Vehicle control method, vehicle control device, vehicle and storage medium

Abstract

The invention provides a vehicle control method, a vehicle control device, a vehicle and a storage medium, and relates to the technical field of vehicles. The method comprises the following steps: under the condition that an anti-lock function of a vehicle is activated, determining whether the vehicle has a delock tendency or not; if the vehicle tends to be separated from the lock, the current request torque of the anti-lock function is determined; and when it is detected that the recovery torque of the driving motor in the vehicle is the same as the current request torque, the anti-lock function is controlled to exit. On the basis of the scheme, when the wheels break away from the locking trend, vehicle shaking can be avoided, and the driving experience of a user is improved.

Description

Technical Field

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

[0002] When a vehicle is driving on a low-adhesion road, the wheels may tend to lock due to the low adhesion of the low-adhesion road, affecting the driving safety of the vehicle. Therefore, in order to avoid wheel locking, the Drag Torque Control (DTC) function in the vehicle can be activated to reduce the braking force of the wheels and prevent wheel locking.

[0003] However, when the wheel is out of locking, DTC needs to be exited. DTC exit may cause a sudden change in the recovery torque of the drive motor in the vehicle, resulting in vehicle shaking, thus affecting the driving safety of the vehicle.

[0004] Therefore, how to avoid vehicle shaking when the wheels are out of locking trend is an urgent problem that needs to be solved. Summary of the invention

[0005] The present application provides a vehicle control method, a vehicle control device, a vehicle and a storage medium. The method can avoid vehicle shaking when the wheels are out of locking trend and improve the user's driving experience.

[0006] In a first aspect, the present application provides a vehicle control method, the method comprising:

[0007] When the anti-lock braking function of the vehicle is activated, determine whether the vehicle has a tendency to disengage from the lock state; if the vehicle has a tendency to disengage from the lock state, determine the current requested torque of the anti-lock braking function; when it is detected that the recovery torque of the drive motor in the vehicle is the same as the current requested torque, control the anti-lock braking function to exit.

[0008] In an embodiment of the present application, when the anti-lock braking function of the vehicle is activated, if it is determined that the vehicle has a tendency to disengage from the lock state, in order to avoid the problem of vehicle shaking caused by direct exit of the anti-lock braking function of the vehicle, the anti-lock braking function may not be exited first, but the current requested torque of the anti-lock braking function may be obtained first; and, when it is detected that the recovery torque of the drive motor in the vehicle is the same as the current requested torque of the anti-lock braking function, the anti-lock braking function is exited, thereby delaying the exit of the anti-lock braking function, reducing the recovery torque span of the drive motor, making it smoother, avoiding vehicle shaking, and thereby improving the user's driving experience.

[0009] In combination with the first aspect, in some implementations of the first aspect, the method further includes:

[0010] The current operating condition of the vehicle is obtained; wherein the current operating condition is a coasting condition or a braking condition; the above-mentioned determination of the current requested torque of the anti-lock braking function includes: determining the current requested torque based on the current operating condition.

[0011] In an embodiment of the present application, when determining the current requested torque of the anti-lock braking function, the current requested torque of the anti-lock braking function is determined in combination with the current operating condition of the vehicle. This can make the determined current requested torque of the anti-lock braking function more in line with the current operating condition of the vehicle, thereby improving the accuracy of the current requested torque of the anti-lock braking function and further avoiding vehicle shaking.

[0012] In combination with the first aspect and the above implementations, in some implementations of the first aspect, determining the current requested torque based on the current operating condition includes:

[0013] If the current operating condition is a coasting condition, the driver's requested torque of the vehicle under the coasting condition is determined as the current requested torque; if the current operating condition is a braking condition, the current requested torque is determined based on the requested braking recovery torque of the anti-lock function under the braking condition and the requested coasting recovery torque.

[0014] In the embodiment of the present application, when the vehicle is in a coasting condition, the driver's request torque of the vehicle in the coasting condition can be determined as the current request torque of the anti-lock function; or, when the vehicle is in a braking condition, the current request torque of the anti-lock function can be determined by the requested braking recovery torque of the anti-lock function in the braking condition and the requested coasting recovery torque. Since different methods are used to determine the current request torque of the anti-lock function when the vehicle is in a coasting condition or a braking condition, the determined current request torque of the anti-lock function can be made more in line with the current condition of the vehicle, thereby improving the accuracy of the current request torque of the anti-lock function and further avoiding vehicle shaking.

[0015] In combination with the first aspect and the above implementations, in some implementations of the first aspect, the above determination of the current requested torque based on the requested braking recovery torque and the requested coasting recovery torque of the anti-lock braking function under braking conditions includes:

[0016] The torque sum of the requested braking regeneration torque and the requested coasting regeneration torque is determined; and the torque sum is determined as the current requested torque.

[0017] In an embodiment of the present application, when the vehicle is in a braking condition, the current requested torque of the anti-lock function is determined jointly by the requested braking recovery torque and the requested coasting recovery torque of the anti-lock function under the braking condition. This can make the determined current requested torque of the anti-lock function more in line with the braking condition, thereby improving the accuracy of the current requested torque of the anti-lock function under the braking condition and further avoiding vehicle shaking.

[0018] In combination with the first aspect and the above implementations, in some implementations of the first aspect, when the anti-lock braking function of the vehicle is activated, the method further includes:

[0019] Obtain a target exit slope of the recovery torque of the drive motor; wherein the target exit slope is less than a preset exit slope; and adjust the recovery torque of the drive motor to a first recovery torque according to the target exit slope; wherein the first recovery torque represents the recovery torque of the drive motor when the vehicle has a tendency to escape from locking.

[0020] In an embodiment of the present application, when the anti-lock braking function of the vehicle is activated, the retreat slope of the recovery torque of the drive motor is reduced, that is, the target exit slope of the recovery torque of the drive motor is less than the preset exit slope, so that the recovery torque of the drive motor can retreat more slowly, thereby avoiding the problem of the recovery torque of the drive motor retreating too quickly following the requested torque of the anti-lock braking function and causing the vehicle to jerk, thereby avoiding the vehicle jerking, further ensuring the driving safety of the vehicle and improving the user's driving experience.

[0021] In combination with the first aspect and the above implementations, in some implementations of the first aspect, the determining whether the vehicle has a tendency to escape from locking includes:

[0022] Obtain a current slip rate of the vehicle; if the current slip rate is less than a first preset slip rate, determine that the vehicle has a tendency to disengage from a locking state; if the current slip rate is greater than or equal to a second preset slip rate, determine that the vehicle has a tendency to lock; wherein the first preset slip rate is less than or equal to the second preset slip rate.

