Vehicle control method and device, vehicle and electronic equipment
By obtaining the required torque and real-time torque required for the vehicle to start on the ramp, and judging and using appropriate torque to control the vehicle, the problem of motor blockage and limited power output of electric vehicles when starting uphill is solved, and the vehicle starts smoothly and responds to the power smoothly on the ramp and flexible power.
Patent Information
- Application Number
- CN202311546156.5
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2023-11-17
- Publication Date
- 2025-05-20
AI Technical Summary
Electric vehicles are prone to risk of motor blockage when starting uphill, resulting in hardware damage. The blockage protection function will limit power output when the initial power is insufficient, affecting the normal driving of the vehicle.
By obtaining the required torque and real-time torque required for the vehicle to start on the ramp, it is determined whether the real-time torque is less than the first jam protection torque. If yes, the vehicle is controlled by real-time torque; if the real-time torque is not less than the first jam protection torque but less than the required torque, the vehicle is controlled by the first jam protection torque to avoid triggering the jam protection function.
It effectively avoids the risk of motor blockage and rotation, ensures that the vehicle can start smoothly on the ramp, and the power output flexibly responds to driver needs, avoiding unnecessary triggering of the blockage and rotation protection function.
Smart Images
Figure CN120019980A_ABST
Abstract
Description
Technical Field
[0001] This application relates to the technical field of vehicle control, and particularly to a vehicle control method, device, vehicle, and electronic device. Background Art
[0002] With the consideration of fuel economy and emission standards, electric vehicles have gradually started to dominate the mainstream market. However, for electric vehicles, there is still a risk of motor stalling during uphill starts, which is likely to damage the motor hardware. Among them, motor stalling is a situation where the motor still outputs torque when the rotational speed is 0 or extremely low. When the motor stalls, the power factor is extremely low, and the current during stalling can reach up to 7 times the rated current, and it is easy to burn out the motor if the time is slightly longer.
[0003] Currently, in order to prevent stalling from damaging the motor, most electric vehicles have a safety current limit function after stalling recognition, that is, at the moment of stalling, the motor output current is quickly limited to a safe value to prevent the motor from burning out.
[0004] However, in some application scenarios where vehicles need to start with high torque, if the driver's initial power request is not sufficient to tow the vehicle, the motor power output will also be limited by the stalling protection function. Until the driver's power demand withdraws or the vehicle moves forward, the vehicle power cannot meet the driver's expectations, affecting the normal driving of the vehicle. Summary of the Invention
[0005] In view of this, this application provides a vehicle control method, device, vehicle, and electronic device to achieve a smooth slope start of the vehicle without triggering the stalling protection function.
[0006] To solve the above problems, the technical solutions provided in this application are as follows:
[0007] In the first aspect of this application, a vehicle control method is provided, and the method includes:
[0008] Obtain the required torque corresponding to the vehicle to start on the ramp where the vehicle is located and the real-time torque of the vehicle;
[0009] If the real-time torque is less than or equal to the first stalling protection torque, control the vehicle using the real-time torque, where the first stalling protection torque is less than the second stalling protection torque, and the second stalling torque is the torque that triggers the stalling protection of the vehicle;
[0010] If the real-time torque is less than the required torque and not less than the first stalling protection torque, control the vehicle using the first stalling protection torque;
[0011] If the real-time torque is not less than the required torque, control the vehicle using the real-time torque.
[0012] In a possible implementation, the first stall protection torque is determined by the second stall protection torque and the slope of the ramp. The greater the slope, the smaller the first stall protection torque.
[0013] In a possible implementation, obtaining the first stall protection torque includes:
[0014] Obtaining a calibrated value corresponding to the slope;
[0015] Taking the difference between the second stall protection torque and the calibrated value as the first stall protection torque.
