Vehicle control method, device, vehicle and storage medium

Abstract

A vehicle control method, device, vehicle, computer-readable storage medium, and computer program. The control method includes: obtaining a target torque; generating a damping torque based on at least one of the vehicle's wheel-end equivalent moment of inertia and the vehicle's motor speed fluctuation frequency; and controlling the vehicle to perform energy recovery based on the damping torque and the target torque.

Description

Technical Field

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

[0002] The vehicle's energy recovery system can recover excess kinetic energy during braking or coasting, and store the excess energy in the form of electrical energy.

[0003] When a vehicle travels over bumpy or slippery roads, if the energy recovery system is activated, it will increase the vehicle's bumps and slippage, causing the vehicle's slip rate to exceed the threshold and activate the anti-lock brake system (ABS) or dynamic traction control (DTC). The activation of the ABS or DTC system will cause the energy recovery system to stop working.

[0004] On bumpy, slippery, or other road conditions, the regenerative braking system can stop working, causing a sudden drop in vehicle deceleration. This can prevent the driver from braking quickly enough to replenish braking force, potentially leading to an accident. Furthermore, the regenerative braking system can take a long time to resume operation, preventing the vehicle from recovering energy for an extended period. Summary of the Invention

[0005] The present application provides a vehicle control method, device, vehicle and storage medium. The method generates appropriate torque to control the motor without increasing the vehicle's bumps and slippage, avoiding activating ABS or DTC, and preventing the energy recovery system from stopping working.

[0006] In its first aspect, the present application provides a vehicle control method, which can be executed by a motor control module in a motor controller or a vehicle domain controller. The method comprises the following steps: obtaining a target torque; generating a damping torque based on at least one of the vehicle's wheel-end equivalent moment of inertia and the vehicle's motor speed fluctuation frequency; and controlling the vehicle to perform energy recovery based on the damping torque and the target torque.

[0007] Here, target torque refers to the driver's required torque, which can be provided by the torque management module in the vehicle domain controller. Damping torque refers to the torque used to alleviate or eliminate vehicle bumps. In the implementation of this application, the damping torque is calculated based on at least one of the vehicle's wheel-end equivalent moment of inertia and the vehicle's motor speed fluctuation frequency. In other words, the damping torque is not fixed, but can change based on changes in the above two parameters, thereby making the damping torque more suitable for the current vehicle state.

[0008] Among them, the wheel-end equivalent moment of inertia is the equivalent moment of inertia applied to the wheel end, which reflects the state of the wheel (close to the ground, in the air, sliding, etc.). When the road surface is bumpy, slippery, etc., the equivalent moment of inertia will decrease abnormally; the motor speed fluctuation frequency refers to the frequency of fluctuations generated in the motor speed signal. When the road surface is bumpy, slippery, etc., the motor speed fluctuation frequency will be abnormal.

[0009] In an embodiment of the present application, a damping torque is generated based on at least one of the wheel-end equivalent moment of inertia and the motor speed fluctuation frequency. The vehicle is then controlled for energy recovery based on the damping torque and target torque. Because the wheel-end equivalent moment of inertia and the motor speed fluctuation frequency reflect road conditions, an appropriate damping torque can be determined based on at least one of these two values. This prevents increased vehicle pitch and slip, ABS or DTC activation, and energy recovery system shutdown when controlling vehicle energy recovery based on the damping torque and target torque, thereby ensuring driving safety and normal energy recovery.

[0010] The vehicle control method provided by the present application is applicable to vehicles with various drive forms, including but not limited to front-wheel drive, rear-wheel drive, wheel-side drive, wheel hub drive and four-wheel drive, etc. For the above-mentioned drive modes, the vehicle can be driven by a single motor or two or even more motors. In the case of a single motor, it is only necessary to use the control method of the present application to control the single motor. For two or even more motors, each motor can be controlled separately using the control method provided by the present application, and the control processes of each motor are independent of each other during the control process and do not interfere with each other. It can be seen that the vehicle control method provided by the present application can be applied to vehicles with various drive forms and has a wide range of applications. In the case of multiple motors, the control method only needs to execute control for each motor separately, without interfering with each other. The control logic is simple and easy to implement.

[0011] It should be noted that for different motors, since the wheels connected to the motors are different, the wheel ends referred to when calculating the wheel-end equivalent moment of inertia are also different.

[0012] In a possible implementation of the present application, a damping torque is generated based on at least one of the equivalent moment of inertia of the wheel ends of the vehicle and the frequency of fluctuation of the motor speed of the vehicle, including: determining the equivalent moment of inertia of the wheel ends of the vehicle; determining the frequency of fluctuation of the motor speed of the vehicle; generating a damping torque based on at least one of the equivalent moment of inertia of the wheel ends of the vehicle and the frequency of fluctuation of the motor speed of the vehicle.

[0013] In this implementation, the damping torque is determined by the vehicle's wheel-end equivalent moment of inertia and the vehicle's motor speed fluctuation frequency. Since the wheel-end equivalent moment of inertia and the motor speed fluctuation frequency are used simultaneously, the determined damping torque is more suitable for the current road conditions and has a better effect on suppressing bumps and slippage. At the same time, the robustness and adaptability of the control method are increased, and the effect on the vehicle is better.

[0014] In another possible implementation of the present application, generating a damping torque based on at least one of the vehicle's wheel-end equivalent moment of inertia and the vehicle's motor speed fluctuation frequency includes: determining the vehicle's wheel-end equivalent moment of inertia; generating the damping torque based on the wheel-end equivalent moment of inertia; or determining the vehicle's motor speed fluctuation frequency; generating the damping torque based on the motor speed fluctuation frequency.

[0015] Exemplarily, determining the equivalent moment of inertia of the wheel ends of the vehicle includes: acquiring the rotational speed of the motor; and determining the equivalent moment of inertia of the wheel ends of the vehicle based on the output torque of the motor and the rotational speed of the motor.

[0016] The motor speed may be the motor speed at a certain moment, or the average, peak, or valley value of the motor speed over a period of time. The motor speed may be obtained through a motor resolver sensor.

[0017] The motor output torque is the detected motor output torque, which can be the output torque at a specific moment, or the average, peak, or valley value of the output torque over a period of time. The output torque can be stored in the motor controller or the motor control module in the vehicle domain controller each time the vehicle motor is controlled.

[0018] In this implementation, the motor speed and the motor output torque are used to calculate the vehicle's wheel end equivalent rotational inertia. These two values ​​are easy to obtain, and these two values ​​only involve motor calculations and do not involve other mechanisms of the vehicle, making it easy to calculate the wheel end equivalent rotational inertia.

[0019] In a possible implementation of the present application, the motor speed fluctuation frequency of a vehicle is determined, including: obtaining a first speed signal of the motor; filtering the first speed signal of the motor using bandpass filters with different center frequencies; and determining the motor speed fluctuation frequency based on the filtering results of the bandpass filters with different center frequencies.

[0020] The first speed signal refers to a signal formed by the speed of the motor continuously collected over a period of time.

[0021] In this implementation, different bandpass filters are used to filter the first speed signal. Since bandpass filters can only output signals that meet the frequency band requirements, the center frequency of the bandpass filter that outputs the first speed signal is determined based on the filtering results of each bandpass filter. This is the frequency of the first speed signal, which is also the motor speed fluctuation frequency. Determining the motor speed fluctuation frequency using bandpass filters eliminates the need for computational processing and can be integrated into the motor control module of a motor controller or vehicle domain controller, making it relatively easy to implement.

[0022] In other possible implementations of the present application, the motor speed fluctuation frequency may also be calculated in other ways, for example, by calculating the motor speed fluctuation frequency based on a resolver signal.