[0023] In the embodiment of the present application, when the current slip rate of the vehicle is obtained, it is possible to accurately identify whether the vehicle has a tendency to escape from locking through the current slip rate, so that when the vehicle has a tendency to lock (i.e., the current slip rate of the vehicle is greater than or equal to a second preset slip rate), anti-lock control is performed on the vehicle, thereby avoiding wheel locking and ensuring the driving safety of the vehicle.

[0024] In combination with the first aspect and the foregoing implementations, in some implementations of the first aspect, the method further includes:

[0025] If the vehicle has a tendency to lock, the anti-lock function is activated.

[0026] In an embodiment of the present application, when the vehicle has a tendency to lock, the anti-lock braking function (i.e., DTC) can be controlled to be activated, so as to reduce the recovery torque of the drive motor and the electric braking of the vehicle through the anti-lock braking function, thereby avoiding wheel locking and ensuring the driving safety of the vehicle.

[0027] In a second aspect, the present application provides a vehicle control device, the device comprising:

[0028] An acquisition module, used for determining whether the vehicle has a tendency to disengage from the locking state when the anti-lock function of the vehicle is activated;

[0029] A processing module for determining a current requested torque of an anti-lock function if the vehicle has a tendency to disengage from a lock state;

[0030] The control module is used for controlling the exit of the anti-lock braking function when it is detected that the recovery torque of the driving motor in the vehicle is the same as the current requested torque.

[0031] In a third aspect, the present application provides a vehicle, comprising a memory and a processor. The memory is used to store executable program code, and the processor is used to call and run the executable program code from the memory, so that the vehicle executes the method in the first aspect or any possible implementation of the first aspect.

[0032] In a fourth aspect, the present application provides a computer program product, which includes: a computer program code, which, when executed on a computer, enables the computer to execute the method in the first aspect or any possible implementation of the first aspect.

[0033] In a fifth aspect, the present application provides a computer-readable storage medium, which stores a computer program code. When the computer program code runs on a computer, the computer executes the method in the above-mentioned first aspect or any possible implementation of the first aspect. BRIEF DESCRIPTION OF THE DRAWINGS

[0034] Figure 1 It is a schematic diagram of a vehicle driving scene in the related technology.

[0035] Figure 2 It is a timing diagram of DTC control during vehicle coasting provided in an embodiment of the present application.

[0036] Figure 3 It is a timing diagram of DTC control during vehicle braking provided in an embodiment of the present application.

[0037] Figure 4 It is a timing diagram of DTC control during vehicle coasting provided in an embodiment of the present application.

[0038] Figure 5 This is a timing diagram of DTC control during vehicle braking provided in an embodiment of the present application.

[0039] Figure 6 It is a flow chart of a vehicle control method provided in an embodiment of the present application.

[0040] Figure 7It is a flow chart of another vehicle control method provided in an embodiment of the present application.

[0041] Figure 8 It is a schematic diagram of the structure of a vehicle control device provided in an embodiment of the present application.

[0042] Fig. 9 It is a schematic diagram of the structure of a vehicle provided in an embodiment of the present application. DETAILED DESCRIPTION

[0043] The technical solution in the present application will be described clearly and in detail below in conjunction with the accompanying drawings. In the description of the embodiments of the present application, unless otherwise specified, " / " means or, for example, A / B can mean A or B: "and / or" in the text is only a description of the association relationship of associated objects, indicating that there can be three relationships, for example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. In addition, in the description of the embodiments of the present application, "multiple" means two or more than two.

[0044] In the following, the terms "first" and "second" are used for descriptive purposes only and are not to be understood as suggesting or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features.

[0045] Figure 1 It is a schematic diagram of a vehicle driving scene in the related technology.

[0046] For example, Figure 1 As shown, Figure 1 The vehicle 110 and the low-adhesion road surface 120 are included. The vehicle 110 is equipped with a drive motor, which can be dragged by the road surface when the vehicle 110 is sliding or braking, so that the drive motor can recover the vehicle's kinetic energy and brake the vehicle to slow down and stop the vehicle (also known as "electric braking"). In addition, the low-adhesion road surface 120 can include but is not limited to wet and slippery roads, icy and snowy roads, and gravel roads.

[0047] For example, when a vehicle is traveling on a low-adhesion road, the wheels may tend to lock due to the low adhesion of the low-adhesion road, affecting the driving safety of the vehicle. The locking of the front wheels may cause the vehicle to fail to turn, and the locking of the rear wheels may cause the vehicle to drift.

[0048] Therefore, in order to avoid wheel locking, DTC can be activated, and the recovery torque of the drive motor can be adjusted through DTC to reduce electric braking, thereby reducing the braking force of the wheel and preventing wheel locking. Among them, DTC can independently control the front wheel axle (which can be referred to as "front wheel") and the rear wheel axle (which can be referred to as "rear wheel") of the vehicle. For example, when the front wheel has a tendency to lock, the recovery torque of the drive motor corresponding to the front wheel can be independently adjusted through DTC to reduce the electric braking of the front wheel.

[0049] However, when DTC is activated, due to the strong intervention of DTC on the recovery torque of the drive motor, the vehicle's deceleration may drop too quickly, resulting in the loss of vehicle deceleration and causing the vehicle to jerk, thus affecting the vehicle's driving safety.

[0050] Alternatively, when the wheel is not locked, DTC needs to be exited. When DTC is exited, the regenerative torque of the drive motor may change suddenly, resulting in a large span of the regenerative torque of the drive motor, causing the vehicle to shake, thereby affecting the driving safety of the vehicle.

[0051] Figure 2 It is a timing diagram of DTC control during vehicle coasting provided in an embodiment of the present application.

[0052] For example, Figure 2 As shown, Figure 2 The accelerator pedal state, DTC state and the regenerative torque of the drive motor (i.e., the torque of the motor response) are included in the vehicle. The horizontal axis of the coordinate of the regenerative torque change of the drive motor represents time, and the vertical axis represents torque (Torque, Trp); the unit of time can be milliseconds (ms) or seconds (s), and the unit of torque is Newton meter (NM).

[0053] refer to Figure 2 When the accelerator pedal in the vehicle is pressed by the driver, it means that the vehicle is moving forward and is not sliding or braking. At this time, the drive motor does not recover the vehicle's kinetic energy, so there is no need to use DTC to prevent wheel lock, and DTC is not activated.

[0054] When the driver releases the accelerator pedal in the vehicle, it indicates that the vehicle has entered coasting, and the coasting torque corresponding to the vehicle during coasting can be used as the coasting torque requested by the driver. At the same time, when the vehicle enters coasting, the drive motor can be activated to recover the vehicle's kinetic energy during coasting (which can be called "coasting energy recovery"), that is, Figure 2 The recovery torque of the drive motor increases with the increase of the sliding torque requested by the driver. At this time, since the wheels have no tendency to lock, the DTC is not activated.