[0016] In a possible implementation, obtaining the required torque corresponding to the vehicle starting on the current ramp includes:
[0017] Obtaining real-time parameters of the vehicle, where the real-time parameters include the slope of the ramp, vehicle speed, and motor speed;
[0018] If the vehicle speed and the motor speed meet a preset condition, calculating, using the slope, the required torque corresponding to the vehicle achieving ramp start, where the preset condition is used to identify whether the vehicle is in a parked state.
[0019] In a possible implementation, the vehicle includes a vehicle controller and a motor controller. Controlling the vehicle using the real-time torque includes:
[0020] The vehicle controller sends the real-time torque to the motor controller so that the motor controller controls the operation of the motor using the real-time torque;
[0021] Controlling the vehicle using the first stall protection torque includes:
[0022] The vehicle controller sends the first stall protection torque to the motor controller so that the motor controller controls the vehicle using the first stall protection torque.
[0023] In a possible implementation, the vehicle includes a motor controller. Controlling the vehicle using the real-time torque includes:
[0024] The motor controller controls the operation of the motor using the real-time torque;
[0025] Controlling the vehicle using the first stall protection torque includes:
[0026] The motor controller controls the vehicle using the first stall protection torque.
[0027] In a second aspect of the present application, a vehicle control device is provided, and the device includes:
[0028] An acquisition unit, configured to acquire the required torque corresponding to the vehicle for starting on the ramp where the vehicle is located and the real-time torque of the vehicle;
[0029] A control unit, configured to, if the real-time torque is less than or equal to a first stall protection torque, control the vehicle by using the real-time torque, where the first stall protection torque is less than a second stall protection torque, and the second stall torque is the torque that triggers the vehicle's stall protection;
[0030] The control unit is further configured to, if the real-time torque is less than the required torque and not less than the first stall protection torque, control the vehicle by using the first stall protection torque;
[0031] The control unit is further configured to, if the real-time torque is not less than the required torque, control the vehicle by using the real-time torque.
[0032] In a possible implementation manner, the first stall protection torque is determined by the second stall protection torque and the slope of the ramp, and the greater the slope, the smaller the first stall protection torque.
[0033] In a possible implementation manner, the acquisition of the first stall protection torque includes: acquiring a calibrated value corresponding to the slope; using the difference obtained by subtracting the calibrated value from the second stall protection torque as the first stall protection torque.
[0034] In a possible implementation manner, the acquisition unit 401 is specifically configured to acquire the real-time parameters of the vehicle, where the real-time parameters include the slope of the ramp, the vehicle speed, and the motor speed; if the vehicle speed and the motor speed meet a preset condition, calculate the required torque corresponding to the vehicle for starting on the ramp by using the slope, and the preset condition is used to identify whether the vehicle is in a parked state.
[0035] In a possible implementation manner, the vehicle includes a vehicle controller and a motor controller, the vehicle controller includes the acquisition unit and a sending unit, and the motor controller includes the control unit.
[0036] The sending unit is configured to send the real-time torque acquired by the acquisition unit to the motor controller, so that the control unit in the motor controller controls the operation of the motor by using the real-time torque; or,
[0037] The sending unit is configured to send the first stall protection torque to the motor controller, so that the control unit in the motor controller controls the operation of the motor by using the first stall protection torque.
[0038] In a possible implementation, the device is located in the motor controller.
[0039] In a third aspect of the present application, a vehicle is provided, which includes a vehicle controller and a motor controller;
[0040] The vehicle controller is configured to execute the method described in the first aspect;
[0041] The motor controller is configured to control the motor by using the torque output by the vehicle controller.
[0042] In a fourth aspect of the present application, an electronic device is provided, including: a processor and a memory;
[0043] The memory is configured to store computer-readable instructions or a computer program;
[0044] The processor is configured to read the computer-readable instructions or the computer program, so that the electronic device implements the vehicle control method described in the first aspect.
[0045] In a fifth aspect of the present application, a computer-readable storage medium is provided, in which instructions are stored. When the instructions run on a device, the device is caused to execute the vehicle control method described in the first aspect.
