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

Abstract

The application 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: in the case that an anti-lock function of the vehicle is activated, determining whether the vehicle has a tendency to escape from being locked; if the vehicle has the tendency to escape from being locked, determining a current requested torque of the anti-lock function; and in the case that it is detected that a recovery torque of a driving motor in the vehicle is the same as the current requested torque, controlling the anti-lock function to exit. Based on the above scheme, when the wheel has the tendency to escape from being locked, the vehicle can be prevented from shaking, and the driving experience of the user can be improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicles, in particular to a vehicle control method, a vehicle control device, a vehicle and a storage medium in the technical field of vehicles. BACKGROUND

[0002] When a vehicle drives on a low adhesion road, the wheels tend to be locked due to the small adhesion of the low adhesion road, which affects the driving safety of the vehicle. Therefore, in order to avoid the wheels from being locked, a drag torque control function (DTC) in the vehicle can be activated to reduce the braking force of the wheels to prevent the wheels from being locked.

[0003] However, when the wheels are out of the locking trend, the DTC needs to be exited. The exit of the DTC can cause the vehicle to shake due to the sudden change of the recovery torque of the driving motor in the vehicle, thereby affecting the driving safety of the vehicle.

[0004] Therefore, when the wheels are out of the locking trend, how to avoid the vehicle from shaking is a problem to be solved at present. SUMMARY

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

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

[0007] In the case that the anti-lock function of the vehicle is activated, it is determined whether the vehicle is out of the locking trend; if the vehicle is out of the locking trend, the current requested torque of the anti-lock function is determined; and in the case that the recovery torque of the driving motor in the vehicle is detected to be the same as the current requested torque, the anti-lock function is controlled to exit.

[0008] In the embodiments of the present application, when the anti-lock function of the vehicle is activated, if it is determined that the vehicle is out of the locking trend, in order to avoid the problem of vehicle shaking caused by the direct exit of the anti-lock function of the vehicle, the anti-lock function is not exited first, but the current requested torque of the anti-lock function is obtained first; and then the anti-lock function is exited when it is detected that the recovery torque of the driving motor in the vehicle is the same as the current requested torque of the anti-lock function, thereby delaying the exit of the anti-lock function, reducing the span of the recovery torque of the driving motor, making the recovery torque of the driving motor more smooth, avoiding the vehicle from shaking, and further improving the driving experience of the user.

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

[0010] obtain a current working condition of the vehicle; wherein the current working condition is a coasting working condition or a braking working condition; and determine the current requested torque of the anti-lock function based on the current working condition.

[0011] In the embodiments of the present application, when determining the current requested torque of the anti-lock function, the current requested torque of the anti-lock function is determined by combining the current working condition of the vehicle, so that the determined current requested torque of the anti-lock function is more suitable for the current working condition of the vehicle, thereby improving the accuracy of the current requested torque of the anti-lock function and further avoiding vehicle shaking.

[0012] In combination with the first aspect and the above implementation manners, in some implementation manners of the first aspect, the determination of the current requested torque based on the current working condition comprises:

[0013] If the current working condition is the coasting working condition, the driver requested torque of the vehicle in the coasting working condition is determined as the current requested torque; and if the current working condition is the braking working 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 in the braking working condition.

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

[0015] In combination with the first aspect and the above implementation manners, in some implementation manners of the first aspect, the determination of the current requested torque based on the requested braking recovery torque and the requested coasting recovery torque of the anti-lock function in the braking working condition comprises:

[0016] determining a torque sum of the requested braking recovery torque and the requested coasting recovery torque; and determining the torque sum as the current requested torque.

[0017] In the embodiments of the present application, when the vehicle is in the braking working condition, the current requested torque of the anti-lock function is determined by the requested braking recovery torque and the requested coasting recovery torque of the anti-lock function in the braking working condition, so that the determined current requested torque of the anti-lock function is more suitable for the braking working condition, thereby improving the accuracy of the current requested torque of the anti-lock function in the braking working condition and further avoiding vehicle shaking.

[0018] With reference to the first aspect and the above implementation manners, in some implementations of the first aspect, when the anti-lock function of the vehicle is activated, the method further includes:

[0019] obtaining a target exit slope of the recovery torque of the driving motor; wherein the target exit slope is less than a preset exit slope; and adjusting the recovery torque of the driving motor to a first recovery torque according to the target exit slope; wherein the first recovery torque represents the recovery torque of the driving motor when the vehicle has a tendency to escape from being locked.

[0020] In the embodiments of the present application, when the anti-lock function of the vehicle is activated, the retreat slope of the recovery torque of the driving motor is reduced, i.e., the target exit slope of the recovery torque of the driving motor is less than the preset exit slope, which can make the recovery torque of the driving motor retreat relatively slowly, avoid the problem that the recovery torque of the driving motor retreats too fast following the requested torque of the anti-lock function and causes the vehicle to skid, thereby avoiding the vehicle skid, further ensuring the driving safety of the vehicle and improving the driving experience of the user.

[0021] With reference to the first aspect and the above implementation manners, in some implementations of the first aspect, the determination of whether the vehicle has a tendency to escape from being locked includes:

[0022] obtaining a current slip rate of the vehicle; determining that the vehicle has a tendency to escape from being locked if the current slip rate is less than a first preset slip rate; and determining that the vehicle has a tendency to be locked if the current slip rate is greater than or equal to a second preset slip rate; wherein the first preset slip rate is less than or equal to the second preset slip rate.

[0023] In the embodiments of the present application, when the current slip rate of the vehicle is obtained, the current slip rate can be used to accurately identify whether the vehicle has a tendency to escape from being locked, so as to control the anti-lock of the vehicle when the vehicle has a tendency to be locked (i.e., the current slip rate of the vehicle is greater than or equal to the second preset slip rate), thereby avoiding the wheel from being locked and ensuring the driving safety of the vehicle.