[0055] It should be understood that the "-" of the recovery torque of the drive motor only means the meaning of recovery, and does not affect the magnitude of the recovery torque of the drive motor. For example, the recovery torque of the drive motor is -5NM compared with -6NM, -5NM<-6NM, that is, |-5NM|<|-6NM|. Similarly, the "-" of the driver's requested sliding torque and the "-" of the DTC requested torque do not affect the magnitude of the torque. In addition, the locking tendency can indicate that the wheel is about to lock or the wheel is locked.

[0056] During the process of the drive motor performing coasting energy recovery and providing electric braking for the vehicle, if a wheel locking tendency (i.e. Figure 2 The DTC can be activated to reduce the recovery torque of the drive motor through DTC, so that the wheel can be released from the locking trend in a short time (for example, 1 frame) and be stable (i.e. Figure 2 Point C in the figure can be used to reduce the electric braking of the vehicle and thus avoid vehicle locking. Point C can be Figure 2 The 0NM shown may also be -100NM or -200NM, which is not limited in the embodiments of the present application.

[0057] Among them, when DTC is activated (i.e. Figure 2 In the BC segment of the vehicle, the vehicle control unit (VCU) in the vehicle can control the drive motor to stop responding to the driver's request for the coasting torque and switch to responding to the DTC request torque. However, since the DTC has a strong intervention in the drive motor's recovery torque, the drive motor's recovery torque can be 1 frame to 0NM, so that the drive motor's recovery torque quickly retreats following the DTC request torque, causing the vehicle's deceleration to drop too quickly, causing the vehicle's deceleration to be lost too quickly, causing the vehicle to jerk, thereby affecting the vehicle's driving safety and reducing the user's driving comfort.

[0058] Optionally, when detecting that a wheel has a tendency to lock or is out of lock, the vehicle speed and the wheel speed may be obtained, and the vehicle slip rate may be calculated based on the vehicle speed and the wheel speed. This is described by formula (1):

[0059]

[0060] In formula (1), ω represents the wheel speed and v represents the vehicle speed.

[0061] When the slip rate of the vehicle is calculated by formula (1), it can be determined whether the slip rate is greater than or equal to a first preset threshold. When the slip rate of the vehicle is greater than or equal to the first preset threshold, it can be indicated that the wheel has a tendency to lock.

[0062] Furthermore, when the slip ratio of the vehicle is calculated by formula (1), it can also be determined whether the slip ratio is greater than or equal to a second preset threshold. When the slip ratio of the vehicle is ≥ the second preset threshold, it can be indicated that the wheel has not escaped from the locking trend. When the slip ratio of the vehicle is < the second preset threshold, it can be indicated that the wheel has escaped from the locking trend.

[0063] In order to ensure that the wheels are free from locking tendency, the second preset threshold value may be set to be less than or equal to the first preset threshold value.

[0064] It should be understood that the first preset threshold value may represent the slip rate of the wheel with a tendency to lock, for example, 15%, 18% or 20%, and the second preset threshold value may represent the slip rate of the wheel out of the tendency to lock, for example, 10%, 12% or 13%. In addition, the first preset threshold value and the second preset threshold value may be obtained through actual vehicle calibration, which is not limited in the embodiments of the present application.

[0065] When the wheel tends to be out of lock, DTC quits adjusting the recovery torque of the drive motor, that is, DTC quits activation at point C. At this time, in order to recover the coasting energy through the drive motor, the drive motor can be controlled by VCU to interrupt the response to the DTC request torque and switch to the driver's request for coasting torque. When the drive motor interrupts the response to the DTC request torque and switches to the driver's request for coasting torque, the recovery torque of the drive motor suddenly changes from point C to point D, resulting in a large span of the recovery torque of the drive motor, causing vehicle shaking, thereby affecting the driving safety of the vehicle and reducing the driving comfort of the user.

[0066] Figure 3 It is a timing diagram of DTC control during vehicle braking provided in an embodiment of the present application.

[0067] For example, Figure 3 As shown, Figure 3 The vehicle includes the brake pedal state, DTC state and the regenerative torque of the drive motor (i.e., the torque of the motor response). The horizontal axis of the coordinate of the regenerative torque change of the drive motor represents time, and the vertical axis represents torque; the unit of time can be ms or s, and the unit of torque is NM.

[0068] refer to Figure 3 When the driver releases the brake pedal in the vehicle, the vehicle is not braked. At this time, the drive motor does not recover the vehicle's kinetic energy, so there is no need to prevent the wheels from locking through DTC, and DTC is not activated.

[0069] When the driver presses the brake pedal in the vehicle, it means that the vehicle is in braking mode. The braking system in the vehicle can provide the vehicle with a corresponding deceleration according to the stroke of the brake pedal, and the stroke is positively correlated with the deceleration. At the same time, when the vehicle enters braking mode, the drive motor can be activated to recover the vehicle's kinetic energy during braking (which can be called "brake energy recovery") and coasting energy recovery, that is, Figure 3 and the recovery torque of the drive motor increases with the increase of the braking energy recovery request torque and the coasting energy recovery request torque. At this time, since the wheel has no tendency to lock, the DTC is not activated yet.

[0070] Optionally, when the vehicle enters braking mode and the drive motor recovers the vehicle's braking energy and coasting energy, the maximum recovery capacity allowed by the drive motor (which can be simply referred to as "recovery capacity") can be obtained first, and the vehicle's deceleration can be allocated according to the recovery capacity.

[0071] Exemplarily, when the recovery capacity of the drive motor is ≠0, the deceleration of the vehicle may be provided by both hydraulic braking and brake energy recovery, or the deceleration of the vehicle may be provided by brake energy recovery alone.

[0072] When the recovery capacity of the drive motor is ≥ the deceleration of the vehicle, it means that the recovery capacity of the drive motor can meet the braking needs of the vehicle, and the drive motor can perform braking energy recovery and coasting energy recovery to provide braking force for the vehicle. That is, the vehicle braking is controlled by the drive motor at this time, and the hydraulic brake does not participate in the braking of the vehicle.

[0073] When the recovery capacity of the drive motor is less than the deceleration of the vehicle, it means that the recovery capacity of the drive motor cannot meet the braking demand of the vehicle, and hydraulic braking is required for braking compensation. At this time, the drive motor provides braking force for the vehicle with its maximum recovery capacity, and the remaining braking force is provided by hydraulic braking. That is, the deceleration of the vehicle = the maximum recovery capacity of the drive motor + hydraulic braking.

[0074] When the vehicle is braking, the energy recovery of the drive motor (i.e., electric braking) may include braking energy recovery and coasting energy recovery, i.e., the recovery torque of the drive motor is obtained by superimposing the braking energy recovery request torque and the coasting energy recovery request torque. When the vehicle is coasting, the energy recovery of the drive motor only includes coasting energy recovery.

[0075] It should be understood that the “-” between the braking energy recovery request torque and the coasting energy recovery request torque does not affect the magnitude of the torque.