[0046] It can be seen that the present application has the following beneficial effects:
[0047] In the present application, to avoid the occurrence of motor jamming and limit the motor power output, when the vehicle is on a slope, the required torque corresponding to the vehicle to start on the current slope and the real-time torque of the vehicle are obtained. It is determined whether the real-time torque is less than the first stall protection torque. If the real-time torque is less than the first stall protection torque, the real-time torque is used as the wheel-end torque to control the vehicle to respond to the user's demand; if the real-time torque is not less than the first stall protection torque but less than the required torque, the first stall protection torque is used as the wheel-end torque to control the vehicle. Among them, the first stall protection torque is less than the second stall protection torque, and the second stall protection torque is the torque that triggers the vehicle stall protection. That is, to avoid triggering the stall protection function, the torque is limited in advance to the area where the stall protection function will not be triggered, so that the vehicle is in a normal state where the power can respond at any time. When the real-time torque continues to increase to not less than the required torque, it indicates that the real-time torque can enable the vehicle to smoothly start on the slope and there will be no more stall risk, then the real-time torque is used as the wheel-end torque to control the vehicle to achieve a slope start. Description of the Drawings
[0048] Figure 1 It is a schematic flow chart of a vehicle control method provided by an embodiment of the present application;
[0049] Figure 2 A schematic diagram of an application scenario provided by an embodiment of the present application;
[0050] Figure 3 A vehicle control framework diagram provided by an embodiment of the present application;
[0051] Figure 4 A structural diagram of a vehicle control device provided by an embodiment of the present application. Detailed implementation manners
[0052] To make the above objects, features, and advantages of the present application more obvious and understandable, the embodiments of the present application will be further described in detail below with reference to the accompanying drawings and specific implementation manners.
[0053] In practical applications, to avoid the risk of motor stalling, the motor stall protection function will be triggered. When the vehicle needs to achieve a start on a large slope, due to the triggering of the motor stall protection function, the motor power output will be restricted, making the entire vehicle unable to overcome the current slope resistance. For the driver, the loss of vehicle power is felt.
[0054] Based on this, the embodiments of the present application provide a vehicle control method. Before the stall protection function is triggered, if the current power cannot achieve a slope start, the torque provided to the motor is advanced to a region where the stall protection function will not be triggered, so that the entire vehicle is in a normal driving state where the power can respond at any time. When the driver continues to deeply step on the accelerator pedal such that the real-time torque is sufficient to overcome the current slope resistance, the vehicle can respond to the power and smoothly achieve a slope start. That is, before the stall protection function is triggered, the torque is restricted in advance.
[0055] To facilitate the understanding of the technical solution of the present application, the following will be described with reference to the accompanying drawings.
[0056] See Figure 1 , this figure is a flowchart of a vehicle control method provided by an embodiment of the present application, and the method includes:
[0057] S101: Obtain the required torque corresponding to the vehicle to achieve a start on the slope where the vehicle is located and the real-time torque of the vehicle.
[0058] In this embodiment, when the vehicle is on a slope, to enable the vehicle to start smoothly, first obtain the torque required for the vehicle to achieve a start on this slope, that is, the required torque. At the same time, the torque applied by the driver through stepping on the pedal is collected in real time, that is, the real-time torque. When the driver gently steps on the pedal, the corresponding real-time torque in this case is less than the required torque; when the driver continues to deeply step on the pedal, the corresponding real-time torque is continuously increasing.
