a first acquisition module 901, a first determination module 902, a second determination module 903, and a first execution module 904.

[0123] The first acquisition module 901 is used to acquire the vehicle's operating status information.

[0124] The first determining module 902 is used to determine the relative speed information of the vehicle based on the operating status information; the relative speed information is the speed information of the rear axle of the vehicle relative to the front axle.

[0125] The second determining module 903 is used to determine the torque control mode of the vehicle based on the relative speed information.

[0126] The first execution module 904 is used to control the vehicle's operating status according to the torque control mode.

[0127] In an exemplary embodiment, the second determining module 903 includes: a first determining submodule and a second determining submodule.

[0128] The first determining submodule is used to determine that the vehicle's torque control mode is anti-lock torque limiting mode when the relative speed information is greater than or equal to a preset relative speed threshold.

[0129] The second determining submodule is used to determine that the vehicle's torque control mode is non-anti-lock torque limiting mode when the relative speed information is less than a preset relative speed threshold.

[0130] In one exemplary embodiment, the anti-lock torque limiting mode includes a first anti-lock torque limiting mode and a second anti-lock torque limiting mode; the first determining submodule includes a first determining unit, a second determining unit, and a third determining unit.

[0131] The first determining unit is used to determine the vehicle speed information based on the operating status information.

[0132] The second determining unit is used to determine the vehicle's torque control mode as the first anti-lock torque limiting mode when the vehicle speed information is greater than or equal to a preset vehicle speed threshold and the relative speed information is greater than or equal to a preset relative speed threshold.

[0133] The third determining unit is used to determine the vehicle's torque control mode as the second anti-lock torque limiting mode when the vehicle speed information is less than a preset vehicle speed threshold and the relative speed information is greater than or equal to a preset relative speed threshold; wherein the response time of the second anti-lock torque limiting mode is greater than the response time of the first anti-lock torque limiting mode.

[0134] In an exemplary embodiment, the operating status information includes the speed information of the right front wheel, the speed information of the left front wheel, the speed information of the right rear wheel, and the speed information of the left rear wheel; the first determining module 902 includes a third determining submodule, a fourth determining submodule, a fifth determining submodule, and a sixth determining submodule.

[0135] The third determination submodule is used to determine the front axle speed information based on the right front wheel speed information and the left front wheel speed information.

[0136] The fourth determination submodule is used to determine the first speed information of the right rear wheel of the vehicle relative to the front axle based on the front axle speed information and the right rear wheel speed information.

[0137] The fifth determination submodule is used to determine the second speed information of the vehicle's left rear wheel relative to the front axle based on the front axle speed information and the left rear wheel speed information.

[0138] The sixth determination submodule is used to determine the relative speed information based on the first speed information and the second speed information.

[0139] In an exemplary embodiment, the sixth determining submodule includes a fourth determining unit and a fifth determining unit.

[0140] The fourth determining unit is used to determine the relative speed information as a preset relative speed when at least one of the first speed information and the second speed information is greater than a preset first speed threshold.

[0141] The fifth determining unit is used to determine the relative speed information as the average of the absolute values ​​of the first speed information and the second speed information when both the first speed information and the second speed information are less than or equal to a preset relative speed threshold.

[0142] In an exemplary embodiment, the first execution module 904 includes a seventh determining submodule, an eighth determining submodule, a ninth determining submodule, and a first execution submodule.

[0143] The seventh determination submodule is used to determine the required motor feedback torque of the vehicle based on the operating status information.

[0144] The eighth determination submodule is used to determine the torque limit coefficient based on the relative speed information.

[0145] The ninth determination submodule is used to determine the target motor feedback torque of the vehicle based on the required motor feedback torque and the torque limit coefficient.

[0146] The first execution submodule is used to control the vehicle's operating status based on the torque control mode and the target motor feedback torque.

[0147] In one exemplary embodiment, the eighth determining submodule includes:

[0148] The sixth determining unit is used to determine the torque limiting coefficient as 1 when the relative speed information is less than or equal to the relative speed threshold.

[0149] The seventh determining unit is used to determine the torque limiting coefficient based on the relative speed information and a preset correlation when the relative speed information is greater than the relative speed threshold; wherein the torque limiting coefficient is less than 1 and the torque limiting coefficient is negatively correlated with the relative speed information.

[0150] In an exemplary embodiment, the operating status information further includes the brake pedal opening; the seventh determination submodule includes: an eighth determination unit, a ninth determination unit, and a ninth determination unit.

[0151] The eighth determining unit determines the torque percentage based on the brake pedal opening.

[0152] The ninth determining unit determines the required peak torque based on the preset vehicle motor model.

[0153] The ninth determining unit determines the required motor feedback torque based on the peak torque demand and torque percentage.