[0076] During the process of the drive motor performing braking energy recovery and coasting energy recovery to provide electric braking for the vehicle, if it is detected that the wheel has a tendency to lock (i.e. Figure 3F in the figure), DTC can be activated to reduce the recovery torque of the drive motor through DTC, so that the wheel can be released from the locking trend in a stable state (i.e., Figure 3 At the same time, in order to avoid the problem of loss of vehicle deceleration due to reduction of the regenerative torque of the drive motor, the reduced regenerative torque of the drive motor can be compensated by hydraulic braking when DTC is activated to ensure that the vehicle's deceleration is not lost. For example, if the regenerative torque of the drive motor is reduced from -600NM to -500NM, a reduction of -100NM, the additional -100NM can be compensated by hydraulic braking.

[0077] Among them, the G point can be Figure 3 The 0NM shown may also be -100NM or -200NM, which is not limited in the embodiments of the present application.

[0078] Among them, when DTC is activated (i.e. Figure 3 In the FG segment in the vehicle, the VCU can control the drive motor to interrupt the response to the braking energy recovery request torque and the coasting energy recovery request torque, and switch to the response to the DTC request torque. Similarly, since the DTC has a strong intervention in the drive motor's recovery torque, the drive motor's recovery torque can be 1 frame to 0NM, so that the drive motor's recovery torque quickly retreats following the DTC request torque, causing the vehicle's deceleration to drop too quickly, causing the vehicle's deceleration to be lost too quickly, causing the vehicle to jerk, thereby affecting the vehicle's driving safety and reducing the user's driving comfort.

[0079] When the wheel tends to be out of lock, DTC exits the adjustment of the recovery torque of the drive motor, that is, DTC exits activation at point G. At this time, in order to perform braking energy recovery and coasting energy recovery through the drive motor, the drive motor can be controlled by VCU to interrupt the response to the DTC request torque and switch to the response to the braking energy recovery torque and the coasting energy recovery torque. Similarly, because the drive motor interrupts the response to the DTC request torque and switches to the response to the braking energy recovery torque and the coasting energy recovery torque, the recovery torque of the drive motor suddenly changes from point G to point H, resulting in a large span of the recovery torque of the drive motor, causing vehicle shaking, thereby affecting the driving safety of the vehicle and reducing the driving comfort of the user.

[0080] Therefore, in order to solve the problem of vehicle jerking or shaking when DTC is exited, the present application proposes a vehicle control method, a vehicle control device, a vehicle and a storage medium.

[0081] Combine the following Figures 4 to 7 The vehicle control method provided in the embodiment of the present application is described in detail.

[0082] Figure 4 It is a timing diagram of DTC control during vehicle coasting provided in an embodiment of the present application.

[0083] For example, Figure 4 As shown, Figure 4 and Figure 2 The difference lies in the positions of point C′ and point D′, and the rest are the same and will not be repeated here.

[0084] For example, in order to avoid the problem that the recovery torque of the drive motor quickly retreats following the DTC request torque and causes the vehicle to jerk, the change slope of the reduction of the recovery torque of the drive motor can be calibrated to obtain the following: Figure 4 The slope of BC' is shown. Figure 2 The slope of BC is Figure 4 The slope of BC′ can be obtained as follows: the slope of BC′ is less than the slope of BC, which slows down the deceleration rate of the vehicle and avoids the problem of vehicle jerking due to excessive loss of deceleration to the greatest extent, thereby ensuring the driving safety of the vehicle and improving the driving comfort of the user.

[0085] For example, in order to avoid the problem of vehicle shaking caused by the large span of the recovery torque of the drive motor, the wheels are Figure 4 When the wheel is released from the locking trend at point C', DTC will not be exited at the same time; that is, after the wheel is released from the locking trend, DTC will be exited with a delay. At this time, the DTC request torque will follow the driver's request for sliding torque at a certain slope (i.e., the slope of C'D') until the DTC request torque is engaged with the driver's request for sliding torque, and then Figure 4 The D' point shown in the figure exits DTC. During this process, the recovery torque of the drive motor continues to respond to the DTC request torque, so that the recovery torque of the drive motor smoothly transitions from point C' to point D', which avoids the problem of vehicle shaking caused by excessive span of the recovery torque of the drive motor to the greatest extent, ensures the driving safety of the vehicle, and improves the driving comfort of the user.

[0086] Among them, the wheel from Figure 2 When the locking tendency is released at point C shown in the figure, DTC is synchronously exited. Figure 4 When the locking tendency is released at point C' as shown, DTC is not exited synchronously, but exited after the DTC request torque is engaged with the driver's request for slip torque, which delays the exit of DTC.

[0087] Figure 5 This is a timing diagram of DTC control during vehicle braking provided in an embodiment of the present application.

[0088] For example, Figure 5 As shown, Figure 5and Figure 3 The difference lies in the positions of point G′ and point H′, and the rest are the same and will not be repeated here.

[0089] For example, in order to avoid the problem that the recovery torque of the drive motor quickly retreats following the DTC request torque and causes the vehicle to jerk, the change slope of the reduction of the recovery torque of the drive motor can be calibrated to obtain the following: Figure 5 The slope of FG′ is shown. Figure 3 The slope of FG is Figure 5 The slope of FG′ can be obtained, and the slope of FG′ is less than the slope of FG, which slows down the deceleration rate of the vehicle and avoids the problem of vehicle jerking due to excessive loss of deceleration to the greatest extent, ensuring the driving safety of the vehicle and improving the driving comfort of the user.

[0090] For example, in order to avoid the problem of vehicle shaking caused by the large span of the recovery torque of the drive motor, the wheels are Figure 5 When the G' point shown in the figure breaks away from the locking trend, DTC will not be exited at the same time; that is, after the wheel breaks away from the locking trend, DTC will be exited with a delay. At this time, the DTC request torque will follow the superimposed target torque of the braking energy recovery request torque and the coasting energy recovery request torque at a certain slope (i.e., the slope of G'H') until the DTC request torque is engaged with the superimposed target torque, and then Figure 5 The H' point shown exits DTC. During this process, the recovery torque of the drive motor continues to respond to the DTC request torque, so that the recovery torque of the drive motor smoothly transitions from point G' to point H', which avoids the problem of vehicle shaking caused by excessive span of the recovery torque of the drive motor to the greatest extent, ensures the driving safety of the vehicle, and improves the driving comfort of the user.

[0091] Among them, the wheel from Figure 3 When the G point shown in the figure breaks away from the locking trend, DTC is synchronously exited. Figure 5 When the G′ point is shown to be out of the locking trend, the DTC is not exited synchronously, but after the DTC request torque is engaged with the superimposed target torque, the DTC is exited, which delays the exit of the DTC.