[0024] With reference to the first aspect and the above implementation manners, in some implementations of the first aspect, the method further includes:

[0025] if the vehicle has a tendency to be locked, controlling the anti-lock function to be activated.

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

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

[0028] an acquisition module configured to determine whether the vehicle has a tendency to disengage the lock if the anti-lock function of the vehicle is activated;

[0029] a processing module configured to determine a current requested torque of the anti-lock function if the vehicle has the tendency to disengage the lock;

[0030] a control module configured to control the anti-lock function to exit if it is detected that the recovery torque of the drive 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 configured to store executable program code, and the processor is configured 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 manner of the first aspect.

[0032] In a fourth aspect, the present application provides a computer program product, which comprises computer program code. When the computer program code is run on a computer, the computer program code causes the computer to execute the method in the first aspect or any possible implementation manner of the first aspect.

[0033] In a fifth aspect, the present application provides a computer-readable storage medium, which stores computer program code. When the computer program code is run on a computer, the computer program code causes the computer to execute the method in the first aspect or any possible implementation manner of the first aspect. BRIEF DESCRIPTION OF DRAWINGS

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

[0035] Figure 2 is a timing diagram of DTC control when the vehicle is coasting, provided by an embodiment of the present application.

[0036] Figure 3 is a timing diagram of DTC control when the vehicle is braking, provided by an embodiment of the present application.

[0037] Figure 4 is a timing diagram of DTC control when the vehicle is coasting, provided by an embodiment of the present application.

[0038] Figure 5 is a timing diagram of DTC control when the vehicle is braking, provided by an embodiment of the present application.

[0039] Figure 6 is a flowchart of a vehicle control method, provided by an embodiment of the present application.

[0040] Figure 7is a flowchart of another vehicle control method provided by an embodiment of the present application.

[0041] Figure 8 is a structural diagram of a vehicle control device provided by an embodiment of the present application.

[0042] Figure 9 is a structural diagram of a vehicle provided by an embodiment of the present application. DETAILED DESCRIPTION

[0043] The technical solutions in the present application will be described clearly and exhaustively in combination with the drawings. In the description of the embodiments of the present application, unless otherwise specified, " / " represents the meaning of or, for example, A / B can represent A or B: "and / or" in the text is only a description of the association relationship of the associated objects, which means that there can be three relationships, for example, A and / or B, which can represent: A exists alone, A and B exist together, and B exists alone, in addition, in the description of the embodiments of the present application, "multiple" means two or more than two.

[0044] Hereinafter, the terms "first" and "second" are only used for description purposes, and cannot be understood as implying or suggesting relative importance or implicitly indicating the number of indicated technical features. Therefore, the features defined with "first" and "second" can explicitly or implicitly include one or more features.

[0045] Figure 1 is a schematic diagram of a vehicle driving scene of related art.

[0046] As shown in Figure 1 , Figure 1 The vehicle 110 is equipped with a drive motor, which can drag the drive motor through the road surface when the vehicle 110 is sliding or braking, so that the drive motor recovers the kinetic energy of the vehicle and brakes the vehicle to slow down and stop (also known as "electric braking"). In addition, the low adhesion road surface 120 can include but is not limited to wet road surface, icy road surface and sandy road surface.

[0047] As an example, when the vehicle is driving on a low adhesion road surface, the adhesion of the low adhesion road surface is small, which may cause the wheels to tend to lock, affecting the driving safety of the vehicle. Among them, the front wheel lock may cause the vehicle to lose steering, and the rear wheel lock may cause the vehicle to spin.

[0048] Therefore, in order to avoid the wheel from being locked, the DTC can be activated to adjust the regenerative torque of the driving motor to reduce the electric braking, so as to reduce the braking force of the wheel and prevent the wheel from being locked. The DTC can control the front wheel shaft (which can be referred to as "front wheel" for short) and the rear wheel shaft (which can be referred to as "rear wheel" for short) of the vehicle separately. For example, when the front wheel has a locking trend, the regenerative torque of the driving motor corresponding to the front wheel can be adjusted by the DTC to reduce the electric braking of the front wheel.

[0049] However, when the DTC is activated, the intervention of the DTC on the regenerative torque of the driving motor is relatively strong, which can cause the deceleration of the vehicle to decrease too fast, so that the deceleration of the vehicle is lost, causing the vehicle to run out of control, thereby affecting the driving safety of the vehicle.

[0050] Alternatively, when the wheel is out of the locking trend, the DTC needs to be deactivated. When the DTC is deactivated, the regenerative torque of the driving motor can suddenly change, causing the span of the regenerative torque of the driving motor to be too large, which causes the vehicle to shake, thereby affecting the driving safety of the vehicle.

[0051] Figure 2 is a timing diagram of the DTC control when the vehicle is sliding provided by an embodiment of the present application.

[0052] For example, as shown in Figure 2 , the change of the state of the accelerator pedal in the vehicle, the state of the DTC and the regenerative torque of the driving motor (i.e. the torque responded by the motor) are included in Figure 2 . The coordinate of the change of the regenerative torque of the driving motor includes the time on the horizontal axis and the torque (Trp) on the vertical axis; the unit of the time can be millisecond (ms) or second (s), and the unit of the torque is Newton meter (NM).

[0053] Referring to Figure 2 , when the accelerator pedal in the vehicle is depressed by the driver, it indicates that the vehicle is moving forward and is not sliding and braking. At this time, the driving motor does not perform energy recovery on the kinetic energy of the vehicle, so it is not necessary to prevent the wheel from being locked by the DTC, and the DTC is not activated.

[0054] When the accelerator pedal in the vehicle is released by the driver, it indicates that the vehicle is sliding, and the sliding torque of the vehicle corresponding to the vehicle when the vehicle is sliding can be taken as the sliding torque requested by the driver. At the same time, when the vehicle is sliding, the driving motor can be activated to perform energy recovery (which can be referred to as "sliding energy recovery") on the kinetic energy of the vehicle when the vehicle is sliding, i.e. point A in Figure 2 ; and the regenerative torque of the driving motor increases with the increase of the sliding torque requested by the driver. At this time, since the wheel does not have a locking trend, the DTC is still not activated.

