A vehicle control method, apparatus, device, storage medium, and product.

Abstract

This application discloses a vehicle control method, apparatus, device, storage medium, and product. The vehicle control method includes: acquiring the vehicle's gear parameters and requested torque; determining the vehicle's driving state as either a driving state or a regenerative braking state based on the gear parameters and requested torque; determining a target rotational speed based on the vehicle's driving state when the vehicle experiences slippage; and controlling the rotational speed of the drive motor in the vehicle based on the target rotational speed. In this method, when the vehicle experiences slippage, the rotational speed of the drive motor can be controlled according to the vehicle's driving state (such as driving state / regenerative braking state). This ensures that the rotational speed of the drive motor can be effectively controlled when the vehicle experiences slippage in different driving states, so as to help the vehicle escape the slippage state.

Description

Technical Field

[0001] This application relates to the field of new energy vehicle technology, and in particular to a vehicle control method, device, equipment, storage medium and product. Background Technology

[0002] When vehicles travel on low-friction surfaces, insufficient friction between the vehicle and the road surface can easily lead to skidding. Skidding not only reduces vehicle handling and stability but can also cause loss of control, deviation from the road, and other risks. Therefore, effectively preventing vehicle skidding is a pressing issue that needs to be addressed. Summary of the Invention

[0003] The purpose of this application is to provide a vehicle control method, device, equipment, storage medium, and product to solve the problem of the lack of effective vehicle anti-skid strategies in the prior art.

[0004] To achieve the above objectives, the technical solution adopted in this application is as follows:

[0005] In a first aspect, embodiments of this application provide a vehicle control method, which includes: acquiring the vehicle's gear parameters and requested torque; determining the vehicle's driving state as either a driving state or a regenerative braking state based on the gear parameters and requested torque; determining a target rotational speed based on the vehicle's driving state when the vehicle experiences slippage; and controlling the rotational speed of the drive motor in the vehicle based on the target rotational speed.

[0006] Based on the above technical means, when a vehicle slips, the speed of the drive motor can be controlled according to the vehicle's driving state (such as driving state / regenerative state). In this way, it can be ensured that the speed of the drive motor can be effectively controlled when the vehicle slips under different driving states, so as to get the vehicle out of the slipping state.

[0007] Furthermore, determining the target speed based on the vehicle's driving state includes: when the vehicle is in a driving state, determining the target speed based on the maximum permissible speed of the drive motor and a first threshold; when the vehicle is in a regeneration state, determining the target speed based on the minimum permissible speed of the drive motor and a second threshold.

[0008] Based on the above technical means, the methods for determining the target speed for the driving state and the recovery state are clearly defined. This is beneficial for determining the appropriate target speed for different driving states of the vehicle, so that the speed of the drive motor can be effectively controlled when the vehicle slips in different driving states.

[0009] Furthermore, when the vehicle is in a driving state, the target speed is determined based on the maximum permissible speed of the drive motor and a first threshold, including: when the vehicle is in a driving state and the gear parameter is forward, the target speed is determined as the difference between the maximum permissible speed of the drive motor and the first threshold; when the vehicle is in a driving state and the gear parameter is reverse, the target speed is determined as the sum of the negative of the maximum permissible speed of the drive motor and the first threshold; wherein the maximum permissible speed of the drive motor and the first threshold are greater than 0.

[0010] Based on the aforementioned technical methods, when determining the target speed for a vehicle in a driving state, the vehicle's gear parameters also need to be considered. This allows for the determination of appropriate target speeds for different gears, enabling effective control of the drive motor speed even when slippage occurs in different gears.

[0011] Furthermore, when the vehicle is in a regeneration state, the target speed is determined based on the minimum permissible speed of the drive motor and a second threshold, including: when the vehicle is in a regeneration state and the gear parameter is forward, the target speed is determined as the sum of the minimum permissible speed of the drive motor and the second threshold; when the vehicle is in a regeneration state and the gear parameter is reverse, the target speed is determined as the difference between the negative of the minimum permissible speed of the drive motor and the second threshold; wherein the minimum permissible speed of the drive motor and the second threshold are greater than 0.

[0012] Based on the aforementioned technical methods, when determining the target speed for a vehicle in regeneration mode, the vehicle's gear parameters also need to be considered. This allows for the determination of appropriate target speeds for different gears in regeneration mode, enabling effective control of the drive motor speed even when slippage occurs in different gears.

[0013] Furthermore, the vehicle control method further includes: when the vehicle is in a driving state, if the duration for which the drive motor continuously meets the first condition reaches a first duration, then control of the drive motor speed based on the target speed is stopped; when the vehicle is in a regeneration state, if the duration for which the drive motor continuously meets the second condition reaches a second duration, then control of the drive motor speed based on the target speed is stopped; wherein, the first condition includes: the absolute value of the drive motor speed is less than the maximum permissible speed of the drive motor, and / or, the difference between the absolute value of the requested torque and the absolute value of the output torque of the drive motor is less than a third threshold; the second condition includes: the absolute value of the drive motor speed is greater than the minimum permissible speed of the drive motor, and / or, the difference between the absolute value of the requested torque and the absolute value of the output torque of the drive motor is less than a fourth threshold.

[0014] Based on the aforementioned technical means, for vehicles in different driving states, it can be determined whether to stop controlling the speed of the drive motor based on the target speed according to different judgment conditions, thus adapting to different application scenarios. Furthermore, in the first and second conditions, it is possible to determine whether the vehicle has left the slippery surface through torque relationship, and also to determine whether the vehicle has truly escaped the slippery state through the speed of the drive motor. This avoids the situation where the vehicle abnormally exits anti-slip control while slipping, improving the stability of anti-slip control.

[0015] Furthermore, based on the gear parameters and the requested torque, the vehicle's driving state is determined to be either a driving state or a regenerative braking state, including: determining the vehicle's driving state as a driving state when the gear parameter is a forward gear and the requested torque is greater than 0, or when the gear parameter is a reverse gear and the requested torque is less than 0; and determining the vehicle's driving state as a regenerative braking state when the gear parameter is a forward gear and the requested torque is less than 0, or when the gear parameter is a reverse gear and the requested torque is greater than 0.

[0016] Based on the aforementioned technical means, the vehicle's driving state (such as driving state / regenerative braking state) can be determined according to the vehicle's gear parameters and requested torque. This allows for targeted control of the drive motor's speed based on the vehicle's driving state, ensuring that the drive motor's speed can be effectively controlled when the vehicle slips under different driving conditions, thus enabling the vehicle to escape the slipping state.

[0017] Furthermore, the vehicle control method also includes: when the vehicle is in a driving state, if the absolute value of the rotational speed of the drive motor is greater than the maximum permissible rotational speed of the drive motor, then it is determined that the vehicle is slipping; when the vehicle is in a retraction state, if the absolute value of the rotational speed of the drive motor is less than the minimum permissible rotational speed of the drive motor, then it is determined that the vehicle is slipping.

[0018] Based on the above technical means, when determining whether a vehicle is slipping, the vehicle's driving state (such as driving state / regenerative braking state) can be combined, thus adapting to vehicle slipping judgment in different scenarios.

[0019] Furthermore, the vehicle includes a coaxial first drive motor and a second drive motor. The vehicle control method further includes: acquiring the output torque of the first drive motor and the torque of the second drive motor; if the output torque of the first drive motor is greater than the output torque of the second drive motor, and if the output torque of the first drive motor is greater than a first torque, then adjusting the output torque of the first drive motor to within the first torque, wherein the first torque is the sum of the output torque of the second drive motor and a fifth threshold; if the output torque of the second drive motor is greater than the output torque of the first drive motor, and if the output torque of the second drive motor is greater than a second torque, then adjusting the output torque of the second drive motor to within the second torque, wherein the second torque is the sum of the output torque of the first drive motor and the fifth threshold.

[0020] Based on the above technical means, the difference between the output torque of the first drive motor and the output torque of the second drive motor can be limited to within the fifth threshold, thereby avoiding vehicle yaw caused by excessive difference in the output torque of the two coaxial drive motors.

[0021] Secondly, embodiments of this application provide a vehicle control device, which includes: a first acquisition unit for acquiring the vehicle's gear parameters and requested torque; a first determination unit for determining whether the vehicle's driving state is a driving state or a regenerative braking state based on the gear parameters and requested torque; a second determination unit for determining a target rotational speed based on the vehicle's driving state when the vehicle experiences slippage; and a control unit for controlling the rotational speed of the drive motor in the vehicle based on the target rotational speed.

[0022] Thirdly, embodiments of this application provide a vehicle control device, which includes a memory and a processor; wherein the memory is used to store computer-executable instructions; and the processor is connected to the memory and is used to implement the method described in the first aspect by executing the computer-executable instructions.

[0023] Fourthly, embodiments of this application provide a computer-readable storage medium storing a computer program that, when executed by at least one processor, implements the method described in the first aspect.

[0024] Fifthly, embodiments of this application provide a computer program product, including a computer program or instructions, which, when executed by a processor, implement the method described in the first aspect.

[0025] The beneficial effects of this application are: when a vehicle slips, the speed of the drive motor can be controlled according to the vehicle's driving state (such as driving state / regenerative state). In this way, it can be ensured that the speed of the drive motor can be effectively controlled when the vehicle slips under different driving states, so as to get the vehicle out of the slipping state.

[0026] It should be understood that the above general description and the following detailed description are merely exemplary and explanatory, and are not intended to limit the technical solutions of this application. Attached Figure Description

[0027] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with this application and, together with the specification, serve to explain the technical solutions of this application.