[0059] Normally, the calculation of the required torque corresponding to the vehicle's slope start requires the use of the slope of the ramp, which is calculated and processed by the longitudinal acceleration sensor signal. Since the sensor signal is relatively agile, the vehicle will shake at the moment of parking or starting, that is, the vehicle pitches, which will have a greater impact on the estimated slope. In order to obtain accurate required torque, when calculating the required torque, the real-time parameters of the vehicle are obtained, and the real-time parameters include the slope of the ramp, the vehicle speed and the motor speed; if the vehicle speed and the motor speed meet the preset conditions, the slope calculation process is used to achieve the required torque corresponding to the slope start. Among them, the preset conditions are used to identify whether the vehicle is in a parking state. Specifically, the preset conditions can be that the vehicle speed is less than a preset vehicle speed threshold and the motor speed is less than a preset speed threshold. Specifically, the preset conditions can be set according to the actual application situation. For example, the preset conditions are that the vehicle speed is 0 and the motor speed is 0. Among them, the torque required for climbing based on the slope can refer to the conventional calculation method, and this embodiment does not give examples one by one.
[0060] S102: If the real-time torque is less than or equal to the first stall protection torque, the vehicle is controlled using the real-time torque.
[0061] After obtaining the real-time torque, the real-time torque is compared with the first stall protection torque. If it is not greater than the first stall protection torque, the real-time torque is used as the wheel end torque to control the vehicle. That is, the real-time torque is used to control the vehicle. Specifically, the real-time torque is used to control the motor operation.
[0062] Wherein, the first stall protection torque is less than the second stall protection torque, and the second stall protection torque is the torque that triggers the stall protection on the vehicle. Wherein, the first stall protection torque can be determined by the second stall protection torque and the slope of the ramp, and the greater the slope, the smaller the first stall protection torque. Since the greater the slope, the more likely the vehicle will stall when starting, the first stall protection torque is relatively small, which can avoid torque limitation caused by stall protection as much as possible.
[0063] Specifically, the calibration value corresponding to the current slope is obtained; the difference between the second stall protection torque and the calibration value is used as the first stall protection torque. The calibration value corresponding to the slope can be obtained through a large number of experimental tests.
[0064] S103: If the real-time torque is not less than the first stall protection torque and less than the required torque, the vehicle is controlled using the first stall protection torque.
[0065] When the real-time torque is increasing, and the implementation torque is not less than the first stall protection torque and less than the required torque, the real-time torque is limited, and the first stall protection torque is used as the wheel end torque to control the vehicle. That is, the first stall protection torque is used to control the motor operation. That is, in order to avoid triggering the vehicle's stall protection function, the vehicle's torque is limited in advance.
[0066] For example, the first locked-rotor protection torque is 1500 Nm, the second locked-rotor protection torque is 1600 Nm, the required torque is 1800 Nm, and the real-time torque is 1700 Nm. Since the real-time torque is less than the required torque, the vehicle cannot smoothly start on a slope. If no early restriction is carried out, the vehicle's locked-rotor protection function will be triggered, resulting in limited output power of the motor and inability to respond to the user's demand. Through early restriction, the locked-rotor protection function is not triggered, so that the motor can operate normally.
[0067] S104: If the real-time torque is not less than the required torque, control the vehicle using the real-time torque.
[0068] When the real-time torque continues to increase and is not less than the required torque, it indicates that the vehicle can smoothly start on a slope, that is, the vehicle will not have a locked-rotor phenomenon. Then, use the real-time torque as the wheel-end torque to control the vehicle. That is, control the operation of the motor using the real-time torque.
[0069] It should be noted that the above method is applicable whether the required torque is greater than or equal to the first locked-rotor protection torque or the required torque is less than the first locked-rotor protection torque. When the required torque is greater than or equal to the first locked-rotor protection torque, the above S102 - S104 can be executed; when the required torque is less than the first locked-rotor protection torque, execute the above S102 or S104.
[0070] For ease of understanding, taking a pure electric vehicle as an example, the maximum torque of the vehicle drive motor is 3100 Nm at the wheel end, the vehicle mass is 1750 kg. When the motor speed is lower than 50 rpm, the wheel-end continuously outputs a torque of more than 1600 Nm for 500 ms, then the motor locked-rotor protection function is triggered to limit the motor torque capacity. That is, the second locked-rotor protection torque is 1600 Nm, and the first locked-rotor protection torque is 1500 Nm.