[0055] It should be understood that "-" of the recovery torque of the driving motor only represents the meaning of recovery, and does not affect the size of the recovery torque of the driving motor, for example, the recovery torque of the driving motor is -5NM compared with -6NM, -5NM < -6NM, that is, |-5NM| < |-6NM|. Similarly, "-" of the coasting torque requested by the driver and "-" of the DTC requested torque also do not affect the size of the torque. In addition, the lock tendency can represent that the wheel is about to lock or the wheel is locked.

[0056] In the process of driving motor energy recovery and providing electric braking for the vehicle, if it is detected that the wheel has a lock tendency (that is, B point in Figure 2 , the DTC can be activated, and the recovery torque of the driving motor is reduced through the DTC, so that the wheel is out of the lock tendency and is stable (that is, C point in Figure 2 ) in a short time (for example, 1 frame), so as to reduce the electric braking of the vehicle, thereby avoiding the lock of the vehicle. The C point can be 0NM as shown in Figure 2 , or -100NM or -200NM, and the embodiments of the present application do not limit this.

[0057] In the process of driving motor energy recovery and providing electric braking for the vehicle, if it is detected that the wheel has a lock tendency (that is, B point in Figure 3 , the DTC can be activated, and the recovery torque of the driving motor is reduced through the DTC, so that the wheel is out of the lock tendency and is stable (that is, C point in ).

[0058]

[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 through formula (1), it can be judged 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 lock tendency.

[0062] Further, when the slip ratio of the vehicle is calculated by the formula (1), it can also be judged whether the slip ratio is greater than or equal to a second preset threshold. When the slip ratio of the vehicle is greater than or equal to the second preset threshold, it can be indicated that the wheel has not yet deviated from the tendency of being locked. When the slip ratio of the vehicle is less than the second preset threshold, it can be indicated that the wheel has deviated from the tendency of being locked.

[0063] In order to ensure that the wheel deviates from the tendency of being locked, the second preset threshold can be set to be less than or equal to the first preset threshold.

[0064] It should be understood that the first preset threshold can represent the slip ratio of the wheel in the tendency of being locked, for example, 15%, 18% or 20%, and the second preset threshold can represent the slip ratio of the wheel deviating from the tendency of being locked, for example, 10%, 12% or 13%. Further, the first preset threshold and the second preset threshold can be obtained by real vehicle calibration, and the embodiments of the present application are not limited thereto.

[0065] When the wheel deviates from the tendency of being locked, the DTC exits the adjustment of the recovery torque of the drive motor, that is, the DTC exits the activation at point C. At this time, in order to perform the energy recovery by the drive motor, the drive motor can be controlled by the VCU to interrupt the response to the DTC request torque and to respond to the driver's request for the coasting torque. Since the drive motor interrupts the response to the DTC request torque and responds to the driver's request for the coasting torque, the recovery torque of the drive motor directly jumps from point C to point D, which causes the recovery torque of the drive motor to be too large, causing the vehicle to shake, thereby affecting the driving safety of the vehicle and reducing the driving comfort of the user.

[0066] Figure 3 is a timing diagram of the DTC control when the vehicle is braked, provided by the embodiments of the present application.

[0067] As shown in Figure 3 , the change of the state of the brake pedal in the vehicle, the state of the DTC and the recovery torque of the drive motor (i.e., the torque responded by the motor) are included in the coordinate. Figure 3 The coordinate of the change of the recovery torque of the drive motor includes that the horizontal axis 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] Referring to Figure 3 , when the brake pedal in the vehicle is released by the driver, it indicates that the vehicle is not braked. At this time, the drive motor does not recover the kinetic energy of the vehicle, and therefore it is not necessary to prevent the wheel from being locked by the DTC, and the DTC is not activated.

[0069] When the brake pedal in the vehicle is depressed by the driver, it indicates that the vehicle is braking, and the braking system in the vehicle can provide the vehicle with corresponding deceleration according to the stroke of the brake pedal being depressed, and the stroke is positively correlated with the deceleration. At the same time, when the vehicle is braking, the energy recovery of the vehicle kinetic energy (which can be referred to as "braking energy recovery") and the coasting energy recovery of the driving motor can be activated, that is Figure 3 E point in the vehicle is braking; and the recovery torque of the driving motor increases with the increase of the braking energy recovery request torque and the coasting energy recovery request torque. At this time, since there is no tendency of wheel lock, the DTC is not activated.

[0070] Optionally, when the vehicle is braking, the driving motor is performing braking energy recovery and coasting energy recovery, the maximum recovery capability (which can be referred to as "recovery capability" for short) allowed by the driving motor can be obtained first, and the deceleration of the vehicle is distributed according to the recovery capability.

[0071] For example, when the recovery capability of the driving motor ≠ 0, the deceleration of the vehicle can be provided by the hydraulic braking and the braking energy recovery together, or the deceleration of the vehicle is provided by the braking energy recovery alone.

[0072] When the recovery capability of the driving motor ≥ the deceleration of the vehicle, it indicates that the recovery capability of the driving motor can meet the braking demand of the vehicle, and the braking force of the vehicle can be provided by the driving motor through braking energy recovery and coasting energy recovery, that is, the driving motor controls the braking of the vehicle at this time, and the hydraulic braking does not participate in the braking of the vehicle.

[0073] When the recovery capability of the driving motor < the deceleration of the vehicle, it indicates that the recovery capability of the driving motor cannot meet the braking demand of the vehicle, and the hydraulic braking needs to be compensated for braking. At this time, the driving motor provides the braking force of the vehicle with the maximum recovery capability, and the remaining braking force is provided by the hydraulic braking. That is, the deceleration of the vehicle = the maximum recovery capability of the driving motor + the hydraulic braking.