[0028] Figure 1 A flowchart illustrating a vehicle control method provided in this application embodiment. Figure 1 ;

[0029] Figure 2 A schematic diagram of a vehicle control system provided in an embodiment of this application;

[0030] Figure 3 A flowchart illustrating a vehicle control method provided in this application embodiment. Figure 2 ;

[0031] Figure 4 A flowchart illustrating a method for identifying vehicle slippage and calculating target rotational speed provided in an embodiment of this application;

[0032] Figure 5 A schematic diagram illustrating torque linkage between two coaxial drive motors provided in an embodiment of this application;

[0033] Figure 6 This is a schematic diagram of the anti-slip control exit process corresponding to the forward gear provided in an embodiment of this application;

[0034] Figure 7 This is a schematic diagram of the anti-slip control exit process corresponding to the reverse gear provided in the embodiments of this application;

[0035] Figure 8 This is a schematic diagram of the composition structure of a vehicle control device provided in an embodiment of this application;

[0036] Figure 9 This is a schematic diagram of a hardware entity of the vehicle control device in an embodiment of this application. Detailed Implementation

[0037] In order to gain a more detailed understanding of the features and technical content of the embodiments of this application, the implementation of the embodiments of this application will be described in detail below with reference to the accompanying drawings. The accompanying drawings are for reference and illustration only and are not intended to limit the embodiments of this application.

[0038] Unless otherwise defined, all technical and scientific terms used in the embodiments of this application have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs. The terminology used in the embodiments of this application is for the purpose of describing the embodiments of this application only and is not intended to limit this application.

[0039] In the following description, references to "some embodiments" refer to a subset of all possible embodiments. It is understood that "some embodiments" may be the same or different subsets of all possible embodiments and may be combined with each other without conflict. It should also be noted that the terms "first, second, third" used in the embodiments of this application are merely for distinguishing similar objects and do not represent a specific ordering of objects. It is understood that "first, second, third" may be interchanged in a specific order or sequence where permitted, so that the embodiments of this application described herein can be implemented in an order other than that illustrated or described herein.

[0040] It should be understood that the term "and / or" in the embodiments of this application is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. In addition, the character " / " in this document generally indicates that the related objects before and after it have an "or" relationship.

[0041] When vehicles travel on low-friction surfaces, insufficient friction between the vehicle and the road surface can easily lead to skidding. Skidding not only reduces vehicle handling and stability but can also cause loss of control, deviation from the road, and other risks. Therefore, effectively preventing vehicle skidding is a pressing issue that needs to be addressed.

[0042] In view of this, embodiments of this application provide a vehicle control method, apparatus, device, storage medium, and product. In this method, the vehicle's driving state (either a driving state or a regenerative braking state) can be determined based on the vehicle's gear parameters and requested torque. Furthermore, in the event of vehicle slippage, a target rotational speed can be determined based on the vehicle's driving state, and the rotational speed of the drive motor in the vehicle can be controlled based on the target rotational speed.

[0043] According to the method of this application embodiment, when the vehicle slips, the speed of the drive motor can be controlled according to the vehicle's driving state (such as driving state / regenerative state). In this way, it can be ensured that the speed of the drive motor can be effectively controlled when the vehicle slips under different driving states, so as to get the vehicle out of the slipping state.

[0044] It should be noted that in some scenarios, the "drive motor" in the embodiments of this application may also be simply referred to as "motor".

[0045] The embodiments of this application will now be described in detail with reference to the accompanying drawings.

[0046] This application provides a vehicle control method, such as... Figure 1 As shown, the method may include:

[0047] S101, obtain the vehicle's gear parameters and requested torque.

[0048] In some embodiments, the vehicle's gear parameters and requested torque may be provided by the vehicle controller within the vehicle.

[0049] The gear parameter can be either forward or reverse. When the gear parameter is forward, it means the vehicle is currently in forward gear; when the gear parameter is reverse, it means the vehicle is currently in reverse gear.

[0050] It should be noted that the "reverse gear" in the embodiments of this application can also be called (or replaced by) "reverse gear".

[0051] S102 determines the vehicle's driving state as either drive mode or regenerative braking mode based on the gear parameters and requested torque.

[0052] In this step, the vehicle's driving state can be determined based on the gear parameters and requested torque obtained in S101. The vehicle's driving state can be either a driving state or a regenerative braking state.

[0053] In some embodiments, determining whether the vehicle's driving state is a driving state or a regenerative braking state based on the gear parameter and the requested torque may include: determining the vehicle's driving state as a driving state when the gear parameter is a forward gear and the requested torque is greater than 0, or when the gear parameter is a reverse gear and the requested torque is less than 0; and determining the vehicle's driving state as a regenerative braking state when the gear parameter is a forward gear and the requested torque is less than 0, or when the gear parameter is a reverse gear and the requested torque is greater than 0.

[0054] For example, if the gear parameter is forward and the requested torque is greater than 0, the vehicle's driving state can be determined to be in a driven state. In other words, if the vehicle's gear parameter is forward and the requested torque is positive, the vehicle's driving state can be determined to be in a driven state.

[0055] In another example, if the gear parameter is reverse and the requested torque is less than 0, the vehicle's driving state can be determined to be in a driven state. That is, if the vehicle's gear parameter is reverse and the requested torque is negative, the vehicle's driving state can be determined to be in a driven state.

[0056] Another example is that if the gear parameter is forward and the requested torque is less than 0, the vehicle's driving state can be determined to be in a regenerative braking state. In other words, if the vehicle's gear parameter is forward and the requested torque is negative, the vehicle's driving state can be determined to be in a regenerative braking state.

[0057] As another example, if the gear parameter is reverse and the requested torque is greater than 0, the vehicle's driving state can be determined to be in a regenerative braking state. In other words, if the vehicle's gear parameter is reverse and the requested torque is positive, the vehicle's driving state can be determined to be in a regenerative braking state.

[0058] Using the aforementioned technical means, the vehicle's driving state (such as driving state / regenerative braking state) can be determined based on the vehicle's gear parameters and requested torque. This allows for targeted control of the drive motor's speed based on the vehicle's driving state, ensuring that the drive motor's speed can be effectively controlled when the vehicle slips under different driving conditions, thus enabling the vehicle to escape the slipping state.

[0059] S103 determines the target speed based on the vehicle's driving state when the vehicle slips.

[0060] In some embodiments, it can be determined whether the vehicle is slipping. If the vehicle is slipping, a target speed can be determined based on the vehicle's driving state, and then the speed of the drive motor in the vehicle can be controlled based on the target speed.

[0061] In some scenarios, vehicle slippage can be understood as the wheels slipping. Furthermore, since the speed of the drive motor determines the speed of the wheels, controlling the speed of the drive motor can also be understood as controlling the speed of the wheels.

[0062] In some embodiments, the method may further include: when the vehicle is in a driving state, if the absolute value of the rotational speed of the drive motor is greater than the maximum permissible rotational speed of the drive motor, then determining that the vehicle is slipping; when the vehicle is in a retraction state, if the absolute value of the rotational speed of the drive motor is less than the minimum permissible rotational speed of the drive motor, then determining that the vehicle is slipping.

[0063] The speed of the drive motor is also its actual rotational speed. For example, the speed of the drive motor can be obtained by analyzing the resolver signal of the drive motor.

[0064] In some scenarios, the maximum permissible speed of the drive motor refers to the maximum speed allowed for the drive motor under normal driving conditions of the vehicle. For example, the maximum permissible speed of the drive motor is V. max Therefore, the absolute value of the drive motor's rotational speed should not exceed V. max If it exceeds Vmax This indicates that the speed of the drive motor does not match the vehicle's current normal driving state.

[0065] For example, the maximum permissible speed of the drive motor can be provided by the vehicle controller in the vehicle, and the maximum permissible speed of the drive motor is a positive value.

[0066] In some scenarios, the minimum permissible speed of the drive motor refers to the minimum speed of the drive motor allowed under normal driving conditions of the vehicle. For example, the minimum permissible speed of the drive motor is V. min Therefore, the absolute value of the drive motor's speed should not be lower than V. min If it is lower than V min This indicates that the speed of the drive motor does not match the vehicle's current normal driving state.

[0067] For example, the minimum permissible speed of the drive motor can be provided by the vehicle controller in the vehicle, and the minimum permissible speed of the drive motor is a positive value.

[0068] In one implementation, when the vehicle is in driving mode, if the absolute value of the drive motor's rotational speed is greater than the drive motor's maximum permissible rotational speed, then the vehicle can be determined to be slipping. That is, if |drive motor rotational speed| > drive motor's maximum permissible rotational speed, then the vehicle can be determined to be slipping. Here, "|drive motor rotational speed|" represents the absolute value of the drive motor's rotational speed.

[0069] For example, if the vehicle is in drive mode and the driving state is in forward gear, and the speed of the drive motor exceeds its maximum permissible speed, then the vehicle is considered to be slipping. Here, both the drive motor speed and its maximum permissible speed are positive values. In this case, the vehicle can be considered to be in a state of drive slippage.

[0070] In another example, when the vehicle is in reverse gear and in driving mode, if the drive motor speed is less than (-maximum permissible speed of the drive motor), then the vehicle is considered to be slipping. Here, the drive motor speed is a negative value, the maximum permissible speed of the drive motor is a positive value, and "-maximum permissible speed of the drive motor" represents the opposite of the maximum permissible speed of the drive motor. In this case, the vehicle can be considered to be in a state of driving slippage.