[0023] For example, the magnitude of the wheel-end equivalent moment of inertia is negatively correlated with the magnitude of the damping torque. Specifically, the greater the wheel-end equivalent moment of inertia, the smaller the damping torque, and the smaller the wheel-end equivalent moment of inertia, the greater the damping torque. Due to this relationship between the wheel-end equivalent moment of inertia and the damping torque, the magnitude of the damping torque can be determined based on the wheel-end equivalent moment of inertia, thereby enabling vehicle control based on the damping torque.

[0024] For example, the magnitude of the motor speed fluctuation frequency is negatively correlated with the magnitude of the damping torque. Specifically, the greater the motor speed fluctuation frequency, the smaller the damping torque, and the smaller the motor speed fluctuation frequency, the larger the damping torque. Due to this relationship between the motor speed fluctuation frequency and the damping torque, the magnitude of the damping torque can be determined based on the magnitude of the motor speed fluctuation frequency, thereby enabling vehicle control based on the damping torque.

[0025] In one possible implementation of the present application, generating a damping torque based on the equivalent moment of inertia of the wheel end of the vehicle and the frequency of the motor speed fluctuation of the vehicle includes:

[0026] The corresponding first factor is determined according to the equivalent moment of inertia of the wheel end; the corresponding second factor is determined according to the motor speed fluctuation frequency; and the damping torque is obtained by multiplying the first factor, the second factor and the absolute value of the target torque.

[0027] In this implementation, a first factor is determined by the wheel-end equivalent moment of inertia, and a second factor is determined by the motor speed fluctuation frequency. The appropriate damping torque is then determined based on these first and second factors and the target torque. Because the first and second factors are determined based on the wheel-end equivalent moment of inertia and the motor speed fluctuation frequency, respectively, the damping torque determined based on these factors is more effective in suppressing bumps and slip.

[0028] Exemplarily, determining the corresponding first factor based on the wheel end equivalent moment of inertia includes: obtaining the first factor corresponding to the wheel end equivalent moment of inertia based on the corresponding relationship between the wheel end equivalent moment of inertia and the first factor, wherein the magnitude of the first factor is negatively correlated with the magnitude of the wheel end equivalent moment of inertia.

[0029] The size of the first factor is negatively correlated with the size of the wheel end equivalent moment of inertia, that is, the smaller the wheel end equivalent moment of inertia, the larger the first factor, and the larger the wheel end equivalent moment of inertia, the smaller the first factor.

[0030] In this implementation, the correspondence between the wheel-end equivalent moment of inertia and the first factor can be determined in advance through experiments, and the correspondence can be stored in the motor control module or the motor controller, thereby facilitating the determination of the first factor while ensuring the accuracy of the first factor.

[0031] Exemplarily, determining the corresponding second factor according to the motor speed fluctuation frequency includes: obtaining the second factor corresponding to the motor speed fluctuation frequency according to the corresponding relationship between the motor speed fluctuation frequency and the second factor, and the size of the second factor is negatively correlated with the size of the motor speed fluctuation frequency.

[0032] The magnitude of the second factor is negatively correlated with the magnitude of the motor speed fluctuation frequency, that is, the smaller the motor speed fluctuation frequency is, the larger the second factor is, and the larger the motor speed fluctuation frequency is, the smaller the second factor is.

[0033] In this implementation, the correspondence between the motor speed fluctuation frequency and the second factor can be determined in advance through experiments, and the correspondence can be stored in the motor control module or motor controller, thereby facilitating the determination of the second factor while ensuring the accuracy of the second factor.

[0034] In other possible implementations of the present application, generating the damping torque based on the vehicle's wheel-end equivalent moment of inertia and the vehicle's motor speed fluctuation frequency can also be achieved through other methods. For example, a mapping table of the wheel-end equivalent moment of inertia, the vehicle's motor speed fluctuation frequency, the target torque, and the damping torque can be pre-determined, and then the required damping torque can be obtained by looking up the mapping table when needed.

[0035] In the implementation of the present application, the vehicle is controlled to perform energy recovery based on the damping torque and the target torque, including: generating an energy recovery response torque based on the target torque; adding the damping torque to the energy recovery response torque to obtain the energy recovery torque; and controlling the vehicle to perform energy recovery based on the energy recovery torque.

[0036] In this implementation, the energy recovery response torque can be determined based on the vehicle condition and the target torque, and then added to the target torque, so that the final determined energy recovery torque is more in line with the vehicle condition and ensures the control effect of the vehicle.

[0037] Exemplarily, the energy recovery response torque can be determined based on the current state of the vehicle's motor, for example, by looking up a preset relationship table based on the motor's temperature, voltage and other parameters to determine the energy recovery response torque corresponding to the current motor's temperature, voltage, target torque and other parameters.

[0038] Here, the motor temperature and voltage reflect the current motor status. When the temperature and voltage are normal, the motor status is normal, and the energy recovery response torque is generally equal to the target torque. When the temperature and / or voltage are abnormal, the motor status is abnormal. For example, if the motor temperature is too high, it corresponds to the motor overtemperature abnormal state. In this case, the energy recovery response torque is generally less than the target torque.

[0039] The above method of first determining the energy recovery response torque and then determining the energy recovery torque makes the torque control of the motor more precise, thereby achieving better energy recovery control.

[0040] After the determined energy recovery torque is used to control the vehicle in the present application, closed-loop control can also be achieved according to the situation of the motor.

[0041] Optionally, the method also includes: obtaining a second speed signal of the motor; determining whether there is abnormal fluctuation in the speed of the motor based on the second speed signal of the motor; and in response to the absence of abnormal fluctuation in the speed of the motor, controlling the vehicle to perform energy recovery based on the target torque.

[0042] In this implementation, whether there are abnormal fluctuations in the motor speed is determined based on the speed signal. When there are no abnormal fluctuations in the motor speed, the motor is directly controlled according to the target torque, thereby maximizing the energy recovery effect. This method does not require the calculation of the damping torque, saving computing resources and time.

[0043] The definition of the second speed signal is similar to that of the first speed signal, with the only difference being that the second speed signal is acquired in a time period after the first speed signal.

[0044] For example, to determine whether there is abnormal fluctuation in the speed of the motor based on the second speed signal of the motor, the filtering method mentioned above can be used to determine the frequency of fluctuation in the motor speed of the vehicle, and then determine whether the frequency of fluctuation in the motor speed of the vehicle is within a normal range. If it is within the normal range, it is determined that there is no abnormal fluctuation; otherwise, it is determined that there is abnormal fluctuation.

[0045] For example, controlling the vehicle to perform energy recovery according to the target torque may include first determining an energy recovery response torque according to the target torque, and then controlling the vehicle using the energy recovery response torque.

[0046] Optionally, the method further includes: recalculating the energy recovery torque in response to abnormal fluctuations in the rotational speed of the motor; and controlling the vehicle to perform energy recovery according to the recalculated energy recovery torque.

[0047] Here, the calculation method of the energy recovery torque is the same as before and will not be repeated here.

[0048] In this implementation, when there are abnormal fluctuations in the motor speed, the energy recovery torque is recalculated, and the vehicle is controlled based on the recalculated energy recovery torque. This ensures that when the vehicle is controlled to recover energy, the vehicle's bumps and slips are not increased, ABS or DTC activation is avoided, and the energy recovery system is prevented from stopping, thereby ensuring driving safety and the normal operation of energy recovery.

[0049] Optionally, the method also includes: recording the number of times or the accumulated time that the motor is controlled according to the damping torque and the target torque; in response to the number of times or the accumulated time that the motor is controlled according to the damping torque and the target torque exceeding a threshold, outputting an adjustment instruction, the adjustment instruction being used to indicate the size of the adjustment target torque.

[0050] Among them, the number of times or cumulative time the motor is controlled can be the total number of times and total cumulative time the motor is controlled according to the damping torque and target torque after the vehicle is started, or the number of times and cumulative time the motor is controlled according to the damping torque and target torque within a period of time.