[0074] Wherein, when the vehicle is braking, the energy recovery of the driving motor (i.e. electric braking) can include braking energy recovery and coasting energy recovery, that is, the recovery torque of the driving 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 driving motor only includes coasting energy recovery.

[0075] It should be understood that the "-" of the braking energy recovery request torque and the coasting energy recovery request torque does not affect the size of the torque.

[0076] In the process of the driving motor performing braking energy recovery and coasting energy recovery to provide electric braking for the vehicle, if it is detected that the wheels have a tendency of lock (i.e. Figure 3Point F in the diagram can activate DTC, which reduces the regenerative torque of the drive motor, allowing the wheels to de-lock and stabilize within a short time (e.g., 1 frame). Figure 3 The system uses the G-point (as described in the diagram) to reduce electric braking and prevent vehicle lock-up. Simultaneously, to avoid loss of deceleration due to reduced regenerative torque from the drive motor, hydraulic braking can compensate for the reduced regenerative torque when DTC is activated, ensuring no loss of deceleration. For example, if the drive motor's regenerative torque decreases from -600 Nm to -500 Nm (a reduction of -100 Nm), hydraulic braking can compensate for this additional -100 Nm.

[0077] Among them, the G point can be like Figure 3 The 0 NM shown can also be -100 NM or -200 NM, and this application does not limit this.

[0078] During DTC activation (i.e.) Figures 4 to 7 In the FG segment (of the engine), the VCU can control the drive motor to interrupt its response to the regenerative braking torque request and the coasting torque request, and instead respond to the DTC torque request. Similarly, because the DTC strongly intervenes in the drive motor's regenerative torque, the regenerative torque can drop from 1 frame to 0 Nm. This causes the drive motor's regenerative torque to rapidly decrease following the DTC torque request, resulting in an excessively rapid decrease in vehicle deceleration. This leads to a jerking motion, affecting driving safety and reducing the user's driving comfort.

[0079] When the wheels tend to lock up, the DTC (Directional Control) stops adjusting the regenerative torque of the drive motor; that is, the DTC deactivates at point G. At this point, in order to perform braking and coasting energy recovery through the drive motor, the VCU (Vehicle Control Unit) can control the drive motor to interrupt its response to the DTC-requested torque and switch to responding to the braking and coasting energy recovery torque requests. However, because the drive motor's regenerative torque abruptly changes from point G to point H when it stops responding to the DTC-requested torque and switches to responding to the braking and coasting energy recovery torque requests, the regenerative torque jump is too large, causing vehicle vibration and affecting driving safety and reducing driver comfort.

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

[0081] The following is combined Figure 4 The vehicle control method provided in the embodiments of this application will be described in detail.

[0082] Figure 4 is a timing diagram of DTC control when the vehicle is coasting, provided by an embodiment of the present application.

[0083] For example, as shown in Figure 4 , the DTC request torque is the same as the driver's requested coasting torque at the C point, and the DTC request torque is the same as the driver's requested coasting torque at the D point. Figure 2 The difference between Figure 4 and the present application is the positions of the C' point and the D' point, and the rest is the same, which 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, causing the vehicle to jerk, the change slope of the recovery torque of the drive motor can be calibrated to obtain the slope of BC' as shown in Figure 2 . By comparing the slope of BC in Figure 4 with the slope of BC' in Figure 4 , it can be obtained that the slope of BC' < the slope of BC, which slows down the deceleration of the vehicle and maximizes the avoidance of the problem that the deceleration is lost too quickly, causing the vehicle to jerk, ensuring the driving safety of the vehicle and improving the driving comfort of the user.

[0085] For example, in order to avoid the problem that the span of the recovery torque of the drive motor is too large, causing the vehicle to shake, when the wheel is out of the tendency to be locked at the C' point as shown in Figure 4 , the DTC is not exited at the same time; that is, the DTC is exited after the wheel is out of the tendency to be locked. At this time, the DTC request torque will follow the driver's requested coasting torque at a certain slope (i.e., the slope of C'D'), until the DTC request torque and the driver's requested coasting torque are engaged, and then the DTC is exited from the D' point as shown in Figure 2 . In 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 is smoothly transitioned from the C' point to the D' point, which maximizes the avoidance of the problem that the span of the recovery torque of the drive motor is too large, causing the vehicle to shake, ensuring the driving safety of the vehicle and improving the driving comfort of the user.

[0086] In the present application, when the wheel is out of the tendency to be locked at the C point as shown in Figure 4 , the DTC is exited at the same time. However, when the wheel is out of the tendency to be locked at the C' point as shown in Figure 5 , the DTC is not exited at the same time, but is exited after the DTC request torque and the driver's requested coasting torque are engaged, which delays the exit of the DTC.

[0087] Figure 5 is a timing diagram of DTC control when the vehicle is braking, provided by an embodiment of the present application.

[0088] For example, as shown in Figure 5 , the DTC request torque is the same as the driver's requested braking torque at the C point, and the DTC request torque is the same as the driver's requested braking torque at the D point. Figure 3and Figure 5 The difference lies in the positions of points G′ and H′; the rest are the same and will not be repeated here.

[0089] For example, to prevent the regenerative torque of the drive motor from rapidly retracting following the DTC-requested torque, causing vehicle jerking, the slope of the decrease in the regenerative torque of the drive motor can be calibrated to obtain, as shown below. Figure 3 The slope of FG′ is shown. Compare. Figure 5 The slope of FG and Figure 5 The slope of FG′ can be obtained. The slope of FG′ is less than the slope of FG. This slows down the vehicle's deceleration rate and avoids the problem of vehicle jerking due to excessive loss of deceleration to the greatest extent, thus ensuring vehicle driving safety and improving the user's driving comfort.