[0071] In one implementation, when the vehicle is in a regenerative braking state, if the absolute value of the drive motor's rotational speed is less than the minimum permissible rotational speed of the drive motor, then the vehicle can be determined to be slipping. That is, if |drive motor rotational speed| < the minimum permissible rotational speed of the drive motor, then the vehicle can be determined to be slipping. Here, "|drive motor rotational speed|" represents the absolute value of the drive motor's rotational speed.

[0072] For example, if the vehicle is in drive and in regenerative braking mode, and the drive motor's speed is lower than its minimum permissible speed, then the vehicle is considered to be slipping. Here, both the drive motor's speed and its minimum permissible speed are positive values. In this case, the vehicle can be considered to be in a regenerative braking slippage state.

[0073] In another example, if the vehicle is in reverse gear and in regenerative braking mode, and the drive motor speed is greater than (-minimum permissible speed of the drive motor), then the vehicle is considered to be slipping. Here, the drive motor speed is a negative value, the minimum permissible speed of the drive motor is a positive value, and "-minimum permissible speed of the drive motor" represents the opposite of the minimum permissible speed of the drive motor. In this case, the vehicle can be considered to be in a regenerative braking slippage state.

[0074] By using the above-mentioned technical means, when determining whether a vehicle is slipping, the vehicle's driving state (such as driving state / regenerative braking state) can be combined, thus adapting to the vehicle slipping judgment in different scenarios.

[0075] In some embodiments, determining the target speed based on the vehicle's driving state may include: when the vehicle is in a driving state, determining the target speed based on the maximum permissible speed of the drive motor and a first threshold; when the vehicle is in a regeneration state, determining the target speed based on the minimum permissible speed of the drive motor and a second threshold.

[0076] In some embodiments, the first threshold and the second threshold can be calibrated / set based on actual vehicle testing. For example, the first threshold and the second threshold can be positive values. The first threshold and the second threshold may be equal or unequal.

[0077] Through the above technical means, the methods for determining the target speed for the driving state and the recovery state have been clarified respectively. This is conducive to determining the appropriate target speed for different driving states of the vehicle, so that the speed of the drive motor can be effectively controlled when the vehicle slips in different driving states.

[0078] In some embodiments, when the vehicle is in a driving state, determining the target speed based on the maximum permissible speed of the drive motor and a first threshold may include: when the vehicle is in a driving state and the gear parameter is forward, determining the target speed as the difference between the maximum permissible speed of the drive motor and the first threshold; when the vehicle is in a driving state and the gear parameter is reverse, determining the target speed as the sum of the negative of the maximum permissible speed of the drive motor and the first threshold; wherein the maximum permissible speed of the drive motor and the first threshold are greater than 0.

[0079] For example, when the vehicle is in drive mode and the gear is set to forward, the target speed can be determined as the difference between the maximum permissible speed of the drive motor and a first threshold. That is, target speed = maximum permissible speed of the drive motor - first threshold.

[0080] In another example, when the vehicle is in drive mode and the gear is reverse, the target speed can be determined as the sum of the negative of the maximum permissible speed of the drive motor and a first threshold. That is, target speed = (-maximum permissible speed of the drive motor) + first threshold.

[0081] Using the aforementioned technical methods, when determining the target speed for a vehicle in drive mode, the vehicle's gear parameters also need to be considered. This allows for the determination of appropriate target speeds for different gears, enabling effective control of the drive motor speed even when slippage occurs in different gears.

[0082] In some embodiments, when the vehicle is in a regeneration state, determining the target speed based on the minimum permissible speed of the drive motor and a second threshold may include: when the vehicle is in a regeneration state and the gear parameter is forward, determining the target speed as the sum of the minimum permissible speed of the drive motor and the second threshold; when the vehicle is in a regeneration state and the gear parameter is reverse, determining the target speed as the difference between the negative of the minimum permissible speed of the drive motor and the second threshold; wherein the minimum permissible speed of the drive motor and the second threshold are greater than 0.

[0083] For example, when the vehicle is in regenerative braking mode and the gear is set to forward, the target speed can be determined as the sum of the minimum permissible speed of the drive motor and a second threshold. That is, target speed = minimum permissible speed of the drive motor + second threshold.

[0084] In another example, when the vehicle is in regenerative braking mode and the gear is in reverse, the target speed can be determined as the difference between the negative of the minimum permissible speed of the drive motor and the second threshold. That is, target speed = (-minimum permissible speed of the drive motor) - second threshold.

[0085] Using the aforementioned technical methods, when determining the target speed for a vehicle in regeneration mode, the vehicle's gear parameters also need to be considered. This allows for the determination of appropriate target speeds for different gears in regeneration mode, enabling effective control of the drive motor speed even when slippage occurs in different gears.

[0086] In some embodiments, the first threshold and the second threshold may be determined based on the following steps:

[0087] Step a1: During the test phase, the speed of the drive motor is controlled based on the set speed to obtain the control error.

[0088] Step a2: Determine the first threshold and the second threshold as the control error.

[0089] For example, the set rotational speed is V target The resulting control error is V error (V) error If the value is positive, then it can be explained that based on V target When controlling the speed of the drive motor, the speed of the drive motor will be within [V]. target -V error V target +V error It fluctuates within the range of ].

[0090] Therefore, the first threshold can be set to V. error In this way, during the process of controlling the drive motor speed based on the target speed, even if the drive motor speed fluctuates, the absolute value of the drive motor speed will not exceed the maximum allowable speed of the drive motor. Similarly, the second threshold can be set to V. error In this way, during the process of controlling the speed of the drive motor based on the target speed, even if the speed of the drive motor fluctuates, the absolute value of the speed of the drive motor will not be lower than the minimum allowable speed of the drive motor.

[0091] S104 controls the speed of the drive motor in the vehicle based on the target speed.

[0092] Once the target speed is determined, the speed of the drive motor in the vehicle can be controlled based on the target speed. For example, the speed of the drive motor can be controlled to the target speed.

[0093] As one approach, in order to control the speed of the drive motor to the target speed, the current corresponding to the speed of the drive motor when it reaches the target speed can be determined based on the relationship between the speed of the drive motor and the current. Then, this current can be output to the drive motor so that the drive motor can operate based on this current, thereby gradually bringing the speed of the drive motor closer to the target speed.

[0094] For example, when the drive motor's speed is the target speed, the corresponding current is I1. Therefore, a current I1 can be output to the drive motor so that it operates based on I1. As the drive motor operates based on I1, its speed will gradually approach the target speed.

[0095] It is understandable that changing the output torque of the drive motor will change its speed. For example, when the direction of the output torque is the same as the direction of rotation, the output torque and speed are positively correlated; when they are opposite, they are negatively correlated. Therefore, the drive motor's speed can be controlled to a target speed by controlling its output torque.

[0096] For example, if the target speed is V1 and the current drive motor speed is V2, then the target torque T can be calculated. target When the output torque of the drive motor is T target At this time, the speed of the drive motor can gradually approach V1 from V2. In this case, T can be output to the drive motor. target The corresponding current I target So that the drive motor is based on I target To carry out the work.

[0097] In some embodiments, during the process of controlling the speed of the drive motor based on the target speed, it should be ensured that the absolute value of the requested torque is greater than the absolute value of the output torque of the drive motor; that is, it should be ensured that |requested torque| > |output torque of the drive motor|. Here, "|requested torque|" represents the absolute value of the requested torque, and "|output torque of the drive motor|" represents the absolute value of the output torque of the drive motor.

[0098] In some embodiments, during the process of controlling the speed of the drive motor based on the target speed, it should also be ensured that the requested torque and the output torque of the drive motor have the same sign. For example, the requested torque and the output torque of the drive motor can both be positive or both be negative.

[0099] In some embodiments, the method may further include: when the vehicle is in a driving state, if the duration for which the drive motor continuously meets the first condition reaches a first duration, then stop controlling the speed of the drive motor based on the target speed; when the vehicle is in a regeneration state, if the duration for which the drive motor continuously meets the second condition reaches a second duration, then stop controlling the speed of the drive motor based on the target speed.

[0100] In some embodiments, the first duration and the second duration can be pre-calibrated / set values. The first duration and the second duration may be equal or unequal.

[0101] In some embodiments, the first condition may include: the absolute value of the rotational speed of the drive motor is less than the maximum permissible rotational speed of the drive motor, and / or, the difference between the absolute value of the requested torque and the absolute value of the output torque of the drive motor is less than a third threshold. In other words, the first condition may include the following conditions 11 and / or 12.

[0102] Condition 11: The absolute value of the drive motor's speed is less than the drive motor's maximum permissible speed. That is, |drive motor speed| < drive motor's maximum permissible speed.

[0103] For example, when the vehicle's gear is set to forward and the vehicle is in drive mode, condition 11 can be described as: the speed of the drive motor is less than the maximum permissible speed of the drive motor. Here, both the speed of the drive motor and the maximum permissible speed of the drive motor are positive values.

[0104] For example, when the vehicle's gear is reverse and the vehicle is in drive mode, condition 11 can be described as: the drive motor's speed > (- the drive motor's maximum permissible speed). Here, the drive motor's speed is a negative value, and the drive motor's maximum permissible speed is a positive value.

[0105] Condition 12: The difference between the absolute value of the requested torque and the absolute value of the output torque of the drive motor is less than the third threshold. That is, |requested torque| - |output torque of the drive motor| < the third threshold. In this embodiment, it is assumed that |requested torque| > |output torque of the drive motor|, and the requested torque and the output torque of the drive motor have the same sign.