[0071] As Figure 2 shown, when the vehicle is stationary on a slope, the vehicle can smoothly start on a slope when the wheel-end torque is above 1800 Nm. Taking the condition that the accelerator pedal is gently and deeply depressed from 0 opening as an example, when the wheel-end output torque does not reach the first locked-rotor protection torque of 1500 Nm, the torque fully responds; subsequently, when the output torque rises between 1500 Nm and 1800 Nm, the torque exceeding 1500 Nm is not responded, and the wheel-end torque only executes 1500 Nm, ensuring that the locked-rotor protection function is not triggered to limit the torque output, and at the same time ensuring that when the output torque further increases, the execution torque can quickly follow the output torque on this basis; until the driver continues to deeply depress the pedal and the output torque exceeds 1800 Nm, the execution torque quickly transitions to the output torque, and the vehicle smoothly starts on a slope, that is, the vehicle speed is greater than 0.
[0072] As can be seen from the foregoing, after obtaining the real-time torque, it is necessary to determine the magnitude relationship among the real-time torque, the required torque, and the first locked-rotor protection torque. The above determination operation can be performed by the vehicle's vehicle control unit, or can be performed by the vehicle's motor control unit. This embodiment does not make a limitation.
[0073] When it is performed by the vehicle control unit, the vehicle control unit sends the real-time torque to the motor control unit so that the motor control unit controls the motor operation using the real-time torque; or, the vehicle control unit sends the first locked-rotor protection torque to the motor control unit so that the motor control unit controls the vehicle using the first locked-rotor protection torque. That is, the vehicle control unit performs advance limitation on the torque output to the motor, thereby avoiding the motor control unit triggering the locked-rotor protection.
[0074] When it is performed by the motor control unit, the motor control unit controls the motor operation using the real-time torque; or, the motor control unit controls the vehicle using the first locked-rotor protection torque.
[0075] For ease of understanding the specific implementation of the present application, refer to Figure 3 the vehicle control framework diagram shown, through Figure 3 it can be known that:
[0076] When the vehicle is not stationary or is driving normally, the motor has no risk of locked-rotor, and there is no need to limit the torque;
[0077] When the vehicle is stationary on a steep slope, if the torque applied by the current driver is sufficient to break through the current slope, it is considered that the vehicle can start smoothly and the motor has no risk of locked-rotor, and there is no need to limit the torque;
[0078] When the vehicle is stationary on a steep slope, if the torque applied by the driver does not exceed the first locked-rotor protection torque, although the vehicle cannot start on the slope currently, the current motor current is itself within the safe range and will not cause damage to the motor, and there is no need to limit the torque;
[0079] When the vehicle is stationary on a steep slope, and the torque applied by the driver exceeds the first locked-rotor protection torque but is not sufficient to break through the slope start, the applied torque is advanced-limited to within the first locked-rotor protection torque to ensure that when the driver subsequently has a large-torque slope start request, since the locked-rotor protection is not triggered, the torque applied by the driver can be released at any time to meet the driver's slope start intention.
[0080] Based on the above method embodiment, the embodiment of the present application further provides a vehicle control device, which will be described below in conjunction with the drawings.
[0081] Refer to Figure 4 , this figure is a structural diagram of a vehicle control device provided by an embodiment of the present application. As Figure 4 shown, the device includes: an acquisition unit 401 and a control unit 402.
[0082] An acquisition unit 401, configured to acquire the required torque corresponding to the vehicle for starting on the ramp where it is located and the real-time torque of the vehicle;
[0083] A control unit 402, configured to, if the real-time torque is less than or equal to a first locked-rotor protection torque, control the vehicle by using the real-time torque, where the first locked-rotor protection torque is less than a second locked-rotor protection torque, and the second locked-rotor torque is the torque that triggers the locked-rotor protection of the vehicle;
[0084] The control unit 402 is further configured to, if the real-time torque is less than the required torque and not less than the first locked-rotor protection torque, control the vehicle by using the first locked-rotor protection torque;
[0085] The control unit 402 is further configured to, if the real-time torque is not less than the required torque, control the vehicle by using the real-time torque.