[0090] For example, to avoid excessively large regenerative torque ranges in the drive motor, which could cause vehicle vibration, the wheels... Figure 5 When the wheel de-locks at point G′, as shown, the DTC does not immediately disengage; that is, the DTC disengagement is delayed after the wheel de-locks. At this point, the DTC request torque will follow the superimposed target torque of the regenerative braking request torque and the regenerative coasting request torque at a certain slope (i.e., the slope of G′H′) until the DTC request torque engages with this superimposed target torque, and then... Figure 3 Point H′ indicates the exit from DTC. During this process, the regenerative torque of the drive motor continues to respond to the torque requested by DTC, thus smoothly transitioning the regenerative torque of the drive motor from point G′ to point H′. This minimizes the problem of vehicle vibration caused by excessively large spans in the regenerative torque of the drive motor, ensuring vehicle driving safety and improving the user's driving comfort.

[0091] Among them, in the wheel from such Figure 5 When the G-point shown in the diagram breaks free from the locking tendency, DTC is exited simultaneously. And when the wheel... Figure 6 When the G′ point shown is released from the locking trend, it does not exit DTC simultaneously. Instead, it exits DTC only after the DTC request torque engages with the superimposed target torque, thus delaying the exit of DTC.

[0092] Figure 1 This is a schematic flowchart of a vehicle control method provided in an embodiment of this application. The method can be... Figure 6 The vehicle 110 in the vehicle 110 executes the command, or the VCU in the vehicle 110 executes the command.

[0093] For example, such as Figure 4 As shown, the method 600 includes the following implementation process:

[0094] S610, in the case that the anti-lock function of the vehicle is activated, determining whether the vehicle has a tendency to escape from being locked.

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

[0096] In a possible implementation, the above-mentioned determining whether the vehicle has a tendency to escape from being locked includes: 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 a tendency to escape from being locked; if the current slip ratio is greater than or equal to a second preset slip ratio, determining that the vehicle has a tendency to be locked; wherein the first preset slip ratio is less than or equal to the second preset slip ratio.

[0097] For example, when the DTC is activated, the vehicle speed and the wheel speed of the vehicle can be obtained, and the slip ratio of the vehicle can be calculated according to the vehicle speed and the wheel speed (as shown in the above-mentioned formula (1)).

[0098] When the slip ratio of the vehicle is determined, it can be determined whether the slip ratio is less than the first preset slip ratio (i.e., the second preset threshold mentioned above). When the slip ratio < the first preset slip ratio, it indicates that the wheel has a tendency to escape from being locked, and thus it is determined that the vehicle has a tendency to escape from being locked.

[0099] On the contrary, when the slip ratio ≥ the first preset slip ratio, it indicates that the wheel has not a tendency to escape from being locked, and thus it is determined that the vehicle has a tendency to be locked. The tendency to be locked can include two states that the vehicle has been locked and the vehicle will be locked.

[0100] When the slip ratio of the vehicle is determined, it can be determined whether the slip ratio is greater than or equal to the second preset slip ratio (i.e., the first preset threshold mentioned above). When the slip ratio ≥ the second preset slip ratio, it indicates that the wheel has not a tendency to escape from being locked, and thus it is determined that the vehicle has a tendency to be locked.

[0101] In the embodiment of the present application, when the current slip ratio of the vehicle is obtained, the current slip ratio can be used to accurately identify whether the vehicle has a tendency to escape from being locked, so as to perform anti-lock control on the vehicle when the vehicle has a tendency to be locked (i.e., the current slip ratio of the vehicle is greater than or equal to the second preset slip ratio), thereby avoiding the wheel being locked and ensuring the driving safety of the vehicle.

[0102] Optionally, the current slip ratio of the vehicle can also be obtained when the DTC is not activated, and when the current slip ratio is greater than or equal to a second preset slip ratio, it is indicated that the vehicle has a tendency to lock. Further, when the vehicle has a tendency to lock, the anti-lock function (i.e., the DTC) can be controlled to be activated to reduce the recovery torque of the drive motor through the DTC to reduce the electric braking of the vehicle, thereby avoiding the locking of the wheels and ensuring the driving safety of the vehicle.

[0103] When the DTC is activated, the drive motor gradually reduces or stops the energy recovery of the kinetic energy of the vehicle, i.e., the recovery torque of the drive motor gradually decreases.

[0104] Optionally, in the case where 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; and 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, in the case where the DTC is activated, in order to avoid the problem that the recovery torque of the drive motor follows the DTC request torque to retreat too fast and causes the vehicle to break, a pre-marked exit slope of the recovery torque of the drive motor (which can be referred to as a "target exit slope") can be obtained, for example, Figure 5 the slope of BC' in Figure 4 the slope of FG' in

[0106] Further, 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 retreated to the corresponding recovery torque of the drive motor when the vehicle has a tendency to escape from locking (which can be referred to as a "first recovery torque") according to the target exit slope.

[0107] Referring to Figure 5 When the target exit slope is the slope of BC', the recovery torque of the drive motor can be retreated from the B point to the C' point according to the slope of BC'.

[0108] Referring to Figure 2 When the target exit slope is the slope of FG', the recovery torque of the drive motor can be retreated from the F point to the G' point according to the slope of FG'.

[0109] Optionally, the preset exit slope can represent a conventional exit slope, for example, Figure 3 the slope of DC in Figure 6the slope of FG in the figure. And, the target exit slope of the driving motor and the preset exit slope represent the exit slope in 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 the embodiment of the present application, when the anti-lock function of the vehicle is activated, the retreat slope of the recovery torque of the driving motor is reduced, that is, the target exit slope of the recovery torque of the driving motor is less than the preset exit slope, which can make the recovery torque of the driving motor retreat relatively slowly, avoid the problem that the recovery torque of the driving motor retreats too fast to follow the request torque of the anti-lock function, thereby avoiding the vehicle from skidding, further ensuring the driving safety of the vehicle and improving the driving experience of the user.

[0111] In S620, if the vehicle has a tendency to skid, the current request torque of the anti-lock function is determined.