[0106] For example, if the vehicle's gear is set to forward and the vehicle is in drive mode, condition 12 can be described as: Requested torque - output torque of the drive motor < third threshold. Here, both the requested torque and the output torque of the drive motor are positive values.

[0107] For example, when the vehicle's gear is reverse and the vehicle is in drive mode, condition 12 can be described as: the output torque of the drive motor - the requested torque < the third threshold. Here, both the requested torque and the output torque of the drive motor are negative values.

[0108] For a vehicle in a driving state, if the duration of continuously satisfying condition 11 and / or condition 12 reaches the first duration, it can be considered that the vehicle has escaped the slipping state. At this time, the control of the drive motor speed based on the target speed can be stopped, or in other words, the anti-slip control of the vehicle can be discontinued.

[0109] In some embodiments, the second condition may include: the absolute value of the rotational speed of the drive motor is greater than the minimum permissible rotational speed of the drive motor, and / or, the difference between the absolute value of the requested torque and the absolute value of the output torque of the drive motor is less than a fourth threshold. In other words, the second condition may include the following conditions 21 and / or 22.

[0110] Condition 21: The absolute value of the drive motor's speed is greater than the drive motor's minimum permissible speed. That is, |drive motor speed| > drive motor's minimum permissible speed.

[0111] For example, when the vehicle's gear is in forward gear and the vehicle is in regenerative braking mode, condition 21 can be described as: the speed of the drive motor > the minimum permissible speed of the drive motor. Here, both the speed of the drive motor and the minimum permissible speed of the drive motor are positive values.

[0112] For example, when the vehicle's gear is reverse and the vehicle is in regenerative braking mode, condition 21 can be described as: the speed of the drive motor < (- the minimum permissible speed of the drive motor). Here, the speed of the drive motor is a negative value, and the minimum permissible speed of the drive motor is a positive value.

[0113] Condition 22: The difference between the absolute value of the requested torque and the absolute value of the output torque of the drive motor is less than the fourth threshold. That is, |requested torque| - |output torque of the drive motor| < the fourth threshold. In this embodiment, it is assumed that |requested torque| > |output torque of the drive motor|, and the requested torque and the output torque of the drive motor have the same sign.

[0114] For example, when the vehicle's gear is in forward gear and the vehicle is in regenerative braking mode, condition 22 can be described as: the output torque of the drive motor - the requested torque < the fourth threshold. Here, both the requested torque and the output torque of the drive motor are negative values.

[0115] For example, when the vehicle's gear is reverse and the vehicle is in regenerative braking mode, condition 22 can be described as: Requested torque - output torque of the drive motor < fourth threshold. Here, both the requested torque and the output torque of the drive motor are positive values.

[0116] For a vehicle in the recovery state, if the duration of continuously meeting condition 21 and / or condition 22 reaches the second duration, it can be considered that the vehicle has escaped the slipping state. At this time, the control of the drive motor speed based on the target speed can be stopped, or in other words, the anti-slip control of the vehicle can be discontinued.

[0117] In some embodiments, the third and fourth thresholds can be pre-calibrated / set values. For example, the third and fourth thresholds can be positive values. The third and fourth thresholds can be equal or unequal.

[0118] In some embodiments, the third and fourth thresholds may be determined based on the following steps:

[0119] Step b1: During the testing phase, with the vehicle on a high-friction surface, adjust the output torque of the drive motor to bring its speed to the target speed. Assume the output torque of the drive motor is adjusted to T. target At that time, the drive motor speed can reach the target speed.

[0120] Step b2: Calculate the absolute value of the requested torque and T target The difference between the absolute values ​​is used as the third and fourth thresholds.

[0121] Thus, during the process of controlling the speed of the drive motor based on the target speed, if the difference between the absolute value of the requested torque and the absolute value of the output torque of the drive motor is less than the third threshold / fourth threshold, it can be said that the vehicle has traveled to a high-friction surface.

[0122] Through the aforementioned technical means, for vehicles in different driving states, it is possible to determine whether to stop controlling the speed of the drive motor based on the target speed according to different judgment conditions, thus adapting to different application scenarios. Furthermore, in the first and second conditions, it is possible to determine whether the vehicle has left the slippery surface through torque relationships (for example, if condition 12 or condition 22 is met, then the vehicle can be considered to have left the slippery surface), and also to determine whether the vehicle has truly escaped the slippery state through the speed of the drive motor. This avoids the situation where the vehicle abnormally exits anti-slip control while slipping, improving the stability of anti-slip control.

[0123] In some embodiments, the vehicle may include a first drive motor and a second drive motor on the same axis. The method may further include: obtaining the output torque of the first drive motor and the torque of the second drive motor; if the output torque of the first drive motor is greater than the output torque of the second drive motor, and if the output torque of the first drive motor is greater than a first torque, then adjusting the output torque of the first drive motor to within the first torque, wherein the first torque is the sum of the output torque of the second drive motor and a fifth threshold; if the output torque of the second drive motor is greater than the output torque of the first drive motor, and if the output torque of the second drive motor is greater than a second torque, then adjusting the output torque of the second drive motor to within the second torque, wherein the second torque is the sum of the output torque of the first drive motor and a fifth threshold.

[0124] For example, assuming the output torque of the first drive motor is T1 and the output torque of the second drive motor is T2, then there are two cases: Case 1 and Case 2.

[0125] Case 1: T1 > T2. In this case, the first torque = T2 + the fifth threshold. That is, if T1 > T2 + the fifth threshold, then T1 can be adjusted so that the adjusted T1 ≤ T2 + the fifth threshold.

[0126] Case 2: T2 > T1. In this case, the second torque = T1 + the fifth threshold. That is, if T2 > T1 + the fifth threshold, then T2 can be adjusted so that the adjusted T2 ≤ T1 + the fifth threshold.

[0127] It is understandable that during the process of controlling the speeds of the first and second drive motors based on the target speed, the output torques of the first and second drive motors may differ significantly, leading to vehicle yaw. The aforementioned technical means can limit the difference between the output torques of the first and second drive motors to within a fifth threshold, thereby preventing vehicle yaw caused by excessive differences in the output torques of the two coaxial drive motors.

[0128] In some embodiments, the fifth threshold may be determined based on the following steps:

[0129] Step c1: During the testing phase, gradually increase the difference in output torque between the two coaxial drive motors until the vehicle exhibits yaw. Assume this difference is T. error At that moment, the vehicle began to sway sideways.

[0130] Step c2: Determine the fifth threshold as T error .

[0131] According to step c1, if the difference in output torque between the two coaxial drive motors reaches T... error This will cause the vehicle to yaw. Therefore, to avoid vehicle yaw, the difference in output torque between the two coaxial drive motors can be limited to T. error Within. Therefore, the fifth threshold can be determined as T. error .

[0132] In some embodiments, the method can be applied to a motor controller in a vehicle. In this case, the schemes described in S101 to S104 above can be executed by the motor controller.

[0133] The above text combined Figure 1 This application introduces a vehicle control method provided by an embodiment of the present application. To facilitate understanding of the embodiments of the present application, the vehicle control method provided by the embodiments of the present application will be described in detail below in conjunction with specific application scenarios.

[0134] This application provides an anti-slip strategy based on the vehicle controller sending the upper and lower speed limits of the drive motor, and the motor controller completing operations such as slippage state recognition, control mode switching, and exit logic judgment. This strategy can speed up the response speed of anti-slip control, optimize the exit strategy of anti-slip control, and increase the coverage of anti-slip control for vehicle application scenarios and different power configuration models.

[0135] For example, the technical solution of this application embodiment may include the following steps 1 to 3.

[0136] Step 1: The motor controller receives the following parameters from the vehicle controller: the maximum permissible speed of the drive motor (referred to as the drive motor maximum speed), the minimum permissible speed of the drive motor (referred to as the drive motor minimum speed), the vehicle's gear parameters (referred to as gear parameters), and the requested torque from the vehicle controller (referred to as requested torque). After receiving these parameters, the motor controller can determine whether the vehicle is in drive mode or regenerative braking mode by identifying the positive or negative sign of the gear parameters and the requested torque.

[0137] In one implementation, the vehicle is determined to be in a driving state when the gear parameter is forward and the requested torque is greater than 0, or when the gear parameter is reverse and the requested torque is less than 0. In this case, if the motor controller detects that the |actual speed of the drive motor| is greater than the maximum speed of the drive motor, the vehicle is considered to be in a driving slippage state. Here, "|actual speed of the drive motor|" represents the absolute value of the actual speed of the drive motor.

[0138] In one implementation, the vehicle is determined to be in a regeneration state when the gear parameter is a forward gear and the requested torque is less than 0, or when the gear parameter is a reverse gear and the requested torque is greater than 0. In this case, if the motor controller detects that the actual speed of the drive motor is less than the minimum speed of the drive motor, the vehicle is considered to be in a regeneration slippage state.

[0139] Step 2: When the motor controller detects that the vehicle is in a slipping state (such as drive slipping / recovery slipping), it can actively switch the control mode to the speed control mode and control the speed at the target speed (a calibrable value related to the maximum / minimum speed of the drive motor). This speed control mode can also be called the anti-slip control mode.

[0140] According to the method of this embodiment, both the slippage recognition logic and the control mode switching logic can be integrated into the motor controller. It is understood that if the slippage recognition logic and the control mode switching logic are implemented in different units, back-and-forth information exchange between these units is required. The method of this embodiment avoids this back-and-forth information exchange between the motor controller and other units, thereby improving the speed of slippage state recognition, shortening the response time of anti-slip control, and significantly improving anti-slip performance. Furthermore, the above design recognizes slippage in different drive / regenerative states under different gears, improving the coverage of anti-slip control in various application scenarios.