[0092] Figure 6 is a flow chart of a vehicle control method provided by an embodiment of the present application. The method can be Figure 1 The vehicle 110 in the vehicle 110 executes, or the VCU in the vehicle 110 executes.

[0093] For example, Figure 6 As shown, the method 600 includes the following implementation process:

[0094] S610: When the anti-lock braking function of the vehicle is activated, determine whether the vehicle has a tendency to escape from the locking state.

[0095] For example, when the vehicle is powered on, it can be detected whether the anti-lock function (ie, DTC) of the vehicle is activated. When DTC is activated, it indicates that the vehicle has a tendency to lock. In order to avoid vehicle shaking caused by DTC exit, it can be determined whether the vehicle has a tendency to disengage from locking after DTC is activated.

[0096] In a possible implementation, the above-mentioned determination of whether the vehicle has a tendency to escape from locking includes: obtaining a current slip rate of the vehicle; if the current slip rate is less than a first preset slip rate, determining that the vehicle has a tendency to escape from locking; if the current slip rate is greater than or equal to a second preset slip rate, determining that the vehicle has a tendency to lock; wherein the first preset slip rate is less than or equal to the second preset slip rate.

[0097] For example, when the DTC is activated, the vehicle speed and the wheel speeds may be acquired, and the vehicle slip ratio may be calculated based on the vehicle speed and the wheel speeds (as shown in the above formula (1)).

[0098] When the slip rate of the vehicle is determined, it can be determined whether the slip rate is less than a first preset slip rate (i.e., the second preset threshold). When the slip rate is less than the first preset slip rate, it can be indicated that the wheel has a tendency to escape from locking, thereby determining that the vehicle has a tendency to escape from locking.

[0099] On the contrary, when the slip ratio is greater than or equal to the first preset slip ratio, it can be indicated that the wheel has not escaped the locking tendency, thereby determining that the vehicle is still in the locking tendency. The locking tendency can include two states: the vehicle has locked and the vehicle is about to lock.

[0100] When the slip rate of the vehicle is determined, it can be determined whether the slip rate is greater than or equal to a second preset slip rate (i.e., the first preset threshold). When the slip rate is greater than or equal to the second preset slip rate, it can be indicated that the wheel has not escaped the locking tendency, thereby determining that the vehicle is still in the locking tendency.

[0101] In the embodiment of the present application, when the current slip rate of the vehicle is obtained, it is possible to accurately identify whether the vehicle has a tendency to escape from locking through the current slip rate, so that when the vehicle has a tendency to lock (i.e., the current slip rate of the vehicle is greater than or equal to a second preset slip rate), anti-lock control is performed on the vehicle, thereby avoiding wheel locking and ensuring the driving safety of the vehicle.

[0102] Optionally, when DTC is not activated, the current slip rate of the vehicle can also be obtained, and when the current slip rate is ≥ the second preset slip rate, it indicates that the vehicle has a tendency to lock. Furthermore, when the vehicle has a tendency to lock, the anti-lock function (i.e., DTC) can be controlled to be activated, so as to reduce the recovery torque of the drive motor through DTC, reduce the electric braking of the vehicle, thereby avoiding wheel locking and ensuring the driving safety of the vehicle.

[0103] When DTC is activated, the drive motor gradually reduces or stops recovering the vehicle's kinetic energy, that is, the recovery torque of the drive motor gradually decreases.

[0104] Optionally, when the anti-lock function of the vehicle is activated, a target exit slope of the recovery torque of the drive motor is obtained; wherein the target exit slope is less than a preset exit slope; the recovery torque of the drive motor is adjusted to a first recovery torque according to the target exit slope; wherein the first recovery torque represents the recovery torque of the drive motor when the vehicle has a tendency to escape from locking.

[0105] For example, when DTC is activated, in order to avoid the problem that the regeneration torque of the drive motor follows the DTC request torque and then falls back too quickly, causing the vehicle to jerk, a pre-calibrated exit slope of the regeneration torque of the drive motor (which may be referred to as a "target exit slope") may be obtained, for example, Figure 4 The slope of BC' in Figure 5 The slope of FG′ in .

[0106] Furthermore, when the target exit slope of the recovery torque of the drive motor is obtained, the recovery torque of the drive motor can be gradually retracted according to the target exit slope to the recovery torque corresponding to the drive motor when the vehicle has a tendency to escape from locking (which can be called the "first recovery torque").

[0107] refer to Figure 4 , when the target exit slope is the slope of BC′, the recovery torque of the drive motor can be retracted from point B to point C′ according to the slope of BC′.

[0108] refer to Figure 5 When the target exit slope is the slope of FG′, the recovery torque of the drive motor can be retracted from point F to point G′ according to the slope of FG′.

[0109] The preset exit slope may represent a conventional exit slope, for example, Figure 2 The slope of DC in Figure 3The target exit slope of the drive motor and the preset exit slope represent the exit slopes under the same working condition. For example, when the target exit slope is the slope of BC', the corresponding preset exit slope is the slope of BC. Or, when the target exit slope is the slope of FG', the corresponding preset exit slope is the slope of FG.

[0110] In an embodiment of the present application, when the anti-lock braking function of the vehicle is activated, the retreat slope of the recovery torque of the drive motor is reduced, that is, the target exit slope of the recovery torque of the drive motor is less than the preset exit slope, so that the recovery torque of the drive motor can retreat more slowly, thereby avoiding the problem of the recovery torque of the drive motor retreating too quickly following the requested torque of the anti-lock braking function and causing the vehicle to jerk, thereby avoiding the vehicle jerking, further ensuring the driving safety of the vehicle and improving the user's driving experience.

[0111] S620: If the vehicle has a tendency to escape from locking, determine a current request torque of the anti-lock function.

[0112] For example, when the vehicle has a tendency to break away from the locking state, the anti-lock function needs to be controlled to exit so that the drive motor can continue to recover energy, that is, the drive motor outputs the recovery torque. In order to avoid the problem of vehicle shaking caused by excessive recovery torque span when the drive motor recovers the energy of the vehicle's kinetic energy, the current requested torque of the DTC can be determined.

[0113] In a possible implementation, the current operating condition of the vehicle is obtained; wherein the current operating condition is a coasting condition or a braking condition; and the above-mentioned determination of the current requested torque of the anti-lock braking function includes: determining the current requested torque based on the current operating condition.

[0114] For example, when determining the current requested torque of the DTC, the current operating condition of the vehicle may be acquired first, and the current requested torque of the DTC may be determined based on the acquired current operating condition of the vehicle.

[0115] In an embodiment of the present application, when determining the current requested torque of the anti-lock braking function, the current requested torque of the anti-lock braking function is determined in combination with the current operating condition of the vehicle. This can make the determined current requested torque of the anti-lock braking function more in line with the current operating condition of the vehicle, thereby improving the accuracy of the current requested torque of the anti-lock braking function and further avoiding vehicle shaking.