[0112] For example, in the case that the vehicle has a tendency to skid, the anti-lock function needs to be controlled to exit, so that the driving motor continues to recover energy, that is, the driving motor outputs the recovery torque. In order to avoid the problem that the recovery torque span of the driving motor is too large when the driving motor recovers the kinetic energy of the vehicle, the current request torque of the DTC can be determined.

[0113] In a possible implementation, the current working condition of the vehicle is obtained; wherein the current working condition is a coasting working condition or a braking working condition; and the current request torque of the anti-lock function is determined based on the current working condition.

[0114] For example, in the determination of the current request torque of the DTC, the current working condition of the vehicle can be obtained first. And the current request torque of the DTC is determined based on the obtained current working condition of the vehicle.

[0115] In the embodiment of the present application, in the determination of the current request torque of the anti-lock function, the current request torque of the anti-lock function is determined by combining the current working condition of the vehicle, which can make the determined current request torque of the anti-lock function more suitable for the current working condition of the vehicle, thereby improving the accuracy of the current request torque of the anti-lock function and further avoiding the vehicle from skidding.

[0116] Optionally, the determination of the current request torque based on the current working condition comprises: if the current working condition is a coasting working condition, determining the driver request torque of the vehicle in the coasting working condition as the current request torque; and if the current working condition is a braking working condition, determining the current request torque based on the request braking recovery torque and the request coasting recovery torque of the anti-lock function in the braking working condition.

[0117] Exemplarily, when the current working condition of the vehicle is acquired, it can be judged whether the current working condition is the coasting working condition or the braking working condition.

[0118] When the current working condition of the vehicle is the coasting working condition, the driver requested torque of the vehicle (i.e., the driver requested coasting torque mentioned above) can be determined as the current requested torque of the DTC.

[0119] The driver requested torque is related to the vehicle speed, the engine speed, the gear position of the gearbox, the road slope and other factors, which are not limited in the embodiments of the present application.

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

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

[0122] Further, the determination of the current requested torque based on the requested braking recovery torque and the requested coasting recovery torque of the anti-lock function in the braking working condition comprises: 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 acquired, the requested braking recovery torque and the requested coasting recovery torque can be superimposed to calculate the sum (which can be referred to as the "torque sum") of the requested braking recovery torque and the requested coasting recovery torque, i.e., torque sum=requested braking recovery torque+requested coasting recovery torque.

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

[0125] In the embodiment of the present application, when the vehicle is in the braking working condition, the current requested torque of the anti-lock function is determined by the requested braking recovery torque of the anti-lock function under the braking working condition and the requested sliding recovery torque, so that the determined current requested torque of the anti-lock function is more suitable for the braking working condition, thereby improving the accuracy of the current requested torque of the anti-lock function under the braking working condition, and further avoiding the shaking of the vehicle.

[0126] S630, in the case where 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 function is controlled to exit.

[0127] For example, when the current requested torque of the DTC is determined, the recovery torque of the driving motor can be gradually reduced until the recovery torque of the driving motor is reduced to the current requested torque of the DTC, and the DTC is controlled to exit, so that the recovery torque of the driving motor is smoothly connected with the requested torque of the driver or the braking requested torque of the vehicle, thereby avoiding the problem of vehicle shaking caused by the too large span of the recovery torque of the driving motor, ensuring the driving safety of the vehicle, and improving the driving comfort of the user.

[0128] In the method 600 as shown in the figure, Figure 7 When the anti-lock function of the vehicle is activated, if it is determined that the vehicle has a tendency to escape from the lock, in order to avoid the problem of vehicle shaking caused by the direct exit of the anti-lock function of the vehicle, the anti-lock function is not exited first, but the current requested torque of the anti-lock function is obtained first; and when it is detected that the recovery torque of the driving motor in the vehicle is the same as the current requested torque of the anti-lock function, the anti-lock function is exited, thereby delaying the exit of the anti-lock function, reducing the span of the recovery torque of the driving motor, and avoiding the shaking of the vehicle, thereby improving the driving experience of the user.

[0129] Figure 7 is a flow diagram of another vehicle control method provided by the embodiment of the present application.

[0130] For example, as shown in the figure, Figure 4 The method 700 includes the following implementation processes:

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

[0132] For example, when the vehicle is powered on, the current slip rate of the vehicle and the current working condition of the vehicle can be obtained.

[0133] S702, determining whether the current slip rate is greater than or equal to 15%. If yes, S703 is executed; if no, S702 is continuously executed.

[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% (i.e., the first preset threshold mentioned above).

[0135] S703, activate DTC.

[0136] For example, if the current slip ratio of the vehicle is ≥15% as obtained through S702, it indicates that the wheels are prone to lock up. In order to avoid wheel lockup, DTC can be activated.

[0137] For example, if the current slip ratio of the vehicle is less than 15% as obtained by S702, it means that the wheels do not have a tendency to lock up. In order to monitor whether the wheels have a tendency to lock up, S702 can be executed again to determine whether the current slip ratio is greater than or equal to 15%.

[0138] S704, the regenerative torque of the drive motor exits according to the calibrated slope 1.

[0139] For example, when DTC is activated, the regenerative torque of the drive motor can be gradually withdrawn according to the calibrated slope 1 (i.e. the preset withdrawal slope mentioned above).

[0140] S705, determine if the current slip ratio is less than 10%. If yes, execute S706 or S707; otherwise, continue to execute S704.

[0141] For example, during the process of disengaging the regenerative torque of the drive motor, it can be determined in real time whether the current slip ratio of the vehicle is less than 10% (i.e., the second preset threshold mentioned above).

[0142] For example, if the current slip ratio of the vehicle is ≥10% as obtained through S705, it indicates that the vehicle is not stable and the wheels may lock up at any time. Therefore, S704 is still executed to exit the recovery torque of the drive motor according to the calibration slope 1.