[0141] For example, after switching the control mode to speed control mode, the system will continue to operate in speed control mode until the anti-slip control exit condition (i.e., the exit condition for speed control mode) is met. In speed control mode, the torque output by the motor controller will not exceed the requested torque of the vehicle controller. If the vehicle is in a regenerative braking slippage state, the torque output by the motor controller should also have the same sign as the requested torque of the vehicle controller and should not cross zero.

[0142] Step 3: Exit the speed control mode if the anti-slip control exit conditions are met.

[0143] In one implementation, the anti-slip control exit condition corresponding to the drive slippage state may include: |the actual speed of the drive motor| is less than the maximum speed of the drive motor, and the difference between |the requested torque| and |the output torque of the drive motor| is within a certain range (calibration value, which can be calibrated based on actual vehicle testing). Here, "|the requested torque|" represents the absolute value of the requested torque; "|the output torque of the drive motor|" represents the absolute value of the output torque of the drive motor.

[0144] In one implementation, the anti-slip control exit condition corresponding to the recovery slip state may include: the actual speed of the drive motor is greater than the minimum speed of the drive motor, and the difference between the requested torque and the output torque of the drive motor is within a certain range (calibration value, calibrated based on actual vehicle testing).

[0145] In some embodiments, when the motor controller determines that the anti-slip control exit condition is met, to prevent state rebound, the speed control mode may be exited after a certain confirmation time (calibrated value, which can be determined based on actual vehicle testing). In some embodiments, if the anti-slip control exit condition is not met for a long time (calibrated value, which can be determined based on actual vehicle testing), the speed control mode will be forcibly exited to satisfy the driver's driving intention.

[0146] After exiting the speed control mode, the motor controller can switch to torque control mode internally, and transition the drive motor's output torque from the speed control torque of the last cycle to the torque requested by the vehicle controller at a certain slope. This completes the anti-slip control. The speed control torque of the last cycle can also be understood as the drive motor's output torque during the last control cycle of the speed control mode.

[0147] According to the method of this embodiment, the anti-slip control exit condition not only determines the relationship between the actual speed of the drive motor and the maximum / minimum speed of the drive motor, but also determines the relationship between the output torque of the drive motor and the requested torque. In this way, it can determine whether the vehicle has left the slippery surface from the torque relationship, and whether the vehicle has truly escaped the slippery state from the relationship between the actual speed of the drive motor and the maximum / minimum speed of the drive motor. This avoids abnormal exit of anti-slip control during slippage, improving the stability of the anti-slip control.

[0148] Furthermore, considering the actual application of distributed electric drive in vehicles, this application provides a special strategy for distributed electric drive. For example, when wheels associated with two coaxial drive motors in a distributed electric drive simultaneously slip, both motors may be under anti-slip control. In this case, if the output torque difference between the two motors is too large, it will cause the vehicle to yaw. To avoid this problem, the difference in output torque between the two motors can be limited. For example, when both motors are under anti-slip control simultaneously, the output torque of the two motors can be compared. Then, a limit torque (obtained from a table based on the average speed of the two motors and calibrated) can be added to the smaller torque as the upper limit of the output torque of the other motor, thereby limiting the upper limit of the torque of the motor with the larger output torque. According to this scheme, vehicle yaw caused by a large torque difference when two coaxial drive motors in a distributed electric drive are under anti-slip control simultaneously can be effectively prevented.

[0149] The method of this embodiment adds a torque linkage strategy for distributed electric drive vehicles, which fully ensures the stable operation of the vehicle and improves the reliability of anti-skid control.

[0150] The solutions of the embodiments of this application will be described in detail below.

[0151] This application provides a vehicle control system applicable to the entire vehicle environment. For example... Figure 2 As shown, the vehicle control system 200 may include: a motor controller 11, a drive motor 12, a vehicle controller 13, a slope sensor 14, and an accelerator / brake pedal 15. The motor controller 11 may include an anti-slip control module 16.

[0152] For example, the motor controller 11 can be used to perform anti-slip control, including slippage state judgment, target speed calculation, speed closed-loop adjustment, and anti-slip control exit. The drive motor 12 can be used to perform anti-slip control torque output and motor speed signal feedback. The vehicle controller 13 can be used to calculate the maximum / minimum speed of the drive motor (both positive values) that conforms to the current normal driving state of the vehicle based on the slope sensor 14 and the accelerator / brake pedal 15, and send it to the motor controller 11 along with the vehicle's gear parameters and requested torque.

[0153] This application provides a vehicle control method, such as... Figure 3 As shown, the method may include:

[0154] S301, obtain the maximum / minimum speed of the drive motor, the requested torque, the gear parameters, the actual speed of the drive motor, and the output torque of the drive motor.

[0155] In this step, the motor controller 11 can obtain the maximum / minimum speed, requested torque, and gear parameters of the drive motor sent by the vehicle controller 13 through the vehicle network. It can also obtain the resolver signal from the drive motor 12 and parse it into a speed signal. At the same time, the motor controller 11 can estimate the current output torque of the drive motor through its own algorithm. The purpose of this step is to prepare input parameters for anti-slip control.

[0156] S302 determines the vehicle's driving status based on the requested torque and the vehicle's gear parameters.

[0157] After receiving relevant parameters, the motor controller 11 can determine the vehicle's driving status to subsequently determine the vehicle's slippage status. The process for determining the vehicle's driving status is as follows: Figure 4 As shown, the steps are as follows:

[0158] S401 determines whether the gear parameter is forward or reverse.

[0159] In this step, the motor controller 11 can determine whether the gear parameter sent by the vehicle controller 13 is a forward gear or a reverse gear. If the gear parameter is a forward gear, then S402 is executed; if the gear parameter is a reverse gear, then S405 is executed.

[0160] S402 determines the sign of the requested torque.

[0161] If the gear parameter is forward, the motor controller 11 can further determine whether the requested torque sent by the vehicle controller 13 is greater than 0 or less than 0. If the requested torque is greater than 0 (that is, the requested torque is positive), then S403 is executed; if the requested torque is less than 0 (that is, the requested torque is negative), then S404 is executed.

[0162] S403, the vehicle's driving status is determined to be in drive mode.

[0163] If the requested torque is greater than 0, the motor controller 11 can determine that the vehicle is in a driving state.

[0164] S404, the vehicle's driving status is determined to be in recovery mode.

[0165] If the requested torque is less than 0, the motor controller 11 can determine that the vehicle's driving state is a recovery state.

[0166] S405 determines the sign of the requested torque.

[0167] If the gear parameter is reverse gear, the motor controller 11 can further determine whether the requested torque sent by the vehicle controller 13 is greater than 0 or less than 0. If the requested torque is greater than 0 (that is, the requested torque is positive), then S406 is executed; if the requested torque is less than 0 (that is, the requested torque is negative), then S407 is executed.

[0168] S406, the vehicle's driving status is determined to be in recovery mode.

[0169] If the requested torque is greater than 0, the motor controller 11 can determine that the vehicle's driving state is a recovery state.

[0170] S407, the vehicle's driving status is determined to be in drive mode.

[0171] If the requested torque is less than 0, the motor controller 11 can determine that the vehicle is in a driving state.

[0172] S303 determines the vehicle slippage state based on the maximum / minimum speed of the drive motor and the actual speed of the drive motor, and calculates the target speed required for the speed control mode.

[0173] After determining the vehicle's driving state, the motor controller 11 can determine whether the vehicle is slipping based on the maximum / minimum speed of the drive motor sent by the vehicle controller 13 and the actual speed of the drive motor itself, and calculate the target speed required for the speed control mode. The specific process is as follows: Figure 4 As shown, the steps are as follows:

[0174] S408: If the actual speed of the drive motor is greater than the maximum speed of the drive motor, the vehicle is determined to be in a slipping state.

[0175] If the vehicle is in forward gear and in driving mode, and the actual speed of the drive motor is greater than the maximum speed of the drive motor, the motor controller 11 can determine that the vehicle is in a slipping state (drive slipping state).

[0176] S409, calculate the target speed based on the maximum speed of the drive motor and the first threshold.

[0177] When the vehicle's gear is set to forward and the vehicle is in drive mode, the motor controller 11 can calculate the target speed based on the maximum speed of the drive motor and a first threshold. For example, the target speed = maximum speed of the drive motor - first threshold. The first threshold can be a calibrated positive value.

[0178] S410: If the actual speed of the drive motor is less than the minimum speed of the drive motor, then the vehicle is determined to be in a slipping state.

[0179] If the vehicle is in forward gear and in regenerative braking mode, and the actual speed of the drive motor is less than the minimum speed of the drive motor, the motor controller 11 can determine that the vehicle is in a slipping state (regenerative braking slipping state).

[0180] S411, calculate the target speed based on the minimum speed of the drive motor and the second threshold.

[0181] When the vehicle is in drive and in regenerative braking mode, the motor controller 11 can calculate the target speed based on the minimum speed of the drive motor and a second threshold. For example, the target speed = minimum speed of the drive motor + second threshold. The second threshold can be a calibrated positive value.

[0182] S412, if the actual speed of the drive motor is greater than (-minimum speed of the drive motor), then the vehicle is determined to be in a slipping state.