[0086] In a possible implementation manner, the first locked-rotor protection torque is determined by the second locked-rotor protection torque and the gradient of the ramp, and the greater the gradient, the smaller the first locked-rotor protection torque.
[0087] In a possible implementation manner, the acquisition of the first locked-rotor protection torque includes: acquiring a calibrated value corresponding to the gradient; using the difference obtained by subtracting the calibrated value from the second locked-rotor protection torque as the first locked-rotor protection torque.
[0088] In a possible implementation manner, the acquisition unit 401 is specifically configured to acquire the real-time parameters of the vehicle, where the real-time parameters include the gradient of the ramp, the vehicle speed, and the motor speed; if the vehicle speed and the motor speed meet a preset condition, calculate the required torque corresponding to the vehicle for starting on the ramp by using the gradient, and the preset condition is used to identify whether the vehicle is in a parked state.
[0089] In a possible implementation manner, the vehicle includes a vehicle controller and a motor controller, the vehicle controller includes the acquisition unit and a sending unit, and the motor controller includes the control unit.
[0090] The sending unit is configured to send the real-time torque acquired by the acquisition unit to the motor controller, so that the control unit in the motor controller controls the operation of the motor by using the real-time torque; or,
[0091] The sending unit is configured to send the first locked-rotor protection torque to the motor controller, so that the control unit in the motor controller controls the operation of the motor by using the first locked-rotor protection torque.
[0092] In a possible implementation, the device is located in the motor controller.
[0093] It should be noted that for the specific implementation of each unit in this embodiment, reference can be made to the relevant descriptions in the above method embodiments, and details will not be repeated here.
[0094] In addition, an embodiment of the present application provides a vehicle, which includes a vehicle controller and a motor controller;
[0095] The vehicle controller is configured to execute the above-mentioned vehicle control method;
[0096] The motor controller is configured to control the motor by using the torque output by the vehicle controller.
[0097] An embodiment of the present application provides an electronic device, including: a processor and a memory;
[0098] The memory is configured to store computer-readable instructions or a computer program;
[0099] The processor is configured to read the computer-readable instructions or the computer program to enable the device to implement the above-mentioned vehicle control method.
[0100] An embodiment of the present application provides a computer-readable storage medium, including instructions or a computer program, which when running on a computer, enables the computer to execute the above-mentioned vehicle control method.
[0101] It should be noted that the embodiments in this specification are described in a progressive manner, and the key points of each embodiment are the differences from other embodiments. The same or similar parts among the embodiments can be referred to each other. For the systems or devices disclosed in the embodiments, since they correspond to the methods disclosed in the embodiments, the descriptions are relatively simple, and the relevant parts can be referred to the descriptions in the method part.
[0102] It should be understood that in the present application, "at least one (item)" means one or more, and "a plurality" means two or more. "And / or" is used to describe the association relationship of associated objects, indicating that three relationships can exist. For example, "A and / or B" can represent: only A exists, only B exists, and both A and B exist at the same time. Among them, A and B can be singular or plural. The character " / " generally represents an "or" relationship between the associated objects before and after. "At least one (one) of the following" or its similar expressions refer to any combination of these items, including any combination of single item (one) or plural items (ones). For example, at least one (one) of a, b, or c can represent: a, b, c, "a and b", "a and c", "b and c", or "a and b and c", where a, b, c can be single or multiple.
[0103] It should also be noted that in this text, relational terms such as first and second are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any actual relationship or order between these entities or operations. Moreover, the terms "comprising", "including" or any other variant thereof are intended to cover non-exclusive inclusion, such that a process, method, article or device comprising a series of elements not only includes those elements but also includes other elements not expressly listed, or elements inherent to such process, method, article or device. Without further limitation, an element defined by the statement "comprising an..." does not exclude the presence of additional identical elements in the process, method, article or device comprising the element.