[0051] In this implementation, if the motor control module or motor controller adjusts the target torque multiple times and uses the adjusted energy recovery torque to control the motor, it means that the target torque setting is unreasonable. At this time, an adjustment instruction is sent to the torque management module to allow the torque adjustment module to adjust the output target torque, usually by reducing the absolute value of the target torque, for example, from -100Nm to -90Nm, to further prevent the risk of ABS or DTC triggering.

[0052] Optionally, the method also includes: recording the number of times or the accumulated time that the motor is controlled according to the damping torque and the target torque; in response to the number of times or the accumulated time that the motor is controlled according to the damping torque and the target torque exceeding a threshold, outputting a braking instruction, the braking instruction being used to instruct the vehicle's braking system to brake.

[0053] For example, the vehicle's braking system can brake in at least one of the following ways:

[0054] Hydraulic brakes, mechanical friction brakes, aerodynamic kit (such as rear wing, door side, etc.) brakes.

[0055] In this implementation, if the motor control module or the motor controller adjusts the target torque multiple times, it means that the vehicle is in a bumpy state for a long time. At this time, the hydraulic braking command is used to request the hydraulic braking system of the vehicle's chassis to perform hydraulic braking to slow down the vehicle. On the one hand, the driver can obtain the same deceleration feeling provided by the energy recovery system. On the other hand, it can prevent the excessive braking distance caused by the target torque under the adjustment of the damping torque, thereby ensuring the smoothness and safety of driving.

[0056] In a second aspect, the present application provides a vehicle control device, the device comprising:

[0057] an acquisition unit, used for acquiring a target torque;

[0058] a processing unit, configured to generate a damping torque according to at least one of an equivalent moment of inertia of a wheel end of the vehicle and a frequency of fluctuation of a motor speed of the vehicle;

[0059] A control unit is used to control the vehicle to recover energy according to the damping torque and the target torque.

[0060] Optionally, the processing unit is used to determine the equivalent moment of inertia of the wheel ends of the vehicle; determine the motor speed fluctuation frequency of the vehicle; and generate a damping torque based on at least one of the equivalent moment of inertia of the wheel ends of the vehicle and the motor speed fluctuation frequency of the vehicle.

[0061] Optionally, the processing unit is configured to obtain the rotational speed of the motor; and determine the equivalent moment of inertia of the wheel ends of the vehicle based on the output torque of the motor and the rotational speed of the motor.

[0062] Optionally, the processing unit is used to obtain a first speed signal of the motor; filter the first speed signal of the motor using bandpass filters with different center frequencies; and determine the motor speed fluctuation frequency based on the filtering results of the bandpass filters with different center frequencies.

[0063] Optionally, the size of the wheel end equivalent moment of inertia is negatively correlated with the size of the damping torque.

[0064] Optionally, the magnitude of the motor speed fluctuation frequency is negatively correlated with the magnitude of the damping torque.

[0065] Optionally, the control unit is used to generate an energy recovery response torque based on the target torque; add the damping torque to the energy recovery response torque to obtain the energy recovery torque; and control the vehicle to perform energy recovery based on the energy recovery torque.

[0066] Optionally, the processing unit is further configured to obtain a second speed signal of the motor after outputting the energy recovery torque; and determine whether there is abnormal fluctuation in the speed of the motor according to the second speed signal of the motor;

[0067] The control unit is further configured to control the vehicle to perform energy recovery according to the target torque in response to the absence of abnormal fluctuations in the rotational speed of the motor.

[0068] Optionally, the device further comprises:

[0069] a recording unit, used to record the number of times or accumulated time the motor is controlled according to the damping torque and the target torque;

[0070] The control unit is further configured to output an adjustment instruction in response to the number of times or cumulative time of controlling the motor according to the damping torque and the target torque exceeding a threshold, where the adjustment instruction is used to indicate the magnitude of the adjustment target torque.

[0071] Optionally, the device further comprises:

[0072] a recording unit, used to record the number of times or accumulated time the motor is controlled according to the damping torque and the target torque;

[0073] The control unit is further configured to output a braking instruction in response to the number of times or accumulated time of controlling the motor according to the damping torque and the target torque exceeding a threshold, wherein the braking instruction is configured to instruct the vehicle's braking system to perform braking.

[0074] In a third aspect, the present application provides a vehicle, comprising the vehicle control device and a motor as described in the second aspect, wherein the vehicle control device is connected to the motor.

[0075] In a fourth aspect, the present application provides a vehicle control device, which includes a processor and a memory; the memory is used to store software programs and modules, and the processor enables the vehicle control device to implement the method in any possible implementation of the above-mentioned first aspect by running or executing the software programs and / or modules stored in the memory.

[0076] Optionally, there are one or more processors and one or more memories.

[0077] Optionally, the memory may be integrated with the processor, or the memory may be provided separately from the processor.

[0078] In the specific implementation process, the memory can be a non-transitory memory, such as a read-only memory (ROM), which can be integrated with the processor on the same chip or can be set on different chips. The embodiments of the present application do not limit the type of memory and the setting method of the memory and the processor.

[0079] Optionally, the vehicle control device can be deployed on a public cloud to provide vehicle control services.

[0080] In a fifth aspect, the present application provides a computer program (product), which includes: computer program code, which, when executed by a computer, enables the computer to execute a method in any possible implementation of the first aspect.

[0081] In a sixth aspect, the present application provides a computer-readable storage medium, which is used to store program codes executed by a processor, wherein the program codes include a method for implementing any possible implementation of the first aspect.

[0082] In a seventh aspect, a chip is provided, comprising a processor, the processor being configured to call and execute instructions stored in a memory from the memory, so that a communication device equipped with the chip executes a method in any possible implementation of the first aspect above.

[0083] In the eighth aspect, another chip is provided, comprising: an input interface, an output interface, a processor and a memory, wherein the input interface, the output interface, the processor and the memory are connected via an internal connection path, and the processor is used to execute the code in the memory. When the code is executed, the processor is used to execute the method in any possible implementation of the above-mentioned first aspect. BRIEF DESCRIPTION OF THE DRAWINGS

[0084] Figure 1 It is a schematic diagram of the system architecture provided by the embodiment of the present application;

[0085] Figure 2 It is a schematic diagram of the system architecture provided by the embodiment of the present application;

[0086] Figure 3 is a flow chart of a vehicle control method provided by an embodiment of the present application;

[0087] Figure 4 is a flow chart of a vehicle control method provided by an embodiment of the present application;

[0088] Figure 5 This is a module structure diagram of a motor control module or motor controller provided in an embodiment of the present application;

[0089] Figure 6 is a block diagram of a vehicle control device provided in an embodiment of the present application;

[0090] Figure 7 A schematic structural diagram of a vehicle control device provided by an exemplary embodiment of the present application is shown. DETAILED DESCRIPTION

[0091] In order to make the objectives, technical solutions and advantages of this application clearer, the implementation methods of this application will be further described in detail below with reference to the accompanying drawings.

[0092] To facilitate the understanding of the technical solutions provided by the embodiments of this application, the system architecture of this application is first introduced. The technical solutions provided by the embodiments of this application can be applied in a variety of different system architectures. Figure 1 and Figure 2 Two system architectures are introduced.

[0093] Figure 1 This is a schematic diagram of the system architecture provided by the embodiment of this application. Figure 1 The system architecture includes a vehicle domain controller (VDC) 10 and a motor 20 , wherein the VDC 10 includes a torque management module 11 and a motor control module 12 .

[0094] In this system architecture, the torque management module 11 sends a target torque to the motor control module 12 in response to the driver's torque demand. The motor control module 12 can use the vehicle control method provided in this application to process the target torque, thereby generating an energy recovery torque that is more suitable for the vehicle, and use the energy recovery torque to control the motor 20.