[0183] When the vehicle's gear is reverse and the vehicle is in regenerative braking mode, if the actual speed of the drive motor is greater than (-minimum speed of the drive motor), the motor controller 11 can determine that the vehicle is in a slipping state (regenerative braking slipping state).

[0184] S413, calculate the target speed based on the minimum speed of the drive motor and the second threshold.

[0185] When the vehicle is in reverse gear and in regenerative braking mode, the motor controller 11 can calculate the target speed based on the minimum speed of the drive motor and a second threshold. For example, the target speed = (-minimum speed of the drive motor) - second threshold. The second threshold can be a calibrated positive value.

[0186] S414, if the actual speed of the drive motor is less than (-maximum speed of the drive motor), then the vehicle is determined to be in a slipping state.

[0187] When the vehicle's gear parameter is reverse and the vehicle's driving state is driving, if the actual speed of the drive motor is less than (-maximum speed of the drive motor), the motor controller 11 can determine that the vehicle is in a slipping state (drive slipping state).

[0188] S415, calculate the target speed based on the maximum speed of the drive motor and the first threshold.

[0189] When the vehicle's gear is set to reverse and the vehicle is in drive mode, the motor controller 11 can calculate the target speed based on the maximum speed of the drive motor and a first threshold. For example, the target speed = (-maximum speed of the drive motor) + first threshold. The first threshold can be a calibrated positive value.

[0190] S304: When the vehicle is slipping, switch to speed control mode for anti-slip control.

[0191] When the motor controller 11 detects that the vehicle is slipping and receives the maximum / minimum speed of the drive motor, the motor controller 11 can switch from the torque controller mode (which controls according to the requested torque sent by the vehicle controller 13) to the speed control mode for anti-slip control.

[0192] In speed control mode, the motor controller 11 can perform closed-loop control of the drive motor speed according to the target speed calculated above, so as to make the vehicle get out of the slippage state.

[0193] It should be noted that the mode switching of the motor controller 11 can be completed within 1ms, and when the vehicle slips, the speed of the drive motor changes very rapidly, currently measured at 250rpm / 10ms. To address this, the motor controller 11 can use a 100µs calculation period to analyze the drive motor speed, constantly collecting changes in the drive motor speed. Simultaneously, when performing anti-slip control, the motor controller 11 can use a 1ms period for closed-loop speed adjustment. Therefore, the solution in this embodiment achieves advantages such as rapid identification, timely response, and accurate control.

[0194] S305, determine whether the vehicle's electric drive type is a distributed electric drive.

[0195] When the motor controller 11 performs anti-slip control, it can determine the electric drive type of the vehicle.

[0196] For example, if the motor controller 11 recognizes the parameter "0x0", it can determine that the electric drive type of the vehicle is a centralized electric drive; if the motor controller 11 recognizes the parameter "0x1", it can determine that the electric drive type of the vehicle is a distributed electric drive.

[0197] Furthermore, if the vehicle's electric drive type is centralized electric drive, then S307 can be executed; if the vehicle's electric drive type is distributed electric drive, then S306 can be executed.

[0198] S306 performs linkage between the output torques of two coaxial drive motors.

[0199] If the vehicle's electric drive type is a distributed electric drive, the motor controller 11 can monitor whether both wheels associated with the two coaxial drive motors are slipping, and anti-slip control is required. If so, to prevent the output torque of the two coaxial drive motors from differing too much, which could cause the vehicle to yaw, a linkage between the output torques of the two coaxial drive motors can be implemented. The linkage scheme is as follows: Figure 5 As shown, the steps are as follows:

[0200] S501 provides anti-slip control for two coaxial drive motors.

[0201] In this step, the motor controller 11 can identify whether both wheels associated with the two coaxial drive motors are in a slipping state. If it is detected that both wheels associated with the two coaxial drive motors are in a slipping state, anti-slip control can be performed simultaneously for both coaxial drive motors.

[0202] The S502 monitors the output torque of two coaxial drive motors in real time and compares the magnitudes of the two output torques.

[0203] After both coaxial drive motors (denoted as M1 and M2 respectively) trigger anti-slip control, the motor controller 11 can monitor the output torques T1 and T2 of the two coaxial drive motors M1 and M2 in real time and compare the magnitudes of T1 and T2.

[0204] S503 limits the output torque of drive motors with high output torque.

[0205] For example, if the output torque T1 of drive motor M1 is small, the motor controller 11 can limit the upper limit of the output torque of drive motor M2 to [T1 + fifth threshold (calibrated value)]; if the output torque T2 of drive motor M2 is small, the motor controller 11 can limit the upper limit of the output torque of drive motor M1 to [T2 + fifth threshold (calibrated value)]. When one drive motor exits the anti-slip control, the linkage strategy can exit simultaneously.

[0206] S307 exits the speed control mode when the anti-slip control exit conditions are met.

[0207] After the control mode of the motor controller 11 is switched to the speed control mode, the motor controller 11 can monitor the relationship between the maximum / minimum speed of the drive motor, the actual speed of the drive motor, the requested torque, and the output torque of the drive motor in real time, so as to quickly exit the anti-slip control after the vehicle is out of the slipping state.

[0208] For example, the anti-slip control disengagement process corresponding to forward gear is as follows: Figure 6 As shown, the steps are as follows:

[0209] S601 performs anti-slip control when the vehicle's gear position is forward.

[0210] If the motor controller 11 detects that the vehicle is slipping when the vehicle is in forward gear, it can switch the control mode to speed control mode to perform anti-slip control.

[0211] S602 monitors the actual speed of the drive motor, the maximum / minimum speed of the drive motor, the output torque of the drive motor, and the requested torque.

[0212] After the control mode of the motor controller 11 is switched to the speed control mode, the motor controller 11 can monitor the actual speed of the drive motor, the maximum / minimum speed of the drive motor, the output torque of the drive motor, and the requested torque in real time.

[0213] S603 determines whether the duration of anti-slip control exceeds the preset duration.

[0214] In this step, the motor controller 11 can determine whether the duration of the current anti-slip control (i.e., the duration of entering the speed control mode) exceeds the preset duration. The preset duration can be a calibrated value.

[0215] If the duration of this anti-slip control exceeds the preset duration, then execute S607; if the duration of this anti-slip control does not exceed the preset duration, then execute S604.

[0216] S604 determines whether the vehicle is in drive mode or regeneration mode.

[0217] In this step, the motor controller 11 can determine whether the vehicle is in a driving state or a regeneration state. If the vehicle is in a driving state, S605 is executed; if the vehicle is in a regeneration state, S606 is executed.

[0218] S605, determine whether the anti-slip control exit condition corresponding to the drive state is met.

[0219] If the vehicle is in a driving state, the motor controller 11 can determine whether the anti-slip control exit condition corresponding to the driving state is met. If the anti-slip control exit condition corresponding to the driving state is met, then S607 is executed; if the anti-slip control exit condition corresponding to the driving state is not met, then return to S602.

[0220] For example, when the vehicle's gear parameter is forward, the anti-slip control exit condition corresponding to the driving state is: both condition a1 and condition a2 are satisfied at the same time, and the duration reaches the first duration (calibrated value).

[0221] Among them, condition a1 is: the actual speed of the drive motor < the maximum speed of the drive motor; condition a2 is: the requested torque - the third threshold (calibrated value) < the output torque of the drive motor.

[0222] S606, determine whether the anti-slip control exit condition corresponding to the recycling state is met.

[0223] If the vehicle is in a retraction state, the motor controller 11 can determine whether the anti-skid control exit condition corresponding to the retraction state is met. If the anti-skid control exit condition corresponding to the retraction state is met, then S607 is executed; if the anti-skid control exit condition corresponding to the retraction state is not met, then the process returns to S602.

[0224] For example, when the vehicle's gear parameter is forward, the anti-slip control exit condition corresponding to the recovery state is: both condition b1 and condition b2 are met simultaneously, and the duration reaches the second duration (calibrated value).

[0225] Among them, condition b1 is: the actual speed of the drive motor > the minimum speed of the drive motor; condition b2 is: the requested torque + the fourth threshold (calibrated value) > the output torque of the drive motor.

[0226] S607 switches the control mode from speed control mode to torque control mode.

[0227] In this step, the motor controller 11 can switch the control mode from speed control mode to torque control mode, and can transition the output torque of the drive motor from the speed control torque of the last cycle to the torque requested by the vehicle controller at a certain slope. The speed control torque of the last cycle can also be understood as the output torque of the drive motor in the last control cycle of the speed control mode.

[0228] For example, the anti-slip control disengagement process corresponding to reverse gear is as follows: Figure 7 As shown, the steps are as follows:

[0229] S701 performs anti-slip control when the vehicle's gear is in reverse.

[0230] When the vehicle's gear is in reverse, if the motor controller 11 detects that the vehicle is slipping, it can switch the control mode to speed control mode for anti-slip control.

[0231] S702 monitors the actual speed of the drive motor, the maximum / minimum speed of the drive motor, the output torque of the drive motor, and the requested torque.

[0232] After the control mode of the motor controller 11 is switched to the speed control mode, the motor controller 11 can monitor the actual speed of the drive motor, the maximum / minimum speed of the drive motor, the output torque of the drive motor, and the requested torque in real time.

[0233] S703 determines whether the duration of anti-slip control exceeds the preset duration.

[0234] In this step, the motor controller 11 can determine whether the duration of the current anti-slip control (i.e., the duration of entering the speed control mode) exceeds the preset duration. The preset duration can be a calibrated value.