[0154] Each module in the aforementioned vehicle control device can be implemented entirely or partially through software, hardware, or a combination thereof. These modules can be embedded in or independent of the processor in a computer device in hardware form, or stored in the memory of a computer device in software form, so that the processor can call and execute the operations corresponding to each module.

[0155] In one exemplary embodiment, please refer to Figure 10 This application also provides a computer device, including a memory and a processor, wherein the memory stores a computer program, and the processor executes the computer program to implement the steps of the vehicle control method in any of the above embodiments.

[0156] The computer device includes a processor, memory, input / output interfaces, a communication interface, a display unit, and an input device. The processor, memory, and input / output interfaces are connected via a system bus, and the communication interface, display unit, and input device are also connected to the system bus via the input / output interfaces. The processor provides computational and control capabilities. The memory includes non-volatile storage media and internal memory. The non-volatile storage media stores the operating system and computer programs. The internal memory provides an environment for the operation of the operating system and computer programs stored in the non-volatile storage media. The input / output interfaces are used for exchanging information between the processor and external devices. The communication interface is used for wired or wireless communication with external terminals; wireless communication can be achieved through Wi-Fi, mobile cellular networks, Near Field Communication (NFC), or other technologies. When the computer program is executed by the processor, it implements a vehicle control method. The display unit is used to form a visually visible image and can be a display screen, a projection device, or a virtual reality imaging device. The display screen can be an LCD screen or an e-ink screen. The input device of the computer device can be a touch layer covering the display screen, or buttons, trackballs, or touchpads set on the casing of the computer device, or external keyboards, touchpads, or mice, etc.

[0157] Those skilled in the art will understand that Figure 10 The structure shown is merely a block diagram of a portion of the structure related to the present application and does not constitute a limitation on the computer device to which the present application is applied. Specific computer devices may include more or fewer components than those shown in the figure, or combine certain components, or have different component arrangements.

[0158] In one embodiment, a computer-readable storage medium is provided having a computer program stored thereon, which, when executed by a processor, implements the steps of the vehicle control method in any of the above embodiments.

[0159] In one embodiment, a computer program product is provided, including a computer program that, when executed by a processor, implements the steps of the vehicle control method in any of the above embodiments.

[0160] It should be noted that the user information (including but not limited to user device information, user personal information, etc.) and data (including but not limited to data used for analysis, data stored, data displayed, etc.) involved in this application are all information and data authorized by the user or fully authorized by all parties, and the collection, use and processing of the relevant data must comply with relevant regulations.

[0161] Those skilled in the art will understand that all or part of the processes in the methods of the above embodiments can be implemented by a computer program instructing related hardware. The computer program can be stored in a non-volatile computer-readable storage medium, and when executed, it can include the processes of the embodiments of the above methods. Any references to memory, databases, or other media used in the embodiments provided in this application can include at least one of non-volatile memory and volatile memory. Non-volatile memory can include read-only memory (ROM), magnetic tape, floppy disk, flash memory, optical memory, high-density embedded non-volatile memory, resistive random access memory (ReRAM), magnetic random access memory (MRAM), ferroelectric random access memory (FRAM), phase change memory (PCM), graphene memory, etc. Volatile memory can include random access memory (RAM) or external cache memory, etc. By way of illustration and not limitation, RAM can take many forms, such as Static Random Access Memory (SRAM) or Dynamic Random Access Memory (DRAM). The databases involved in the embodiments provided in this application may include at least one type of relational database and non-relational database. Non-relational databases may include, but are not limited to, blockchain-based distributed databases. The processors involved in the embodiments provided in this application may be general-purpose processors, central processing units, graphics processing units, digital signal processors, programmable logic devices, quantum computing-based data processing logic devices, artificial intelligence (AI) processors, etc., and are not limited to these.

[0162] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this application.

[0163] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are specific and detailed, they should not be construed as limiting the scope of this patent application. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this application should be determined by the appended claims.

Claims

1. A vehicle control method, characterized in that, The method includes: Obtain vehicle operating status information; The relative speed information of the vehicle is determined based on the operating status information; wherein, the relative speed information is the speed information of the rear axle of the vehicle relative to the front axle; The torque control mode of the vehicle is determined based on the relative speed information; The vehicle's operating state is controlled according to the torque control mode; The step of determining the torque control mode of the vehicle based on the relative speed information includes: determining the torque control mode of the vehicle as an anti-lock torque limiting mode when the relative speed information is greater than or equal to a preset relative speed threshold; and determining the torque control mode of the vehicle as a non-anti-lock torque limiting mode when the relative speed information is less than the preset relative speed threshold; the anti-lock torque limiting mode includes a first anti-lock torque limiting mode and a second anti-lock torque limiting mode. The step of determining the vehicle's torque control mode as an anti-lock torque limiting mode when the relative speed information is greater than or equal to a preset relative speed threshold includes: determining the vehicle's speed information based on the operating status information; determining the vehicle's torque control mode as the first anti-lock torque limiting mode when the vehicle speed information is greater than or equal to a preset vehicle speed threshold and the relative speed information is greater than or equal to a preset relative speed threshold; and determining the vehicle's torque control mode as the second anti-lock torque limiting mode when the vehicle speed information is less than a preset vehicle speed threshold and the relative speed information is greater than or equal to a preset relative speed threshold; wherein the response time of the second anti-lock torque limiting mode is greater than the response time of the first anti-lock torque limiting mode; the response time of the second anti-lock torque limiting mode is inversely correlated with the vehicle speed information; and the response time is the time for the vehicle to delay entering the anti-lock state.