[0095] Figure 2 This is a schematic diagram of the system architecture provided by the embodiment of this application. Figure 2 The system architecture includes a vehicle control unit (VCU) 10, a motor control unit (MCU) 30 and a motor 20, wherein the VCU 10 includes a torque management module 11.

[0096] In this system architecture, the torque management module 11 sends a target torque to the MCU 30 in response to the driver's torque demand. The MCU 30 can use the vehicle control method provided in this application to process the target torque, thereby generating an energy recovery torque that is more suitable for the vehicle, and use the energy recovery torque to control the motor 20.

[0097] In both of the aforementioned system architectures, the target torque is output by the torque management module 11. For example, the torque management module 11 can make decisions based on the current throttle opening and vehicle speed to output the target torque. For example, the torque management module 11 is configured with a three-dimensional mapping table of throttle opening, vehicle speed, and target torque. The target torque corresponding to the current throttle opening and vehicle speed is determined by looking up the table.

[0098] Figure 3This is a flow chart of a vehicle control method provided by an embodiment of the present application. This method can be executed by a motor control module or a motor controller in the system architecture. Figure 3 As shown, the method includes the following steps:

[0099] S101: Obtain target torque.

[0100] See also Figure 1 or Figure 2 The motor control module or the motor controller receives the target torque output by the torque management module, which is also the target torque provided by the energy recovery system to the motor of the vehicle.

[0101] S102 : Generate a damping torque according to at least one of the equivalent moment of inertia of a wheel end of the vehicle and a frequency of fluctuation in the speed of a motor of the vehicle.

[0102] The wheel-end equivalent moment of inertia is the equivalent moment of inertia applied to the wheel end, reflecting the wheel's state (close to the ground, airborne, slipping, etc.). On bumpy (such as speed bumps), slippery, or other abnormal road surfaces (for ease of illustration, bumpy and slippery roads are used as examples), the wheel-end equivalent moment of inertia will decrease abnormally. Therefore, the wheel-end equivalent moment of inertia can reflect whether the road surface is bumpy or slippery. The motor speed fluctuation frequency refers to the frequency of fluctuations in the motor speed signal, reflecting the smoothness of the vehicle's driving. On bumpy or slippery roads, the motor speed fluctuation frequency will be abnormal. Therefore, the motor speed fluctuation frequency can reflect whether the road surface is bumpy or slippery.

[0103] Since the values ​​of the wheel-end equivalent moment of inertia and the motor speed fluctuation frequency can both reflect the bumpy and slippery conditions of the road surface, a damping torque of appropriate size is generated to adjust the target torque and the energy recovery intensity when the road surface is bumpy and slippery based on at least one of the wheel-end equivalent moment of inertia and the motor speed fluctuation frequency, thereby avoiding the energy recovery torque from aggravating the vehicle's bumps and slips, and thus avoiding triggering ABS or DTC.

[0104] S103: Control the vehicle to perform energy recovery according to the damping torque and the target torque.

[0105] For example, the target torque is a negative torque. On a bumpy or slippery road, if the absolute value of the negative torque is too large, the vehicle will be more bumpy and slippery. At this time, by controlling the damping torque (positive torque) and the target torque together, the absolute value of the negative torque can be reduced, which can avoid aggravating the vehicle's bumpy and slippery conditions.

[0106] Generally speaking, the smaller the equivalent moment of inertia, the more slippery or bumpy the road, and the greater the damping torque required. The lower the motor speed fluctuation frequency, the more slippery or bumpy the road, and the greater the damping torque required.

[0107] In an embodiment of the present application, a damping torque is generated based on at least one of the wheel-end equivalent moment of inertia and the motor speed fluctuation frequency. The vehicle is then controlled for energy recovery based on the damping torque and target torque. Because the wheel-end equivalent moment of inertia and the motor speed fluctuation frequency reflect road conditions, an appropriate damping torque can be determined based on at least one of these two values. This prevents increased vehicle pitch and slip, ABS or DTC activation, and energy recovery system shutdown when controlling vehicle energy recovery based on the damping torque and target torque, thereby ensuring driving safety and normal energy recovery.

[0108] Figure 4 This is a flow chart of a vehicle control method provided by an embodiment of the present application. This method can be executed by a motor control module or a motor controller in the system architecture. Figure 4 As shown, the method includes the following steps:

[0109] S201: Obtain target torque.

[0110] See also Figure 1 or Figure 2 The motor control module or the motor controller receives the target torque output by the torque management module, which is also the target torque provided by the energy recovery system to the motor of the vehicle.

[0111] For example, when the vehicle energy recovery system is operating, the torque management module outputs the target torque as needed.

[0112] S202: Determine the equivalent moment of inertia of the wheel ends of the vehicle.

[0113] In one possible implementation of the present application, the method for determining the motor speed fluctuation frequency of the vehicle is as follows:

[0114] Get the motor speed.

[0115] The vehicle's wheel end equivalent moment of inertia is determined based on the motor's output torque and motor speed.

[0116] The motor speed may be the motor speed at a certain moment, or the average, peak, or valley value of the motor speed over a period of time. The motor speed may be obtained through a motor resolver sensor.

[0117] The motor output torque is the detected motor output torque, which can be the output torque at a specific moment, or the average, peak, or valley value of the output torque over a period of time. The output torque can be stored in the motor controller or the motor control module in the vehicle domain controller each time the vehicle motor is controlled.

[0118] In this implementation, the motor speed and the motor output torque are used to calculate the vehicle's wheel end equivalent rotational inertia. These two values ​​are easy to obtain, and these two values ​​only involve motor calculations and do not involve other mechanisms of the vehicle, making it easy to calculate the wheel end equivalent rotational inertia.

[0119] Based on the motor's output torque and motor speed, the vehicle's wheel-end equivalent moment of inertia can be determined using the following formula (1):

[0120] I=J+TL / (dw / dt) =Te / (dw / dt) (1)

[0121] In formula (1), I represents the equivalent moment of inertia of the wheel end, J represents the moment of inertia of the motor and the connected transmission system, TL is the resistance torque of the road surface to the wheel (that is, the resistance torque input by the road surface), Te is the output torque of the motor, w is the motor speed, and dw / dt represents the rate of change of the motor speed.

[0122] The above formula (1) is obtained by transforming the motor motion equation: Te-TL=J*dw / dt.

[0123] The motor control module or motor controller calculates the wheel-end equivalent moment of inertia. On bumpy, slippery, or other road surfaces, such as when the wheel is in the air or sliding, the wheel-end equivalent moment of inertia I decreases abnormally due to an abnormal decrease in the road resistance TL, gradually approaching J. Based on the abnormal value of I, the motor control module or motor controller outputs a first factor, C(I), to achieve adaptive control of the damping torque.

[0124] S203: Determine the motor speed fluctuation frequency of the vehicle.

[0125] In one possible implementation of the present application, the method for determining the motor speed fluctuation frequency of the vehicle is as follows:

[0126] Acquire a first speed signal of the motor;

[0127] Using bandpass filters with different center frequencies to filter the first speed signal of the motor;

[0128] The motor speed fluctuation frequency is determined based on the filtering results of bandpass filters with different center frequencies.

[0129] The first speed signal refers to a signal formed by the speed of the motor continuously collected over a period of time.

[0130] In this implementation, different bandpass filters are used to filter the first speed signal. Since bandpass filters can only output signals that meet the frequency band requirements, the center frequency of the bandpass filter that outputs the first speed signal is determined based on the filtering results of each bandpass filter. This is the frequency of the first speed signal, which is also the motor speed fluctuation frequency. Determining the motor speed fluctuation frequency using bandpass filters eliminates the need for computational processing and can be integrated into the motor control module of a motor controller or vehicle domain controller, making it relatively easy to implement.