[0235] If the duration of this anti-slip control exceeds the preset duration, then execute S707; if the duration of this anti-slip control does not exceed the preset duration, then execute S704.

[0236] S704 determines whether the vehicle is in driving mode or regeneration mode.

[0237] In this step, the motor controller 11 can determine whether the vehicle is in a driving state or a regeneration state. If the vehicle is in a driving state, S705 is executed; if the vehicle is in a regeneration state, S706 is executed.

[0238] S705, determine whether the anti-slip control exit condition corresponding to the drive state is met.

[0239] If the vehicle is in a driving state, the motor controller 11 can determine whether the anti-slip control exit condition corresponding to the driving state is met. If the anti-slip control exit condition corresponding to the driving state is met, then S707 is executed; if the anti-slip control exit condition corresponding to the driving state is not met, then the process returns to S702.

[0240] For example, when the vehicle's gear parameter is reverse gear, the anti-slip control exit condition corresponding to the driving state is: both condition c1 and condition c2 are satisfied at the same time, and the duration reaches the first duration (calibrated value).

[0241] Among them, condition c1 is: the actual speed of the drive motor > (- the maximum speed of the drive motor); condition c2 is: the requested torque + the third threshold (calibrated value) > the output torque of the drive motor.

[0242] S706, determine whether the anti-slip control exit condition corresponding to the recycling state is met.

[0243] If the vehicle is in a retraction state, the motor controller 11 can determine whether the anti-skid control exit condition corresponding to the retraction state is met. If the anti-skid control exit condition corresponding to the retraction state is met, then S707 is executed; if the anti-skid control exit condition corresponding to the retraction state is not met, then the process returns to S702.

[0244] For example, when the vehicle's gear parameter is reverse gear, the anti-slip control exit condition corresponding to the recovery state is: both condition d1 and condition d2 are satisfied at the same time, and the duration reaches the second duration (calibrated value).

[0245] Among them, condition d1 is: the actual speed of the drive motor < (-minimum speed of the drive motor); condition d2 is: requested torque - fourth threshold (calibrated value) < output torque of the drive motor.

[0246] S707 switches the control mode from speed control mode to torque control mode.

[0247] In this step, the motor controller 11 can switch the control mode from speed control mode to torque control mode, and can transition the output torque of the drive motor from the speed control torque of the last cycle to the torque requested by the vehicle controller at a certain slope. The speed control torque of the last cycle can also be understood as the output torque of the drive motor in the last control cycle of the speed control mode.

[0248] Thus, the motor controller 11 has completed an effective vehicle anti-skid control.

[0249] This application provides a vehicle control device, such as... Figure 8 As shown, the vehicle control device 800 may include:

[0250] The first acquisition unit 810 is used to acquire the vehicle's gear parameters and requested torque;

[0251] The first determining unit 820 is used to determine whether the vehicle's driving state is a driving state or a regenerative braking state based on the gear parameters and the requested torque.

[0252] The second determining unit 830 is used to determine the target speed based on the vehicle's driving state when the vehicle slips.

[0253] Control unit 840 is used to control the speed of the drive motor in the vehicle based on a target speed.

[0254] In some embodiments, the second determining unit 830 includes:

[0255] The first determining subunit is used to determine the target speed based on the maximum allowable speed of the drive motor and a first threshold when the vehicle is in a driving state.

[0256] The second determining subunit is used to determine the target speed based on the minimum allowable speed of the drive motor and a second threshold when the vehicle is in a regeneration state.

[0257] In some embodiments, the first determining subunit is specifically used for:

[0258] When the vehicle is in driving mode and the gear parameter is forward, the target speed is determined as: the difference between the maximum allowable speed of the drive motor and the first threshold.

[0259] When the vehicle is in driving mode and the gear parameter is reverse, the target speed is determined as: the sum of the negative of the maximum allowable speed of the drive motor and the first threshold.

[0260] Among them, the maximum allowable speed of the drive motor and the first threshold are greater than 0.

[0261] In some embodiments, the second determining subunit is specifically used for:

[0262] When the vehicle is in regenerative braking mode and the gear is in forward gear, the target speed is determined as the sum of the minimum allowable speed of the drive motor and the second threshold.

[0263] When the vehicle is in regenerative braking mode and the gear is reverse, the target speed is determined as the difference between the negative of the minimum allowable speed of the drive motor and the second threshold.

[0264] Among them, the minimum allowable speed of the drive motor and the second threshold are greater than 0.

[0265] In some embodiments, the control unit 840 is further configured to:

[0266] When the vehicle is in driving mode, if the drive motor continuously meets the first condition for a duration of a first duration, then the control of the drive motor speed based on the target speed will stop.

[0267] When the vehicle is in a regeneration state, if the drive motor continuously meets the second condition for a duration of the second duration, then the control of the drive motor speed based on the target speed will stop.

[0268] The first condition includes: the absolute value of the rotational speed of the drive motor is less than the maximum permissible rotational speed of the drive motor, and / or the difference between the absolute value of the requested torque and the absolute value of the output torque of the drive motor is less than the third threshold.

[0269] The second condition includes: the absolute value of the drive motor's rotational speed is greater than the minimum permissible rotational speed of the drive motor, and / or the difference between the absolute value of the requested torque and the absolute value of the drive motor's output torque is less than the fourth threshold.

[0270] In some embodiments, the first determining unit 820 is specifically used for:

[0271] When the gear parameter is forward and the requested torque is greater than 0, or when the gear parameter is reverse and the requested torque is less than 0, the vehicle's driving state is determined to be in drive state.

[0272] If the gear parameter is forward and the requested torque is less than 0, or if the gear parameter is reverse and the requested torque is greater than 0, the vehicle's driving state is determined to be in regeneration state.

[0273] In some embodiments, the vehicle control device 800 further includes a third determining unit, the third determining unit being configured to:

[0274] If the absolute value of the drive motor's speed is greater than the maximum allowable speed of the drive motor when the vehicle is in driving mode, then the vehicle is considered to be slipping.

[0275] If the absolute value of the drive motor's speed is less than the minimum permissible speed of the drive motor when the vehicle is in a regenerative braking state, then the vehicle is considered to be slipping.

[0276] In some embodiments, the vehicle includes a coaxial first drive motor and a second drive motor, and the vehicle control device 800 further includes:

[0277] The second acquisition unit is used to acquire the output torque of the first drive motor and the torque of the second drive motor;

[0278] The first adjustment unit is used to adjust the output torque of the first drive motor to within the first torque if the output torque of the first drive motor is greater than the output torque of the second drive motor. The first torque is the sum of the output torque of the second drive motor and the fifth threshold.

[0279] The second adjustment unit is used to adjust the output torque of the second drive motor to within the second torque if the output torque of the second drive motor is greater than the output torque of the first drive motor. The second torque is the sum of the output torque of the first drive motor and the fifth threshold.

[0280] The descriptions of the apparatus embodiments above are similar to those of the method embodiments above, and have similar beneficial effects. In some embodiments, the functions or modules included in the apparatus provided in this application can be used to perform the methods described in the method embodiments above. For technical details not disclosed in the apparatus embodiments of this application, please refer to the descriptions of the method embodiments of this application for understanding.

[0281] It should be noted that, in the embodiments of this application, if the above-described methods are implemented as software functional modules and sold or used as independent products, they can also be stored in a computer-readable storage medium. Based on this understanding, the technical solutions of the embodiments of this application, or the parts that contribute to related technologies, can be embodied in the form of a software product. This software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), magnetic disks, or optical disks. Thus, the embodiments of this application are not limited to any specific hardware, software, or firmware, or any combination of hardware, software, and firmware.

[0282] This application also provides a vehicle control device, including a memory and a processor. The memory stores a computer program that can run on the processor. When the processor executes the program, it implements some or all of the steps in the above-described method.

[0283] This application also provides a chip. The chip includes a processor for retrieving and running a computer program from a memory, causing a device equipped with the chip to perform some or all of the steps in the above-described method.

[0284] This application also provides a computer-readable storage medium storing a computer program thereon, which, when executed by a processor, implements some or all of the steps in the above-described method. The computer-readable storage medium may be transient or non-transient.

[0285] This application also provides a computer program including computer-readable code, wherein when the computer-readable code is running in a device (such as a vehicle control device), a processor in the device performs some or all of the steps in the above method.

[0286] This application also provides a computer program product, which includes a non-transitory computer-readable storage medium storing a computer program. When the computer program is read and executed by a computer, it implements some or all of the steps in the above-described method. This computer program product can be implemented specifically through hardware, software, or a combination thereof. In some embodiments, the computer program product is specifically embodied as a computer storage medium; in other embodiments, the computer program product is specifically embodied as a software product, such as a software development kit (SDK), etc.

[0287] It should be noted that the descriptions of the various embodiments above tend to emphasize the differences between them, while their similarities or commonalities can be referred to interchangeably. The descriptions of the above embodiments of the device, chip, storage medium, computer program, and computer program product are similar to the descriptions of the above method embodiments and have similar beneficial effects. For technical details not disclosed in the embodiments of the device, storage medium, computer program, and computer program product of this application, please refer to the descriptions of the method embodiments of this application for understanding.

[0288] This application also provides a vehicle control device, such as... Figure 9 As shown, the vehicle control device 900 includes a processor 910, which can call and run computer programs from memory to implement the methods in the embodiments of this application.

[0289] In some embodiments, such as Figure 9 As shown, the vehicle control device 900 may further include a memory 920. The processor 910 can call and run computer programs from the memory 920 to implement the methods in the embodiments of this application. The memory 920 may be a separate device independent of the processor 910, or it may be integrated into the processor 910.