[0116] Optionally, the above-mentioned determination of the current requested torque based on the current operating condition includes: if the current operating condition is a coasting condition, determining the driver's requested torque of the vehicle under the coasting condition as the current requested torque; if the current operating condition is a braking condition, determining the current requested torque based on the requested braking recovery torque of the anti-lock function under the braking condition and the requested coasting recovery torque.

[0117] For example, when the current operating condition of the vehicle is acquired, it can be determined whether the current operating condition is a coasting condition or a braking condition.

[0118] When the current operating condition of the vehicle is a coasting condition, the driver's requested torque of the vehicle (ie, the above-mentioned driver-requested coasting torque) may be determined as the current requested torque of the DTC.

[0119] Among them, the driver's requested torque is related to factors such as the vehicle speed, engine speed, transmission gear, road slope, etc., and the embodiment of the present application does not limit this.

[0120] When the current working condition of the vehicle is a braking condition, the target braking recovery torque requested by the DTC under the braking condition (which may be referred to as "requested braking recovery torque") and the target coasting recovery torque requested by the DTC under the braking condition (which may be referred to as "requested coasting recovery torque") may be obtained. When the requested braking recovery torque and the requested coasting recovery torque are obtained, the current requested torque of the DTC is determined by the requested braking recovery torque and the requested coasting recovery torque.

[0121] In the embodiment of the present application, when the vehicle is in a coasting condition, the driver's request torque of the vehicle in the coasting condition can be determined as the current request torque of the anti-lock function; or, when the vehicle is in a braking condition, the current request torque of the anti-lock function can be determined by the requested braking recovery torque of the anti-lock function in the braking condition and the requested coasting recovery torque. Since different methods are used to determine the current request torque of the anti-lock function when the vehicle is in a coasting condition or a braking condition, the determined current request torque of the anti-lock function can be made more in line with the current condition of the vehicle, thereby improving the accuracy of the current request torque of the anti-lock function and further avoiding vehicle shaking.

[0122] Further, the above-mentioned determination of the current requested torque based on the requested braking recovery torque and the requested coasting recovery torque of the anti-lock function under braking conditions includes: determining the torque sum of the requested braking recovery torque and the requested coasting recovery torque; and determining the torque sum as the current requested torque.

[0123] Exemplarily, when the requested braking recovery torque and the requested coasting recovery torque are obtained, the requested braking recovery torque and the requested coasting recovery torque can be superimposed to calculate the sum of the requested braking recovery torque and the requested coasting recovery torque (which can be called "torque sum"), that is, torque sum = requested braking recovery torque + requested coasting recovery torque.

[0124] Further, when the torque sum is determined, the torque sum may be determined as the current request torque of the DTC.

[0125] In an embodiment of the present application, when the vehicle is in a braking condition, the current requested torque of the anti-lock function is determined jointly by the requested braking recovery torque and the requested coasting recovery torque of the anti-lock function under the braking condition. This can make the determined current requested torque of the anti-lock function more in line with the braking condition, thereby improving the accuracy of the current requested torque of the anti-lock function under the braking condition and further avoiding vehicle shaking.

[0126] S630: When it is detected that the recovery torque of the driving motor in the vehicle is the same as the current requested torque, the anti-lock braking function is controlled to exit.

[0127] Exemplarily, when the current requested torque of the DTC is determined, the recovery torque of the drive motor can be controlled to gradually fall back until the recovery torque of the drive motor falls back to the current requested torque of the DTC, and the DTC is controlled to exit to make the recovery torque of the drive motor smoothly engaged with the driver's requested torque, or the recovery torque of the drive motor smoothly engaged with the vehicle's braking request torque, thereby avoiding the problem of vehicle shaking caused by excessive span of the drive motor's recovery torque to the greatest extent, ensuring the driving safety of the vehicle, and improving the driving comfort of the user.

[0128] In such Figure 6 In the method 600 shown, when the anti-lock braking function of the vehicle is activated, if it is determined that the vehicle has a tendency to disengage from the lock state, in order to avoid the problem of vehicle shaking caused by the direct exit of the anti-lock braking function of the vehicle, the anti-lock braking function may not be exited first, but the current requested torque of the anti-lock braking function may be obtained first; and the anti-lock braking function may be exited when it is detected that the recovery torque of the drive motor in the vehicle is the same as the current requested torque of the anti-lock braking function, thereby delaying the exit of the anti-lock braking function, reducing the recovery torque span of the drive motor, making it smoother, avoiding vehicle shaking, and thus improving the user's driving experience.

[0129] Figure 7 It is a flow chart of another vehicle control method provided in an embodiment of the present application.

[0130] For example, Figure 7 As shown, the method 700 includes the following implementation process:

[0131] S701, obtaining the current slip rate and current operating condition of the vehicle.

[0132] For example, when it is detected that the vehicle is powered on, the current slip rate of the vehicle and the current operating condition of the vehicle may be obtained.

[0133] S702, determine whether the current slip ratio is greater than or equal to 15%. If so, execute S703; if not, continue to execute S702.

[0134] For example, when the current slip ratio of the vehicle is obtained, it can be determined whether the current slip ratio is greater than or equal to 15% (ie, the first preset threshold value mentioned above).

[0135] S703, activate DTC.

[0136] For example, if the current slip rate of the vehicle is ≥15% obtained through S702 , it indicates that the wheels have a tendency to lock. In order to avoid wheel locking, DTC may be activated.

[0137] For example, if the current slip rate of the vehicle is less than 15% as obtained through S702, it indicates that the wheel has no tendency to lock. To monitor whether the wheel has a tendency to lock, S702 may be continued to be executed to determine whether the current slip rate is greater than or equal to 15%.

[0138] S704, exiting the recovery torque of the driving motor according to the calibrated slope 1.

[0139] For example, when DTC is activated, the recovery torque of the drive motor can be gradually exited according to the calibrated slope 1 (ie, the above-mentioned preset exit slope).

[0140] S705, determine whether the current slip ratio is less than 10%. If so, execute S706 or S707; if not, continue to execute S704.

[0141] For example, during the process of exiting the recovery torque of the driving motor, it can be determined in real time whether the current slip rate of the vehicle is less than 10% (ie, the second preset threshold value mentioned above).

[0142] For example, if the current slip rate of the vehicle is ≥10% obtained through S705, it means that the vehicle is not stable and the wheels may have a tendency to lock at any time, so S704 is still executed to exit the recovery torque of the drive motor according to the calibrated slope 1.

[0143] S706: When the current operating condition of the vehicle is a coasting condition, the coasting torque requested by the driver is determined as the current requested torque of the DTC.