[0131] The motor control module or motor controller identifies the frequency of motor speed fluctuations. On bumpy or slippery roads, the motor speed signal may fluctuate abnormally. Based on this fluctuation, the motor control module or motor controller outputs a second factor, F(f), to achieve adaptive control of the damping torque.

[0132] S204: Generate a damping torque according to at least one of the equivalent moment of inertia of the wheel ends of the vehicle and the frequency of fluctuation of the motor speed of the vehicle.

[0133] In this implementation, the damping torque is determined by the vehicle's wheel-end equivalent moment of inertia and the vehicle's motor speed fluctuation frequency. Since the wheel-end equivalent moment of inertia and the motor speed fluctuation frequency are used simultaneously, the determined damping torque is more suitable for the current road conditions and has a better effect on suppressing bumps and slippage. At the same time, the robustness and adaptability of the control method are increased, and the effect on the vehicle is better.

[0134] Of course, in other possible implementations, only one of the vehicle's wheel-end equivalent moment of inertia and the vehicle's motor speed fluctuation frequency may be used to determine the damping torque. Accordingly, in this case, only one of the two is determined, meaning that only one of steps S202 and S203 is performed.

[0135] In one possible implementation of the present application, the damping torque is generated according to at least one of the equivalent moment of inertia of the wheel end of the vehicle and the frequency of the motor speed fluctuation of the vehicle as follows:

[0136] Determine the corresponding first factor based on the wheel end equivalent moment of inertia.

[0137] The corresponding second factor is determined according to the motor speed fluctuation frequency.

[0138] The damping torque is obtained by multiplying the absolute value of the target torque by the first factor, the second factor, and the target torque.

[0139] Expressing this step as a formula, we can get the following formula (2):

[0140] T1=T0*C(J)*F(f) (2)

[0141] Where T1 is the damping torque, T0 is the target torque, C(J) is the first factor, and F(f) is the second factor.

[0142] For example, if T0 is -100 Nm, C(J) is 0.5, and F(f) is 0.5, then T1 is 25 Nm.

[0143] In this implementation, a first factor is determined by the wheel-end equivalent moment of inertia, and a second factor is determined by the motor speed fluctuation frequency. The appropriate damping torque is then determined based on these first and second factors and the target torque. Because the first and second factors are determined based on the wheel-end equivalent moment of inertia and the motor speed fluctuation frequency, respectively, the damping torque determined based on these factors is more effective in suppressing bumps and slip.

[0144] The first factor corresponding to the wheel end equivalent moment of inertia is determined as follows:

[0145] According to the corresponding relationship between the wheel end equivalent moment of inertia and the first factor, the first factor corresponding to the wheel end equivalent moment of inertia is obtained.

[0146] The size of the first factor is negatively correlated with the size of the wheel end equivalent moment of inertia, that is, the smaller the wheel end equivalent moment of inertia, the larger the first factor, and the larger the wheel end equivalent moment of inertia, the smaller the first factor.

[0147] In this implementation, the correspondence between the wheel-end equivalent moment of inertia and the first factor can be determined in advance through experiments, and the correspondence can be stored in the motor control module or the motor controller, thereby facilitating the determination of the first factor while ensuring the accuracy of the first factor.

[0148] The second factor corresponding to the motor speed fluctuation frequency is determined, including:

[0149] According to the corresponding relationship between the motor speed fluctuation frequency and the second factor, the second factor corresponding to the motor speed fluctuation frequency is obtained.

[0150] The magnitude of the second factor is negatively correlated with the magnitude of the motor speed fluctuation frequency, that is, the smaller the motor speed fluctuation frequency is, the larger the second factor is, and the larger the motor speed fluctuation frequency is, the smaller the second factor is.

[0151] In this implementation, the correspondence between the motor speed fluctuation frequency and the second factor can be determined in advance through experiments, and the correspondence can be stored in the motor control module or motor controller, thereby facilitating the determination of the second factor while ensuring the accuracy of the second factor.

[0152] S205: Generate energy recovery response torque according to the target torque.

[0153] Exemplarily, the energy recovery response torque can be determined based on the current state of the vehicle's motor, for example, by looking up a preset relationship table based on the motor's temperature, voltage and other parameters to determine the energy recovery response torque corresponding to the current motor's temperature, voltage, target torque and other parameters.

[0154] Here, the motor temperature and voltage reflect the current motor status. When the temperature and voltage are normal, the motor status is normal, and the energy recovery response torque is generally equal to the target torque. When the temperature and / or voltage are abnormal, the motor status is abnormal. For example, if the motor temperature is too high, it corresponds to the motor overtemperature abnormal state. In this case, the energy recovery response torque is generally less than the target torque.

[0155] The above method of first determining the energy recovery response torque and then determining the energy recovery torque makes the torque control of the motor more precise, thereby achieving better energy recovery control.

[0156] It is worth noting that when only one of the vehicle's wheel-end equivalent moment of inertia and the vehicle's motor speed fluctuation frequency is used to determine the damping torque, the correspondence between the wheel-end equivalent moment of inertia and the first factor, or the correspondence between the motor speed fluctuation frequency and the second factor, is usually different from the correspondence when both the vehicle's wheel-end equivalent moment of inertia and the vehicle's motor speed fluctuation frequency are used to determine the damping torque.

[0157] S206: Add the damping torque and the energy recovery response torque to obtain the energy recovery torque.

[0158] Applying damping torque T1 on the basis of energy recovery response torque T2 can obtain energy recovery torque T3, as shown in formula (3):

[0159] T3=T2+T1 (3)

[0160] S207: Control the vehicle to perform energy recovery according to the energy recovery torque.

[0161] In this step, the motor control module or the motor controller outputs the energy recovery torque to the motor to achieve control of the motor.

[0162] Figure 5 This is a module structure diagram of a motor control module or motor controller provided in an embodiment of the present application. Figure 5 The motor control module or motor controller includes: a motor speed fluctuation frequency determination module 301, an equivalent rotational inertia calculation module 302, a first factor determination module 303, a second factor determination module 304, a first calculation module 305, and a second calculation module 306.

[0163] Among them, the motor speed fluctuation frequency determination module 301 is used to execute step S203, and the equivalent rotational inertia calculation module 302 is used to execute step S202. By executing steps S202 and S203 through the above two modules, it is possible to determine whether the road surface is a normal road surface or an abnormal road surface (bumpy, slippery), so that damping torque is applied for adjustment when the road surface is abnormal. The damping torque acts on the motor and is equivalent to acting on the wheels, thereby achieving control of the vehicle speed, and ultimately achieving the effect of controlling the slip rate, avoiding energy recovery causing wheel locking, or the slip rate exceeding the threshold to activate ABS or DTC.

[0164] The first factor determination module 303 , the second factor determination module 304 and the first calculation module 305 are used to execute step S204 , and the second calculation module 306 is further used to execute steps S205 to S207 .

[0165] The above modules 301-306 can be loaded into the motor control module or motor controller of the vehicle in the form of software, or loaded separately into the vehicle's software installation package in the form of software. This method can be pre-installed and then upgraded via over the air technology (OTA).

[0166] S208: Acquire a second speed signal of the motor.

[0167] The definition of the second speed signal is similar to that of the first speed signal, with the only difference being that the second speed signal is acquired in a time period after the first speed signal.

[0168] The second speed signal is collected during a time period after the vehicle is controlled to perform energy recovery according to the energy recovery torque, and the first speed signal is collected during a time period before the vehicle is controlled to perform energy recovery according to the energy recovery torque.

[0169] S209: Determine whether the motor speed fluctuates abnormally based on the second speed signal of the motor; if the motor speed does not fluctuate abnormally, execute step S210; if the motor speed fluctuates abnormally, execute steps S211 and S212.