[0290] In some embodiments, such as Figure 9 As shown, the vehicle control device 900 may further include a transceiver 930, which the processor 910 can control to communicate with other devices. Specifically, it can send information or data to other devices or receive information or data sent by other devices. The transceiver 930 may include a transmitter and a receiver. The transceiver 930 may further include an antenna, and the number of antennas may be one or more.

[0291] It should be understood that the terms "one embodiment," "an embodiment," or "some embodiments" used throughout the specification mean that a specific feature, structure, or characteristic related to an embodiment is included in at least one embodiment of this application. Therefore, the phrases "in one embodiment," "in one embodiment," or "in some embodiments" appearing throughout the specification do not necessarily refer to the same embodiment. Furthermore, these specific features, structures, or characteristics can be combined in any suitable manner in one or more embodiments. It should be understood that in the various embodiments of this application, the sequence numbers of the above steps / processes do not imply a sequential order of execution; the execution order of each step / process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of this application. The sequence numbers of the above embodiments of this application are merely descriptive and do not represent the superiority or inferiority of the embodiments.

[0292] It should be noted that, in this document, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.

[0293] In the several embodiments provided in this application, it should be understood that the disclosed devices and methods can be implemented in other ways. The device embodiments described above are merely illustrative. For example, the division of units or modules is only a logical functional division, and in actual implementation, there may be other division methods, such as: multiple units or components can be combined, or integrated into another system, or some features can be ignored or not executed. In addition, the coupling, direct coupling, or communication connection between the various components shown or discussed can be through some interfaces, and the indirect coupling or communication connection between devices or units can be electrical, mechanical, or other forms.

[0294] The units described above as separate components may or may not be physically separate. The components shown as units may or may not be physical units. They may be located in one place or distributed across multiple network units. Some or all of the units may be selected to achieve the purpose of this embodiment according to actual needs.

[0295] In addition, each functional unit in the various embodiments of this application can be integrated into one processing unit, or each unit can be a separate unit, or two or more units can be integrated into one unit; the integrated unit can be implemented in hardware or in the form of hardware plus software functional units.

[0296] Those skilled in the art will understand that all or part of the steps of the above method embodiments can be implemented by hardware related to program instructions. The aforementioned program can be stored in a computer-readable storage medium. When the program is executed, it performs the steps of the above method embodiments. The aforementioned storage medium includes various media that can store program code, such as mobile storage devices, read-only memory (ROM), magnetic disks, or optical disks.

[0297] Alternatively, if the integrated units described above are implemented as software functional modules and sold or used as independent products, they can also be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, or the part that contributes to related technologies, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as mobile storage devices, ROM, magnetic disks, or optical disks.

[0298] The above description is merely an embodiment of this application, but the scope of protection of this application is not limited thereto. Any changes or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application.

Claims

1. A vehicle control method, characterized in that, The vehicle control method includes: Obtain the vehicle's gear parameters and requested torque; Based on the gear parameters and the requested torque, the vehicle's driving state is determined to be either a driving state or a regenerative braking state. In the event of vehicle slippage, a target rotational speed is determined based on the vehicle's driving state. The rotational speed of the drive motor in the vehicle is controlled based on the target rotational speed; The step of determining the target rotational speed based on the vehicle's driving state includes: When the vehicle is in driving mode and the gear parameter is forward, the target speed is determined as: the difference between the maximum allowable speed of the drive motor and a first threshold. When the vehicle is in driving mode and the gear parameter is reverse gear, the target speed is determined as: the sum of the negative of the maximum allowable speed of the drive motor and the first threshold. When the vehicle is in a regeneration state and the gear parameter is a forward gear, the target speed is determined as the sum of the minimum allowable speed of the drive motor and a second threshold. When the vehicle is in a regenerative braking state and the gear parameter is reverse gear, the target speed is determined as: the difference between the negative of the minimum allowable speed of the drive motor and the second threshold. Wherein, the maximum allowable speed of the drive motor, the first threshold, the minimum allowable speed of the drive motor, and the second threshold are all greater than 0; the first threshold and the second threshold are determined as: the control error obtained by controlling the speed of the drive motor based on the set speed; The vehicle control method further includes: When the vehicle is in a driving state, if the duration for which the drive motor continuously meets the first condition reaches a first duration, then the control of the drive motor speed based on the target speed is stopped. When the vehicle is in a regeneration state, if the duration for which the drive motor continuously meets the second condition reaches the second duration, then the control of the drive motor speed based on the target speed will stop. The first condition includes: the difference between the absolute value of the requested torque and the absolute value of the output torque of the drive motor is less than a third threshold; the second condition includes: the difference between the absolute value of the requested torque and the absolute value of the output torque of the drive motor is less than a fourth threshold. The third and fourth thresholds are determined as follows: when the vehicle is on a high-friction surface, the absolute value of the requested torque is related to T. target The difference between the absolute values; wherein, when the vehicle is on a high-friction surface, the output torque of the drive motor is adjusted to T. target At that time, the rotational speed of the drive motor reaches the target rotational speed.

2. The vehicle control method according to claim 1, characterized in that, Determining whether the vehicle's driving state is in a driving state or a regenerative braking state based on the gear parameters and the requested torque includes: When the gear parameter is a forward gear and the requested torque is greater than 0, or when the gear parameter is a reverse gear and the requested torque is less than 0, the driving state of the vehicle is determined to be a driving state. When the gear parameter is a forward gear and the requested torque is less than 0, or when the gear parameter is a reverse gear and the requested torque is greater than 0, the vehicle's driving state is determined to be a regeneration state.

3. The vehicle control method according to claim 1, characterized in that, The vehicle control method further includes: If the absolute value of the rotational speed of the drive motor is greater than the maximum permissible rotational speed of the drive motor when the vehicle is in driving mode, then the vehicle is determined to be slipping. If the absolute value of the rotational speed of the drive motor is less than the minimum permissible rotational speed of the drive motor when the vehicle is in a regenerative braking state, then the vehicle is determined to be slipping.

4. The vehicle control method according to claim 1, characterized in that, The vehicle includes a coaxial first drive motor and a second drive motor, and the vehicle control method further includes: Obtain the output torque of the first drive motor and the torque of the second drive motor; If the output torque of the first drive motor is greater than the output torque of the second drive motor, and if the output torque of the first drive motor is greater than the first torque, then the output torque of the first drive motor is adjusted to be within the first torque, where the first torque is the sum of the output torque of the second drive motor and the fifth threshold. If the output torque of the second drive motor is greater than the output torque of the first drive motor, and if the output torque of the second drive motor is greater than the second torque, then the output torque of the second drive motor is adjusted to be within the second torque, where the second torque is the sum of the output torque of the first drive motor and the fifth threshold.

5. A vehicle control device, characterized in that, The vehicle control device includes: The first acquisition unit is used to acquire the vehicle's gear parameters and requested torque; The first determining unit is used to determine whether the driving state of the vehicle is a driving state or a regenerative braking state based on the gear parameters and the requested torque. The second determining unit is used to determine the target rotational speed based on the vehicle's driving state when the vehicle slips. A control unit is used to control the rotational speed of the drive motor in the vehicle based on the target rotational speed; The second determining unit includes: The first determining subunit is configured to: when the vehicle is in a driving state and the gear parameter is a forward gear, determine the target speed as: the difference between the maximum allowable speed of the drive motor and a first threshold; when the vehicle is in a driving state and the gear parameter is a reverse gear, determine the target speed as: the sum of the negative of the maximum allowable speed of the drive motor and the first threshold. The second determining subunit is configured to: when the vehicle is in a regeneration state and the gear parameter is a forward gear, determine the target speed as the sum of the minimum permissible speed of the drive motor and a second threshold; and when the vehicle is in a regeneration state and the gear parameter is a reverse gear, determine the target speed as the difference between the negative of the minimum permissible speed of the drive motor and the second threshold. Wherein, the maximum allowable speed of the drive motor, the first threshold, the minimum allowable speed of the drive motor, and the second threshold are all greater than 0; the first threshold and the second threshold are determined as: the control error obtained by controlling the speed of the drive motor based on the set speed; The control unit is also used for: When the vehicle is in a driving state, if the duration for which the drive motor continuously meets the first condition reaches a first duration, then the control of the drive motor speed based on the target speed is stopped. When the vehicle is in a regeneration state, if the duration for which the drive motor continuously meets the second condition reaches the second duration, then the control of the drive motor speed based on the target speed will stop. The first condition includes: the difference between the absolute value of the requested torque and the absolute value of the output torque of the drive motor is less than a third threshold; the second condition includes: the difference between the absolute value of the requested torque and the absolute value of the output torque of the drive motor is less than a fourth threshold. The third and fourth thresholds are determined as follows: when the vehicle is on a high-friction surface, the absolute value of the requested torque is related to T. target The difference between the absolute values; wherein, when the vehicle is on a high-friction surface, the output torque of the drive motor is adjusted to T. target At that time, the rotational speed of the drive motor reaches the target rotational speed.

6. A vehicle control device, characterized in that, The vehicle control device includes: Memory is used to store executable instructions for a computer; A processor, connected to the memory, is configured to implement the method of any one of claims 1 to 4 by executing the computer-executable instructions.

7. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that, when executed by at least one processor, implements the method of any one of claims 1 to 4.

8. A computer program product, comprising a computer program or instructions, characterized in that, When the computer program or instructions are executed by a processor, they implement the method of any one of claims 1 to 4.

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