[0144] For example, if the current slip rate of the vehicle obtained through S705 is less than 10%, it means that the vehicle is stable and the wheels are completely free from the locking tendency. In order to avoid the problem of vehicle shaking caused by a large recovery torque span when the drive motor recovers the vehicle's kinetic energy, the gliding torque requested by the driver can be determined as the current requested torque of the DTC when the current operating condition of the vehicle is a gliding condition.

[0145] S707: When the current operating condition of the vehicle is a braking condition, a torque sum of the target braking recovery torque requested by the DTC and the target coasting recovery torque is determined as the current requested torque of the DTC.

[0146] For example, if the current slip rate of the vehicle is less than 10% obtained through S705, it means that the vehicle is stable and the wheels are completely out of the locking trend. In order to avoid the problem of vehicle shaking caused by excessive recovery torque span when the drive motor recovers the energy of the vehicle kinetic energy, when the current working condition of the vehicle is a braking condition, the torque sum of the target braking recovery torque requested by the DTC and the target sliding recovery torque can be determined as the current request torque of the DTC. That is, the current request torque of the DTC = the requested braking recovery torque + the requested sliding recovery torque.

[0147] S708 , adjusting the recovery torque of the driving motor according to the calibration slope 2 , so that the recovery torque of the driving motor is the same as the current request torque of the DTC.

[0148] For example, when the current slip rate of the vehicle is less than 10%, the vehicle can be adjusted according to the calibrated slope 2 (for example, Figure 4 The slope of C′D′ in Figure 5 The slope of G′H′ in FIG1 gradually adjusts the recovery torque of the drive motor so that the recovery torque of the drive motor is the same as the current request torque of the DTC.

[0149] S709 , when it is detected that the recovery torque of the driving motor is the same as the current request torque of the DTC, exit the DTC.

[0150] Exemplarily, when it is detected that the recovery torque of the driving motor is the same as the current request torque of the DTC, the DTC is exited.

[0151] In an embodiment of the present application, when the anti-lock braking function (i.e., DTC) of the vehicle is activated, if it is determined that the vehicle has a tendency to disengage from the lock state, in order to avoid the problem of vehicle shaking caused by direct exit of the anti-lock braking function of the vehicle, the anti-lock braking function may not be exited first, but the current requested torque of the anti-lock braking function may be obtained first; and, when it is detected that the recovery torque of the drive motor in the vehicle is the same as the current requested torque of the anti-lock braking function, the anti-lock braking function is exited, thereby delaying the exit of the anti-lock braking function, reducing the recovery torque span of the drive motor, making it smoother, and avoiding vehicle shaking, thereby ensuring the driving safety of the vehicle and improving the user's driving experience.

[0152] Furthermore, when the anti-lock braking function of the vehicle is activated, reducing the fallback slope of the recovery torque of the drive motor can make the recovery torque of the drive motor fall back more slowly, thereby avoiding the problem of the recovery torque of the drive motor following the requested torque of the anti-lock braking function falling back too quickly and causing the vehicle to jerk, thereby avoiding the vehicle jerking, further ensuring the driving safety of the vehicle and improving the user's driving experience.

[0153] It should be noted that Figure 7 All steps in Figures 2 to 6The corresponding embodiments are described in detail in the embodiment, which will not be repeated here.

[0154] It should be understood that the above examples are intended to help those skilled in the art understand the embodiments of the present application, rather than to limit the embodiments of the present application to the specific numerical values ​​or specific scenarios illustrated. Those skilled in the art can obviously make various equivalent modifications or changes based on the above examples, and such modifications or changes also fall within the scope of the embodiments of the present application.

[0155] Combination of the above Figures 1 to 7 The vehicle control method provided by the embodiment of the present application is described in detail; Figure 8 and Fig. 9 The device embodiments of the present application are described in detail. It should be understood that the device in the embodiments of the present application can execute the various methods of the aforementioned embodiments of the present application, that is, the specific working processes of the following various products can refer to the corresponding processes in the aforementioned method embodiments.

[0156] Figure 8 It is a schematic diagram of the structure of a vehicle control device provided in an embodiment of the present application.

[0157] For example, Figure 8 As shown, the device 800 includes:

[0158] An acquisition module 810 is used to determine whether the vehicle has a tendency to escape from locking when the anti-lock function of the vehicle is activated;

[0159] A processing module 820 is used to determine a current request torque of the anti-lock function if the vehicle has a tendency to leave the lock state;

[0160] The control module 830 is used to control the anti-lock braking function to exit when it is detected that the recovery torque of the driving motor in the vehicle is the same as the current requested torque.

[0161] In a possible implementation, the acquisition module 810 is further used to: acquire the current operating condition of the vehicle; wherein the current operating condition is a coasting condition or a braking condition; and the processing module 820 is specifically used to: determine the current requested torque based on the current operating condition.

[0162] In one possible implementation, the processing module 820 is specifically used to: if the current operating condition is a coasting condition, determine the driver's requested torque of the vehicle under the coasting condition as the current requested torque; if the current operating condition is a braking condition, determine the current requested torque based on the requested braking recovery torque of the anti-lock function under the braking condition and the requested coasting recovery torque.

[0163] In a possible implementation, the processing module 820 is specifically configured to: determine the torque sum of the requested braking recovery torque and the requested coasting recovery torque; and determine the torque sum as the current requested torque.

[0164] In one possible implementation, the acquisition module 810 is further used to: acquire a target exit slope of the recovery torque of the drive motor; wherein the target exit slope is less than a preset exit slope; the processing module 820 is further used to: adjust the recovery torque of the drive motor to a first recovery torque according to the target exit slope; wherein the first recovery torque represents the recovery torque of the drive motor when the vehicle has a tendency to escape from locking.

[0165] In a possible implementation, the acquisition module 810 is specifically used to: acquire the current slip rate of the vehicle; if the current slip rate is less than a first preset slip rate, determine that the vehicle has a tendency to escape from locking; if the current slip rate is greater than or equal to a second preset slip rate, determine that the vehicle has a tendency to lock; wherein the first preset slip rate is less than or equal to the second preset slip rate.

[0166] In a possible implementation, the control module 830 is further configured to: if the vehicle has a tendency to lock, control the activation of the anti-lock braking function.

[0167] It should be noted that the above device 800 is embodied in the form of a functional module. The term "module" here can be implemented in the form of software and / or hardware, and is not specifically limited to this.

[0168] For example, a "module" may be a software program, a hardware circuit, or a combination of the two that implements the above functions. The hardware circuit may include an application specific integrated circuit (ASIC), an electronic circuit, a processor (such as a shared processor, a dedicated processor, or a group processor, etc.) and a memory for executing one or more software or firmware programs, a combined logic circuit, and / or other suitable components that support the described functions.

[0169] Therefore, the modules of each example described in the embodiments of the present application can be implemented by electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. Professional and technical personnel can use different methods to implement the described functions for each specific application, but such implementation should not be considered to be beyond the scope of this application.