[0104] The steps of the methods or algorithms described in connection with the embodiments disclosed herein may be implemented directly in hardware, in software modules executed by a processor, or in a combination of both. The software modules may be placed in a random access memory (RAM), memory, read-only memory (ROM), electrically programmable ROM, electrically erasable programmable ROM, registers, hard disk, removable disk, CD-ROM, or any other form of storage medium known in the art.
[0105] The foregoing description of the disclosed embodiments enables those skilled in the art to implement or use the present application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present application. Thus, the present application is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.
Claims
1. A vehicle control method, characterized in that: The method comprises: Obtaining the required torque corresponding to the vehicle starting on the slope and the real-time torque of the vehicle; If the real-time torque is less than or equal to a first stall protection torque, the vehicle is controlled using the real-time torque, the first stall protection torque is less than the second stall protection torque, and the second stall torque is a torque that triggers the vehicle stall protection; If the real-time torque is less than the required torque and not less than the first stall protection torque, controlling the vehicle using the first stall protection torque; If the real-time torque is not less than the required torque, the vehicle is controlled using the real-time torque.
2. The method according to claim 1, characterized in that The first stall protection torque is determined by the second stall protection torque and the slope of the ramp. The greater the slope, the smaller the first stall protection torque.
3. The method according to claim 2, characterized in that The acquisition of the first stall protection torque includes: Obtaining a calibration value corresponding to the slope; A difference between the second stall protection torque and the calibration amount is used as the first stall protection torque.
4. The method according to claim 1, characterized in that: The obtaining of the required torque corresponding to the vehicle starting on the current slope includes: Acquiring real-time parameters of the vehicle, the real-time parameters including the slope of the ramp, the vehicle speed, and the motor speed; If the vehicle speed and the motor speed meet preset conditions, the required torque corresponding to the hill start of the vehicle is calculated using the slope, and the preset conditions are used to identify whether the vehicle is in a parking state.
5. The method according to claim 1, characterized in that The vehicle includes a vehicle controller and a motor controller, and the method of controlling the vehicle by using the real-time torque includes: The vehicle controller sends the real-time torque to the motor controller, so that the motor controller controls the operation of the motor using the real-time torque; The controlling the vehicle by using the first stall protection torque includes: The vehicle controller sends the first stall protection torque to the motor controller, so that the motor controller controls the vehicle using the first stall protection torque.
6. The method according to claim 1, characterized in that The vehicle includes a motor controller, and the method of controlling the vehicle using the real-time torque includes: The motor controller controls the operation of the motor using the real-time torque; The controlling the vehicle by using the first stall protection torque includes: The motor controller controls the vehicle using the first stall protection torque.
7. A vehicle control device, characterized in that: The device comprises: an acquisition unit, configured to acquire a required torque corresponding to the vehicle starting on the slope and a real-time torque of the vehicle; a control unit, configured to control the vehicle using the real-time torque if the real-time torque is less than or equal to a first stall protection torque, the first stall protection torque being less than the second stall protection torque, the second stall torque being a torque that triggers stall protection of the vehicle; The control unit is further configured to control the vehicle using the first stall protection torque if the real-time torque is less than the required torque and not less than the first stall protection torque; The control unit is further configured to control the vehicle using the real-time torque if the real-time torque is not less than the required torque.
8. A vehicle, characterized in that: The vehicle includes a vehicle controller and a motor controller; The vehicle controller is used to execute the vehicle control method according to any one of claims 1 to 6; The motor controller is used to control the motor using the torque output by the vehicle controller.
9. An electronic device, characterized in that: Including: processor, memory; The memory is used to store computer-readable instructions or computer programs; The processor is used to read the computer-readable instructions or the computer program so that the electronic device implements the vehicle control method as described in any one of claims 1-6.
10. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores instructions, and when the instructions are executed on a device, the device executes the vehicle control method according to any one of claims 1 to 6.