[0170] Determining whether the motor has abnormal fluctuations in this step can also be accomplished using a bandpass filter. Bandpass filters with different center frequencies are used to filter the second speed signal. The frequencies of the bandpass filters correspond to abnormal frequencies of the speed signal, which are not present during smooth driving. If the bandpass filter outputs a frequency signal after filtering, it is considered that the motor speed has abnormal fluctuations. If the bandpass filter does not output a frequency signal after filtering, it is considered that the motor speed has not abnormally fluctuated.

[0171] S210: Control the vehicle to perform energy recovery according to the target torque.

[0172] When there are no abnormal fluctuations in the motor speed, the motor is directly controlled according to the target torque to maximize the energy recovery effect. This method does not require the calculation of the damping torque, saving computing resources and time.

[0173] For example, controlling the vehicle to perform energy recovery according to the target torque may include first determining an energy recovery response torque according to the target torque, and then controlling the vehicle using the energy recovery response torque.

[0174] S211: Recalculate the energy recovery torque.

[0175] If the motor still fluctuates abnormally after the energy recovery torque is controlled in step S207, the wheel end equivalent moment of inertia and the motor speed fluctuation frequency can be recalculated, the adaptive adjustment factor can be recalculated, and then the energy recovery torque can be calculated.

[0176] Here, the method of calculating the energy recovery torque is the same as steps S202 to S206 and will not be repeated here.

[0177] S212: Control the vehicle to perform energy recovery according to the recalculated energy recovery torque.

[0178] In this step, the motor control module or the motor controller outputs the recalculated energy recovery torque to the motor to achieve control of the motor.

[0179] In this implementation, by selecting the target torque or the energy recovery torque for output based on the feedback of the second speed signal of the motor, closed-loop control is achieved, thereby increasing the stability of the control.

[0180] Optionally, the method may also include: recording the number of times or the accumulated time that the motor is controlled according to the damping torque and the target torque; in response to the number of times or the accumulated time that the motor is controlled according to the damping torque and the target torque exceeding a threshold, outputting an adjustment instruction, the adjustment instruction being used to indicate the size of the adjustment target torque.

[0181] Among them, the number of times or cumulative time the motor is controlled can be the total number of times and total cumulative time the motor is controlled according to the damping torque and target torque after the vehicle is started, or the number of times and cumulative time the motor is controlled according to the damping torque and target torque within a period of time.

[0182] If the motor control module or motor controller adjusts the target torque multiple times and uses the adjusted energy recovery torque to control the motor, it means that the target torque setting is unreasonable. At this time, an adjustment instruction is sent to the torque management module to allow the torque adjustment module to adjust the output target torque. Usually, the absolute value of the target torque is reduced, for example, from -100Nm to -90Nm, to further prevent the risk of ABS or DTC triggering.

[0183] Optionally, the method may also include: recording the number of times or the accumulated time that the motor is controlled according to the damping torque and the target torque; in response to the number of times or the accumulated time that the motor is controlled according to the damping torque and the target torque exceeding a threshold, outputting a braking instruction, the braking instruction being used to instruct the vehicle's braking system to brake.

[0184] For example, the vehicle's braking system can brake in at least one of the following ways:

[0185] Hydraulic brakes, mechanical friction brakes, aerodynamic kit (such as rear wing, door side, etc.) brakes.

[0186] If the motor control module or motor controller adjusts the target torque multiple times, it means that the vehicle has been in a bumpy state for a long time. At this time, the hydraulic braking command is used to request the hydraulic braking system of the vehicle's chassis to perform hydraulic braking to slow down the vehicle. On the one hand, the driver can get the same deceleration feeling provided by the energy recovery system. On the other hand, it can prevent the excessive braking distance caused by the target torque under the adjustment of the damping torque, thereby ensuring the smoothness and safety of driving.

[0187] Figure 6 This is a block diagram of a vehicle control device provided in an embodiment of the present application. The vehicle control device can be implemented as all or part of a motor control module or motor controller through software, hardware, or a combination of both. The vehicle control device may include an acquisition unit 401, a processing unit 402, and a control unit 403.

[0188] Wherein, the acquisition unit 401 is used to obtain the target torque;

[0189] The processing unit 402 is configured to generate a damping torque according to at least one of the equivalent moment of inertia of a wheel end of the vehicle and a frequency of fluctuation of a motor speed of the vehicle;

[0190] The control unit 403 is used to control the vehicle to perform energy recovery according to the damping torque and the target torque.

[0191] Optionally, the processing unit 402 is used to determine the equivalent moment of inertia of the vehicle's wheel ends; determine the motor speed fluctuation frequency of the vehicle; and generate a damping torque based on at least one of the equivalent moment of inertia of the vehicle's wheel ends and the motor speed fluctuation frequency of the vehicle.

[0192] Optionally, the processing unit 402 is configured to obtain the rotational speed of the motor; and determine the wheel end equivalent moment of inertia of the vehicle based on the output torque of the motor and the rotational speed of the motor.

[0193] Optionally, the processing unit 402 is used to obtain a first speed signal of the motor; filter the first speed signal of the motor using bandpass filters with different center frequencies; and determine the motor speed fluctuation frequency based on the filtering results of the bandpass filters with different center frequencies.

[0194] Optionally, the size of the wheel end equivalent moment of inertia is negatively correlated with the size of the damping torque.

[0195] Optionally, the magnitude of the motor speed fluctuation frequency is negatively correlated with the magnitude of the damping torque.

[0196] Optionally, the control unit 403 is configured to generate an energy recovery response torque according to the target torque; add the damping torque to the energy recovery response torque to obtain the energy recovery torque; and control the vehicle to perform energy recovery according to the energy recovery torque.

[0197] Optionally, the processing unit 402 is further configured to obtain a second speed signal of the motor after outputting the energy recovery torque; and determine whether there is abnormal fluctuation in the speed of the motor according to the second speed signal of the motor;

[0198] The control unit 403 is further configured to control the vehicle to perform energy recovery according to the target torque in response to the absence of abnormal fluctuation in the rotation speed of the motor.

[0199] Optionally, the device further comprises:

[0200] The recording unit 404 is used to record the number of times or the accumulated time of controlling the motor according to the damping torque and the target torque;

[0201] The control unit 403 is further configured to output an adjustment instruction in response to the number of times or the accumulated time of controlling the motor according to the damping torque and the target torque exceeding a threshold, where the adjustment instruction is used to indicate the magnitude of the adjustment target torque.

[0202] Optionally, the device further comprises:

[0203] The recording unit 404 is used to record the number of times or the accumulated time of controlling the motor according to the damping torque and the target torque;

[0204] The control unit 403 is further configured to output a braking instruction in response to the number of times or the accumulated time of controlling the motor according to the damping torque and the target torque exceeding a threshold, where the braking instruction is configured to instruct the vehicle's braking system to perform braking.

[0205] The processing unit 402 may include: Figure 5The motor speed fluctuation frequency determination module 301, the equivalent moment of inertia calculation module 302, the first factor determination module 303, the second factor determination module 304, the first calculation module 305, the control unit 403 may include Figure 5 The second calculation module 306 in.

[0206] It should be noted that the vehicle control device provided in the above embodiment is only illustrated by the division of the above functional units during operation. In actual applications, the above functions can be assigned to different functional units as needed, that is, the internal structure of the device can be divided into different functional units to complete all or part of the functions described above. In addition, the vehicle control device provided in the above embodiment and the vehicle control method embodiment are based on the same concept. The specific implementation process is detailed in the method embodiment and will not be repeated here.

[0207] The descriptions of the processes corresponding to the above figures have different focuses. For parts that are not described in detail in a certain process, please refer to the relevant descriptions of other processes.