2. The vehicle control method according to claim 1, characterized in that, The operating status information includes the speed information of the right front wheel, the speed information of the left front wheel, the speed information of the right rear wheel, and the speed information of the left rear wheel; determining the relative speed information of the vehicle based on the operating status information includes: The front axle speed information is determined based on the right front wheel speed information and the left front wheel speed information; Based on the front axle speed information and the right rear wheel speed information, the first speed information of the right rear wheel of the vehicle relative to the front axle is determined; Based on the front axle speed information and the left rear wheel speed information, determine the second speed information of the vehicle's left rear wheel relative to the front axle; The relative speed information is determined based on the first speed information and the second speed information.

3. The vehicle control method according to claim 2, characterized in that, Determining the relative speed information based on the first speed information and the second speed information includes: If at least one of the first speed information and the second speed information is greater than a preset first speed threshold, the relative speed information is determined to be a preset relative speed. If both the first speed information and the second speed information are less than or equal to the preset relative speed threshold, the relative speed information is determined to be the average of the absolute values ​​of the first speed information and the second speed information.

4. The vehicle control method according to any one of claims 1-3, characterized in that, The step of controlling the vehicle's operating state according to the torque control mode includes: The required motor feedback torque for the vehicle is determined based on the operating status information; The torque limiting coefficient is determined based on the relative speed information; The target motor feedback torque of the vehicle is determined based on the required motor feedback torque and the torque limitation coefficient. The vehicle's operating state is controlled according to the torque control mode and the target motor feedback torque.

5. The vehicle control method according to claim 4, characterized in that, Determining the torque limiting coefficient based on the relative speed information includes: If the relative speed information is less than or equal to the relative speed threshold, the torque limiting coefficient is determined to be 1; If the relative speed information is greater than the relative speed threshold, the torque limiting coefficient is determined based on the relative speed information and a preset correlation; wherein the torque limiting coefficient is less than 1, and the torque limiting coefficient is negatively correlated with the relative speed information.

6. The vehicle control method according to claim 4, characterized in that, The operating status information also includes the brake pedal opening; determining the required motor feedback torque for the vehicle based on the operating status information includes: The torque percentage is determined based on the brake pedal opening. Determine the required peak torque based on the preset vehicle motor model; The required motor feedback torque is determined based on the required peak torque and the torque percentage.

7. A vehicle control device, characterized in that, The device includes: The first acquisition module is used to acquire the vehicle's operating status information; The first determining module is used to determine the relative speed information of the vehicle based on the operating status information; wherein, the relative speed information is the speed information of the rear axle of the vehicle relative to the front axle; The second determining module is used to determine the torque control mode of the vehicle based on the relative speed information; The first execution module is used to control the operating state of the vehicle according to the torque control mode; The second determining module includes: a first determining submodule and a second determining submodule; the first determining submodule is used to determine that the torque control mode of the vehicle is an anti-lock torque limiting mode when the relative speed information is greater than or equal to a preset relative speed threshold; the second determining submodule is used to determine that the torque control mode of the vehicle is a non-anti-lock torque limiting mode when the relative speed information is less than the preset relative speed threshold; the anti-lock torque limiting mode includes a first anti-lock torque limiting mode and a second anti-lock torque limiting mode; The first determining submodule includes a first determining unit, a second determining unit, and a third determining unit. The first determining unit is used to determine the vehicle speed information based on the operating status information. The second determining unit is used to determine the vehicle's torque control mode as a first anti-lock braking torque limiting mode when the vehicle speed information is greater than or equal to a preset vehicle speed threshold and the relative speed information is greater than or equal to a preset relative speed threshold. The third determining unit is used to determine the vehicle's torque control mode as a second anti-lock braking torque limiting mode when the vehicle speed information is less than a preset vehicle speed threshold and the relative speed information is greater than or equal to a preset relative speed threshold. The response time of the second anti-lock braking torque limiting mode is greater than the response time of the first anti-lock braking torque limiting mode. The response time of the second anti-lock braking torque limiting mode is inversely correlated with the vehicle speed information. The response time is the time required for the vehicle to delay entering the anti-lock braking state.

8. A computer device comprising a memory and a processor, wherein the memory stores a computer program, characterized in that, When the processor executes the computer program, it implements the steps of the method according to any one of claims 1 to 6.

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