[0143] S706, when the vehicle's current operating condition is coasting, determines the coasting torque requested by the driver as the current requested torque of the DTC.

[0144] For example, if the current slip ratio of the vehicle is less than 10% as obtained by S705, it indicates that the vehicle is stable and the wheels have completely disengaged from the tendency to lock up. In order to avoid the problem of vehicle vibration caused by excessively large recovery torque span when the drive motor recovers energy from the vehicle's kinetic energy, the coasting torque requested by the driver can be determined as the current requested torque of DTC when the current operating condition of the vehicle is coasting.

[0145] S707, when the vehicle's current operating condition is braking, determines the sum of the target braking recovery torque and the target coasting recovery torque requested by the DTC as the current requested torque of the DTC.

[0146] For example, if the current slip ratio of the vehicle is <10% obtained by S705, it indicates that the vehicle is stable and the wheels are completely out of the tendency of locking. In order to avoid the problem that the recovery torque of the drive motor is too large when the drive motor restores the kinetic energy of the vehicle, causing the vehicle to shake, the torque sum of the target braking recovery torque requested by the DTC and the target coasting recovery torque can be determined as the current requested torque of the DTC when the current working condition of the vehicle is the braking working condition. That is, the current requested torque of the DTC = the requested braking recovery torque + the requested coasting recovery torque.

[0147] S708, adjust the recovery torque of the drive motor according to the calibration slope 2, so that the recovery torque of the drive motor is the same as the current requested torque of the DTC.

[0148] For example, when the current slip ratio of the vehicle is <10%, the recovery torque of the drive motor can be gradually adjusted according to the slope of C'D' in the calibration slope 2 (for example, the slope of G'H' in the calibration slope 2) so that the recovery torque of the drive motor is the same as the current requested torque of the DTC. Figure 5 Figure 7 For example, when the current slip ratio of the vehicle is <10%, the recovery torque of the drive motor can be gradually adjusted according to the slope of C'D' in the calibration slope 2 (for example, the slope of G'H' in the calibration slope 2) so that the recovery torque of the drive motor is the same as the current requested torque of the DTC.

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

[0150] For example, when it is detected that the recovery torque of the drive motor is the same as the current requested torque of the DTC, exit the DTC.

[0151] In the embodiments of the present application, when the anti-lock function (i.e. the DTC) of the vehicle is activated, if it is determined that the vehicle is out of the tendency of locking, in order to avoid the problem that the anti-lock function of the vehicle directly exits, causing the vehicle to shake, the anti-lock function is not exited first, but the current requested torque of the anti-lock function is obtained first; and then, 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 function, the anti-lock function is exited, thereby delaying the exit of the anti-lock function, reducing the span of the recovery torque of the drive motor, making the recovery torque of the drive motor more smooth, avoiding the shaking of the vehicle, and further ensuring the driving safety of the vehicle and improving the driving experience of the user.

[0152] In addition, when the anti-lock function of the vehicle is activated, reducing the rollback slope of the recovery torque of the drive motor can make the recovery torque of the drive motor rollback relatively slowly, avoiding the problem that the recovery torque of the drive motor follows the requested torque rollback of the anti-lock function too fast, causing the vehicle to jerk, thereby avoiding the jerking of the vehicle, further ensuring the driving safety of the vehicle and improving the driving experience of the user.

[0153] It should be noted that, Figures 2 to 6 all the steps in the calibration slope 2 are performed in the braking working condition of the vehicle. Figures 1 to 7 ​The corresponding embodiments are described in detail, and will not be repeated here.

[0154] It should be understood that the above examples are provided to help those skilled in the art understand the embodiments of this application, and are not intended to limit the embodiments of this application to the specific values ​​or scenarios exemplified. Those skilled in the art can obviously make various equivalent modifications or variations based on the above examples, and such modifications or variations also fall within the scope of the embodiments of this application.

[0155] The above text combined Figure 8 The vehicle control method provided in the embodiments of this application has been described in detail; the following will be combined with Figure 9 and Figure 8 The apparatus embodiments of this application are described in detail below. It should be understood that the apparatus in the embodiments of this application can perform the various methods described in the foregoing embodiments of this application, that is, the specific working processes of the various products described below can be referred to the corresponding processes in the foregoing method embodiments.

[0156] Figure 8 This is a schematic diagram of the vehicle control device provided in the embodiments of this application.

[0157] For example, such as Figure 9 As shown, the device 800 includes:

[0158] The acquisition module 810 is used to determine whether the vehicle is showing a tendency to disengage when the anti-lock braking function of the vehicle is activated.

[0159] Processing module 820 is used to determine the current requested torque of the anti-lock braking function if the vehicle shows a tendency to disengage from the lock-up.

[0160] The control module 830 is used to control the anti-lock braking function to deactivate when it detects that the regenerative torque of the drive motor in the vehicle is the same as the currently requested torque.

[0161] In one possible implementation, the acquisition module 810 is further configured 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 configured to: determine the currently 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 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 and the requested coasting recovery torque of the anti-lock braking function under the braking condition.

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

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

[0165] In a possible implementation, the acquisition module 810 is specifically configured to acquire a current slip rate of the vehicle; determine that the vehicle has a tendency to escape from the skid when the current slip rate is less than a first preset slip rate; and determine that the vehicle has a tendency to skid when the current slip rate is greater than or equal to a second preset slip rate; and 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 control the anti-lock function to be activated when the vehicle has a tendency to skid.

[0167] It should be noted that the apparatus 800 is embodied in the form of functional modules. The term “module” herein can be implemented by software and / or hardware, and is not limited in this regard.

[0168] For example, the “module” can be a software program, a hardware circuit or a combination of the two, which implements the above functions. The hardware circuit can include an application specific integrated circuit (ASIC), an electronic circuit, a processor (for example, a shared processor, a dedicated processor or a group processor) and a memory for executing one or more software or firmware programs, a combination logic circuit and / or other suitable components supporting the described functions.