[0208] The embodiment of the present application also provides a vehicle. The vehicle includes Figure 6 The vehicle control device and the motor are shown, and the vehicle control device and the motor are connected.

[0209] Figure 7 A schematic structural diagram of a vehicle control device 900 provided by an exemplary embodiment of the present application is shown. Figure 7 The vehicle control device 900 shown is used to perform the above Figure 3 or Figure 4 The vehicle control method shown in FIG. 1 is used to control the vehicle. The vehicle control device 900 may include the aforementioned motor control module or motor controller. The vehicle control device 900 may be implemented using a general bus architecture.

[0210] like Figure 7 As shown, the vehicle control device 900 includes at least one processor 901 , a memory 903 , and at least one communication interface 904 .

[0211] The processor 901 is, for example, a general-purpose central processing unit (CPU), a digital signal processor (DSP), a network processor (NP), a graphics processing unit (GPU), a neural-network processing units (NPU), a data processing unit (DPU), a microprocessor, or one or more integrated circuits for implementing the solution of the present application. For example, the processor 901 includes an application-specific integrated circuit (ASIC), a programmable logic device (PLD) or other programmable logic devices, a transistor logic device, a hardware component, or any combination thereof. The PLD is, for example, a complex programmable logic device (CPLD), a field-programmable gate array (FPGA), a generic array logic (GAL), or any combination thereof. It can implement or execute the various logic blocks, modules, and circuits described in conjunction with the disclosure of the embodiments of the present invention. The processor can also be a combination that implements computing functions, such as a combination of one or more microprocessors, a combination of a DSP and a microprocessor, and the like.

[0212] Optionally, the vehicle control device 900 further includes a bus. The bus is used to transmit information between the components of the vehicle control device 900. The bus can be a peripheral component interconnect (PCI) bus or an extended industry standard architecture (EISA) bus. The bus can be divided into an address bus, a data bus, a control bus, etc. For ease of representation, Figure 7 Only one thick line is used in the diagram, but this does not mean that there is only one bus or one type of bus.

[0213] The memory 903 is, for example, a read-only memory (ROM) or other type of static storage device that can store static information and instructions, or a random access memory (RAM) or other type of dynamic storage device that can store information and instructions, or an electrically erasable programmable read-only memory (EEPROM), a compact disc read-only memory (CD-ROM) or other optical disc storage, optical disc storage (including compact disc, laser disc, optical disc, digital versatile disc, Blu-ray disc, etc.), a magnetic disk storage medium or other magnetic storage device, or any other medium that can be used to carry or store desired program code in the form of instructions or data structures and can be accessed by a computer, but is not limited thereto. The memory 903 is, for example, independent and connected to the processor 901 via a bus. The memory 903 can also be integrated with the processor 901.

[0214] The communication interface 904 uses any transceiver-like device for communicating with other devices or a communication network, such as Ethernet, a radio access network (RAN), or a Bluetooth network. The communication interface 904 may include a wired communication interface or a wireless communication interface. In the embodiment of the present application, the communication interface 904 may be used for the vehicle control device 900 to communicate with other devices.

[0215] In a specific implementation, as an embodiment, the processor 901 may include one or more CPUs, such as Figure 7 0 and CPU1 are shown in FIG. Each of these processors can be a single-CPU processor or a multi-CPU processor. A processor herein can refer to one or more devices, circuits, and / or processing cores for processing data (e.g., computer program instructions).

[0216] In a specific implementation, as an embodiment, the vehicle control device 900 may include multiple processors, such as Figure 7 901 and processor 905 are shown in FIG. Each of these processors can be a single-core processor (single-CPU) or a multi-core processor (multi-CPU). A processor herein can refer to one or more devices, circuits, and / or processing cores for processing data (such as computer program instructions).

[0217] In a specific implementation, as an embodiment, the vehicle control device 900 may further include an output device and an input device. The output device communicates with the processor 901 and can display information in a variety of ways. For example, the output device can be a liquid crystal display (LCD), a light emitting diode (LED) display device, a cathode ray tube (CRT) display device, or a projector. The input device communicates with the processor 901 and can receive user input in a variety of ways. For example, the input device can be a touch screen device or a sensor device.

[0218] In some embodiments, the memory 903 is used to store program code 910 for executing the solution of the present application, and the processor 901 can execute the program code 910 stored in the memory 903. That is, the vehicle control device 900 can implement the vehicle control method provided by the method embodiment through the processor 901 and the program code 910 in the memory 903. The program code 910 may include one or more software modules. Optionally, the processor 901 itself may also store program code or instructions for executing the solution of the present application.

[0219] In a specific embodiment, the vehicle control device 900 of the embodiment of the present application may correspond to the motor control module or motor controller in each of the above-mentioned method embodiments. The processor 901 in the vehicle control device 900 reads the instructions in the memory 903 and uses the motor control module or motor controller in the embodiment of the present application to control the vehicle control device 900. Figure 7 The illustrated vehicle control device 900 is capable of performing all or part of the operations performed by a motor control module or a motor controller.

[0220] Specifically, the processor 901 is used to obtain a target torque; generate a damping torque based on at least one of the vehicle's wheel end equivalent moment of inertia and the vehicle's motor speed fluctuation frequency; and control the vehicle to perform energy recovery based on the damping torque and the target torque.

[0221] For the sake of brevity, other optional implementations will not be described here in detail.

[0222] The vehicle control device 900 may also correspond to the above Figure 5 In the vehicle control device shown, each functional module in the vehicle control device is implemented using software of the vehicle control device 900. In other words, the functional modules included in the vehicle control device are generated by the processor 901 of the vehicle control device 900 reading the program code 910 stored in the memory 903.

[0223] in, Figure 3 、 Figure 4Each step of the vehicle control method shown is completed by the hardware integrated logic circuit or software instructions in the processor of the vehicle control device 900. The steps of the method disclosed in conjunction with the embodiments of the present application can be directly embodied as being executed by a hardware processor, or can be executed by a combination of hardware and software modules in the processor. The software module can be located in a mature storage medium in the art, such as a random access memory, a flash memory, a read-only memory, a programmable read-only memory or an electrically erasable programmable memory, a register, etc. The storage medium is located in the memory, and the processor reads the information in the memory and completes the steps of the above method in combination with its hardware. To avoid repetition, it will not be described in detail here.

[0224] An embodiment of the present application also provides a chip, including: an input interface, an output interface, a processor and a memory, wherein the input interface, the output interface, the processor and the memory are connected through an internal connection path, and the processor is used to execute the code in the memory. When the code is executed, the processor is used to execute any of the above-mentioned vehicle control methods.

[0225] It should be understood that the processor may be a CPU, or other general-purpose processor, DSP, ASIC, FPGA or other programmable logic device, discrete gate or transistor logic device, discrete hardware component, etc. The general-purpose processor may be a microprocessor or any conventional processor, etc. It is worth noting that the processor may be a processor supporting the ARM architecture.

[0226] Furthermore, in an optional embodiment, there are one or more processors and one or more memories. Alternatively, the memories may be integrated with the processors, or provided separately from the processors. The memories may include read-only memory and random access memory, and provide instructions and data to the processors. The memories may also include non-volatile random access memory. For example, the memories may also store reference blocks and target blocks.

[0227] The memory may be volatile memory or non-volatile memory, or may include both volatile and non-volatile memory. The non-volatile memory may be ROM, PROM, EPROM, EEPROM, or flash memory. The volatile memory may be RAM, which serves as an external cache. By way of example and not limitation, many forms of RAM are available, including, for example, SRAM, DRAM, SDRAM, DDR SDRAM, ESDRAM, SLDRAM, and DR RAM.

[0228] In an embodiment of the present application, a computer-readable storage medium is also provided, which stores computer instructions. When the computer instructions stored in the computer-readable storage medium are executed by a computer device, the computer device executes the vehicle control method provided above.