[0170] Fig. 9 It is a schematic diagram of the structure of a vehicle provided in an embodiment of the present application.

[0171] For example, Fig. 9As shown, the vehicle 900 includes: a memory 910 and a processor 920, wherein the memory 910 stores an executable program code 9101, and the processor 920 is used to call and execute the executable program code 9101 to perform a vehicle control method.

[0172] The present application can divide the functional modules of the vehicle according to the above method example. For example, each functional module can be corresponded, or two or more functions can be integrated into one processing module. The above integrated module can be implemented in the form of hardware. It should be noted that the division of modules in this embodiment is schematic and is only a logical function division. There may be other division methods in actual implementation.

[0173] In the case of dividing each functional module according to each function, the vehicle may include: an acquisition module, a processing module, a control module, etc. It should be noted that all relevant contents of each step involved in the above method embodiment can be referred to the functional description of the corresponding functional module, which will not be repeated here.

[0174] The vehicle provided in the present application is used to execute the above-mentioned vehicle control method, and thus can achieve the same effect as the above-mentioned implementation method.

[0175] In the case of an integrated unit, the vehicle may include a processing module and a storage module. The processing module may be used to control and manage the actions of the vehicle. The storage module may be used to support the vehicle in executing related program codes and data.

[0176] The processing module may be a processor or a controller, which may implement or execute various exemplary logic blocks, modules and circuits shown in conjunction with the disclosure of the present application. The processor may also be a combination that implements computing functions, such as a combination of one or more microprocessors, a combination of digital signal processing (DSP) and a microprocessor, etc. The storage module may be a memory.

[0177] The present application also provides a computer-readable storage medium, on which a computer program is stored, and when the program is executed by a processor, the steps of the method of any of the above embodiments are implemented. The computer-readable storage medium may include, but is not limited to, any type of disk, including a floppy disk, an optical disk, a DVD (Digital Video Disc), a CD-ROM (Compact Disc Read-Only Memory), a micro drive and a magneto-optical disk, a ROM (Read-Only Memory), a RAM (Random Access Memory), an EPROM (Erasable Programmable Read-Only Memory), an EEPROM (Electrically Erasable Programmable Read Only Memory), a DRAM (Dynamic Random Access Memory), a VRAM (Video Random Access Memory), a flash memory device, a magnetic card or an optical card, a nanosystem (including a molecular memory IC), or any type of medium or device suitable for storing instructions and / or data.

[0178] The present application also provides a computer program product. When the computer program product is run on a computer, the computer is enabled to execute the above-mentioned related steps to implement a vehicle control method in the above-mentioned embodiment.

[0179] In addition, the vehicle provided in the embodiments of the present application may specifically be a chip, component or module, and the vehicle may include a connected processor and memory; wherein the memory is used to store instructions, and when the vehicle is running, the processor may call and execute instructions so that the chip executes a vehicle control method in the above embodiments.

[0180] Among them, the vehicle, computer-readable storage medium, computer program product or chip provided in this application are all used to execute the corresponding methods provided above. Therefore, the beneficial effects that can be achieved can refer to the beneficial effects in the corresponding methods provided above, and will not be repeated here.

[0181] Through the description of the above implementation methods, technical personnel in the relevant field can understand that for the convenience and simplicity of description, only the division of the above-mentioned functional modules is used as an example. In actual applications, the above-mentioned functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0182] In the embodiments provided in the present application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are only schematic, for example, the division of modules or units is only a logical function division, and there may be other division methods in actual implementation, such as multiple units or components can be combined or integrated into another device, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0183] The above contents are only specific implementation methods of the present application, but the protection scope of the present application is not limited thereto. Any technician familiar with the technical field can easily think of changes or substitutions within the technical scope disclosed in the present application, which should be included in the protection scope of the present application. Therefore, the protection scope of the present application should be based on the protection scope of the claims.

Claims

1. A vehicle control method, characterized in that: The method comprises: When an anti-lock braking function of the vehicle is activated, determining whether the vehicle has a tendency to leave the locking state; If the vehicle has the disengagement tendency, determining a current request torque of the anti-lock function; When it is detected that the recovery torque of the driving motor in the vehicle is the same as the current requested torque, the anti-lock braking function is controlled to be exited.

2. The method according to claim 1, characterized in that: The method further comprises: Acquiring a current operating condition of the vehicle; wherein the current operating condition is a coasting condition or a braking condition; The determining the current requested torque of the anti-lock braking function includes: Based on the current operating conditions, the current requested torque is determined.

3. The method according to claim 2, characterized in that The determining the current requested torque based on the current operating condition includes: If the current operating condition is the coasting operating condition, determining the driver's requested torque of the vehicle in the coasting operating condition as the current requested torque; If the current operating condition is the braking operating condition, the current requested torque is determined based on the requested braking recovery torque and the requested coasting recovery torque of the anti-lock function under the braking operating condition.

4. The method according to claim 3, characterized in that The determining the current requested torque based on the requested braking recovery torque and the requested coasting recovery torque of the anti-lock braking function under the braking condition comprises: determining a torque sum of the requested braking recovery torque and the requested coasting recovery torque; The torque sum is determined as the current requested torque.

5. The method according to any one of claims 1 to 4, characterized in that When the anti-lock braking function of the vehicle is activated, the method further comprises: Acquiring a target exit slope of the recovery torque; wherein the target exit slope is less than a preset exit slope; adjusting the recovery torque of the drive motor to a first recovery torque according to the target exit slope; The first recovery torque represents the recovery torque of the driving motor when the vehicle has the tendency to escape from locking.

6. The method according to any one of claims 1 to 4, characterized in that The determining whether the vehicle has a tendency to escape from locking comprises: Obtaining a current slip ratio of the vehicle; If the current slip ratio is less than a first preset slip ratio, determining that the vehicle has the release-from-lock tendency; If the current slip ratio is greater than or equal to a second preset slip ratio, determining that the vehicle has a locking tendency; Wherein, the first preset slip ratio is less than or equal to the second preset slip ratio.

7. The method according to any one of claims 1 to 4, characterized in that The method further comprises: If the vehicle has a tendency to lock, the anti-lock braking function is controlled to be activated.

8. A vehicle control device, characterized in that: The device comprises: An acquisition module, used for determining whether the vehicle has a tendency to escape from locking when an anti-lock function of the vehicle is activated; A processing module, configured to determine a current request torque of the anti-lock function if the vehicle has the disengagement tendency; The control module is used to control the anti-lock braking function to exit when it is detected that the recovery torque of the driving motor in the vehicle is the same as the current requested torque.

9. A vehicle, characterized in that: The vehicle comprises: A memory for storing executable program codes; A processor, configured to call and run the executable program code from the memory, so that the vehicle executes the method as claimed in any one of claims 1 to 7.

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

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