[0169] Therefore, the modules of the various examples described in the embodiments of the present application can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether the functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. A person skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of the present application.

[0170] Figure 9 FIG. 1 is a structural schematic diagram of a vehicle provided by an embodiment of the present application.

[0171] For example, ​As shown, the vehicle 900 includes a memory 910 and a processor 920, wherein the memory 910 stores executable program code 9101, and the processor 920 is configured to invoke and execute the executable program code 9101 to perform a vehicle control method.

[0172] The vehicle can be divided into functional modules according to the above method examples, for example, each functional module can be provided, or two or more functions can be integrated into one processing module. The integrated module can be implemented in the form of hardware. It should be noted that the division of modules in the embodiment is illustrative, and is only a logical functional division. In actual implementation, another division manner can be used.

[0173] In the case of dividing each functional module according to each function, the vehicle can include an acquisition module, a processing module, a control module, and the like. It should be noted that all related contents of each step of the above method embodiments can be referred to the function description of the corresponding functional module, and will not be repeated here.

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

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

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

[0177] The application further provides a computer readable storage medium, which stores a computer program, and the computer program is executed by a processor to implement the steps of the method in any of the foregoing embodiments. The computer readable storage medium can 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 microdrive, 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 or 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 application further provides a computer program product, which, when running on a computer, causes the computer to perform the above related steps to implement the vehicle control method in the above embodiments.

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

[0180] The vehicle, the computer readable storage medium, the computer program product or the chip provided by the application are all used to execute the corresponding method provided above, and thus the beneficial effects that can be achieved by the vehicle, the computer readable storage medium, the computer program product or the chip can refer to the beneficial effects in the corresponding method provided above, and will not be described here.

[0181] Through the description of the above embodiments, those skilled in the art can understand that, for the convenience and brevity of description, only the division of the above functional modules is exemplified, and in actual application, the above functions can be completed by different functional modules according to needs, that is, the internal structure of the device is 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 device and method can be implemented in other ways. For example, the device embodiments described above are only illustrative, for example, the division of the modules or units is only a logical function division, and in actual implementation, there can be another division manner, for example, a plurality of units or components can be combined or integrated into another device, or some features can be ignored or not executed. In addition, the coupling or direct coupling or communication connection between the displayed or discussed ones can be indirect coupling or communication connection through some interfaces, devices or units, and can be electrical, mechanical or other forms.

[0183] The above is only a specific implementation of the present application, but the protection scope of the present application is not limited thereto, any person skilled in the art can easily think of changes or replacements within the technical range disclosed in the present application, which should be covered in the protection scope of the present application. Therefore, the protection scope of the present application should be subject to the protection scope of the claims.

Claims

1. A vehicle control method characterized by, The method comprises: in the case that the anti-lock function of the vehicle is activated, determining whether the vehicle has a tendency to slip out of the lock; if the vehicle has the tendency to slip out of the lock, determining a current requested torque of the anti-lock function; and obtaining a current working condition of the vehicle; wherein the current working condition is a coasting working condition or a braking working condition; in the case that the recovery torque of the drive motor in the vehicle is detected to be the same as the current requested torque, controlling the anti-lock function to exit; the determination of the current requested torque of the anti-lock function comprises: determining the current requested torque based on the current working condition; the determination of the current requested torque based on the current working condition comprises: if the current working condition is the coasting working condition, determining a driver requested torque of the vehicle in the coasting working condition as the current requested torque; if the current working condition is the braking working condition, determining the current requested torque based on a requested braking recovery torque and a requested coasting recovery torque of the anti-lock function in the braking working condition.

2. The method of claim 1, wherein, the determination of the current requested torque based on the requested braking recovery torque and the requested coasting recovery torque of the anti-lock function in the braking working condition comprises: determining a torque sum of the requested braking recovery torque and the requested coasting recovery torque; determining the torque sum as the current requested torque.

3. The method according to claim 1 or 2, characterized in that, in the case that the anti-lock function of the vehicle is activated, the method further comprises: obtaining a target exit slope of the recovery torque; wherein the target exit slope is smaller than a preset exit slope; adjusting 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 the tendency to slip out of the lock.

4. The method according to claim 1 or 2, characterized in that, the determination of whether the vehicle has the tendency to slip out of the lock comprises: obtaining a current slip rate of the vehicle; if the current slip rate is smaller than a first preset slip rate, determining that the vehicle has the tendency to slip out of the lock; 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 smaller than or equal to the second preset slip rate.

5. The method according to claim 1 or 2, characterized in that, the method further comprises: if the vehicle has the tendency to lock, controlling the anti-lock function to be activated.

6. A vehicle control device characterized by comprising: the device comprises: an obtaining module, configured to, in the case that an anti-lock function of a vehicle is activated, determine whether the vehicle has a tendency to slip out of the lock; The processing module is configured to: if the vehicle has the tendency of wheel spin, determine a current requested torque of the anti-lock function; and obtain a current working condition of the vehicle; wherein the current working condition is a coasting working condition or a braking working condition; the processing module is configured to determine the current requested torque of the anti-lock function based on the current working condition; the processing module is configured to: if the current working condition is the coasting working condition, determine a driver requested torque of the vehicle in the coasting working condition as the current requested torque; and if the current working condition is the braking working condition, determine the current requested torque based on a requested braking recovery torque and a requested coasting recovery torque of the anti-lock function in the braking working condition; The control module is configured to control the anti-lock function to exit if it is detected that a recovery torque of a drive motor in the vehicle is the same as the current requested torque.

7. A vehicle characterized by comprising: The vehicle comprises: a memory configured to store executable program code; a processor configured to call and run the executable program code from the memory, so that the vehicle executes the method according to any one of claims 1 to 5.

8. A computer-readable storage medium, characterized in that, The computer readable storage medium stores a computer program, which, when executed, implements the method according to any one of claims 1 to 5.

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