[0229] In an embodiment of the present application, a computer program product including instructions is also provided, which, when executed on a computer device, enables the computer device to execute the vehicle control method provided above.

[0230] In the above embodiments, all or part of the embodiments may be implemented by software, hardware, firmware, or any combination thereof. When implemented using software, all or part of the embodiments may be implemented in the form of a computer program product. The computer program product includes one or more computer instructions. When the computer program instructions are loaded and executed on a computer, all or part of the processes or functions described herein are generated. The computer may be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device. The computer instructions may be stored in a computer-readable storage medium or transmitted from one computer-readable storage medium to another. For example, the computer instructions may be transmitted from one website, computer, server, or data center to another website, computer, server, or data center via a wired (e.g., coaxial cable, optical fiber, digital subscriber line) or wireless (e.g., infrared, wireless, microwave, etc.) method. The computer-readable storage medium may be any available medium that a computer can access or a data storage device such as a server or data center that includes one or more available media integrated therein. The available medium may be a magnetic medium (e.g., a floppy disk, a hard disk, a magnetic tape), an optical medium (e.g., a DVD), or a semiconductor medium (e.g., a solid-state drive).

[0231] Those skilled in the art will understand that all or part of the steps to implement the above embodiments may be accomplished by hardware, or by a program to instruct the relevant hardware, and the program may be stored in a computer-readable storage medium, which may be a read-only memory, a disk, or an optical disk, etc.

[0232] The above are merely optional embodiments of the present application, but the scope of protection of the present application is not limited thereto. Any changes or substitutions that can be easily conceived by a person skilled in the art within the technical scope disclosed in this application should be included in the scope of protection of the present application. Therefore, the scope of protection of the present application should be based on the scope of protection of the claims.

Claims

1. A vehicle control method, characterized in that: The method comprises: Get target torque; generating a damping torque based on at least one of a wheel end equivalent moment of inertia of the vehicle and a motor speed fluctuation frequency of the vehicle, wherein the magnitude of the wheel end equivalent moment of inertia is negatively correlated with the magnitude of the damping torque, and the magnitude of the motor speed fluctuation frequency is negatively correlated with the magnitude of the damping torque; generating an energy recovery response torque according to the target torque; Adding the damping torque to the energy recovery response torque to obtain the energy recovery torque; The vehicle is controlled to perform energy recovery according to the energy recovery torque.

2. The method according to claim 1, characterized in that Generating the damping torque according to at least one of the equivalent moment of inertia of the wheel end of the vehicle and the frequency of the fluctuation of the motor speed of the vehicle includes: determining the wheel end equivalent moment of inertia of the vehicle; determining a frequency of motor speed fluctuation of the vehicle; A damping torque is generated based on at least one of a wheel end equivalent moment of inertia of a vehicle and a frequency of fluctuation in motor speed of the vehicle.

3. The method according to claim 2, characterized in that Determining the equivalent moment of inertia of the wheel end of the vehicle includes: Obtaining the rotational speed of the motor; The wheel end equivalent moment of inertia of the vehicle is determined based on the output torque of the motor and the rotational speed of the motor.

4. The method according to claim 2 or 3, characterized in that The determining of the motor speed fluctuation frequency of the vehicle includes: Acquiring a first speed signal of the motor; Using bandpass filters with different center frequencies to filter the first speed signal of the motor; The motor speed fluctuation frequency is determined according to filtering results of the bandpass filters with different center frequencies.

5. The method according to any one of claims 1 to 4, characterized in that The method further comprises: After outputting the energy recovery torque, obtaining a second speed signal of the motor; determining whether the speed of the motor fluctuates abnormally according to the second speed signal of the motor; In response to the absence of abnormal fluctuation in the rotation speed of the motor, the vehicle is controlled to perform energy recovery according to the target torque.

6. The method according to any one of claims 1 to 4, characterized in that The method further comprises: Recording the number of times or cumulative time that the motor is controlled according to the energy recovery torque; In response to the number of times or the accumulated time of controlling the motor according to the energy recovery torque exceeding a threshold, an adjustment instruction is output, where the adjustment instruction is used to instruct to adjust the magnitude of the target torque.

7. The method according to any one of claims 1 to 4, characterized in that The method further comprises: Recording the number of times or cumulative time that the motor is controlled according to the energy recovery torque; In response to the number of times or the accumulated time of controlling the motor according to the energy recovery torque exceeding a threshold, a braking command is output, the braking command being used to instruct a braking system of the vehicle to perform braking.

8. A vehicle control device, characterized in that: The device comprises: an acquisition unit, used for acquiring a target torque; a processing unit configured to generate a damping torque based on at least one of an equivalent moment of inertia of a wheel end of the vehicle and a frequency of fluctuation in the speed of a motor of the vehicle, wherein a magnitude of the equivalent moment of inertia of the wheel end is negatively correlated with a magnitude of the damping torque, and a magnitude of the frequency of fluctuation in the speed of the motor is negatively correlated with a magnitude of the damping torque; A control unit is configured to generate an energy recovery response torque based on the target torque; add the damping torque to the energy recovery response torque to obtain the energy recovery torque; and control the vehicle to perform energy recovery based on the energy recovery torque.

9. The device according to claim 8, characterized in that The processing unit is used to determine the equivalent moment of inertia of the wheel ends of the vehicle; determine the motor speed fluctuation frequency of the vehicle; and generate a damping torque based on at least one of the equivalent moment of inertia of the wheel ends of the vehicle and the motor speed fluctuation frequency of the vehicle.

10. The device according to claim 9, characterized in that The processing unit is configured to obtain the rotational speed of the motor; and determine the wheel end equivalent moment of inertia of the vehicle based on the output torque of the motor and the rotational speed of the motor.

11. The device according to claim 9 or 10, characterized in that The processing unit is used to obtain the first speed signal of the motor; filter the first speed signal of the motor using bandpass filters with different center frequencies; and determine the motor speed fluctuation frequency based on the filtering results of the bandpass filters with different center frequencies.

12. The device according to any one of claims 8 to 11, characterized in that The processing unit is further configured to obtain a second speed signal of the motor after outputting the energy recovery torque; and determine whether the speed of the motor has abnormal fluctuations according to the second speed signal of the motor; The control unit is further configured to control the vehicle to perform energy recovery according to the target torque in response to the absence of abnormal fluctuation in the rotation speed of the motor.

13. The device according to any one of claims 8 to 11, characterized in that The device further comprises: a recording unit, configured to record the number of times or the accumulated time of controlling the motor according to the energy recovery torque; The control unit is further configured to output an adjustment instruction in response to the number of times or cumulative time of controlling the motor according to the energy recovery torque exceeding a threshold, wherein the adjustment instruction is configured to instruct adjustment of the magnitude of the target torque.

14. The device according to any one of claims 8 to 11, characterized in that The device further comprises: a recording unit, configured to record the number of times or the accumulated time of controlling the motor according to the energy recovery torque; The control unit is further configured to output a braking instruction in response to the number of times or cumulative time of controlling the motor according to the energy recovery torque exceeding a threshold, wherein the braking instruction is configured to instruct the braking system of the vehicle to perform braking.

15. A vehicle, characterized in that: The vehicle comprises the vehicle control device according to any one of claims 8 to 14 and a motor, wherein the vehicle control device is connected to the motor.

16. A computer-readable storage medium, characterized in that The computer-readable storage medium is used to store program codes executed by a processor, wherein the program codes include instructions for implementing the method according to any one of claims 1 to 7.

17. A computer program, characterized in that The computer program comprises: computer program codes, and when the computer program codes are executed by a computer, the computer is caused to execute instructions of the method according to any one of claims 1 to 7.

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