Vehicle control method and device, vehicle and storage medium

Abstract

The invention discloses a vehicle control method and device, a vehicle and a storage medium, which are used for improving the driving smoothness of the vehicle in a slipping scene. The method comprises the steps that after it is determined that the vehicle is in a slipping scene, the running state of the vehicle is detected, if the running state is steering, the vehicle is controlled to run in a torque control mode, and if the running state is straight, the vehicle is controlled to run in a rotating speed control mode. According to the method, different control modes can be adopted for driving in different driving states of a slipping scene, the rotating speed control mode is selected in the straight driving state, wheels on the left side and the right side can linearly drive at the same wheel speed, wheel speed fluctuation is restrained, the straight driving smoothness of the vehicle is improved, the torque control mode is selected in the steering state, and the torque control mode is selected in the steering state. And the wheels on the left side and the right side are allowed to have different wheel speeds, the requirement of a steering scene for the rotating speed difference of the wheels on the two sides is met, and stable steering of the vehicle is achieved.

Description

Technical Field

[0001] This application relates to the technical field of vehicle control, and particularly to a vehicle control method, device, vehicle and storage medium. Background Art

[0002] With the development of automotive technology, people's requirements for the overall vehicle comfort are also getting higher and higher. As an important subsystem of the vehicle chassis system, the traction control system (TCS) can be used to prevent the driving wheels from spinning when the vehicle is driving on a snowy or slippery road surface, and to prevent the driving wheels from slipping during the vehicle starting and accelerating processes, improving the driving stability, safety, acceleration and climbing ability of the vehicle. Currently, it has become one of the basic configurations of vehicles.

[0003] At the current stage, after the TCS detects that the wheels are spinning or slipping, it will improve the wheel adhesion by controlling the driving torque, so that the wheels no longer slip. However, the torque control process will cause a large speed difference between the left and right wheels, resulting in a large speed fluctuation of the vehicle, which is not conducive to improving the driving smoothness of the vehicle. Therefore, how to improve the driving smoothness of the vehicle in a slipping scenario is a technical problem that urgently needs to be solved in the field of vehicle control. Summary of the Invention

[0004] This application provides a vehicle control method, device, vehicle and storage medium, which are used to select different vehicle control modes according to different driving states of the vehicle in a slipping scenario, so as to improve the driving smoothness of the vehicle in a slipping scenario.

[0005] In a first aspect, this application provides a vehicle control method, which includes: after determining that the vehicle is in a slipping scenario, detecting the driving state of the vehicle; if the driving state of the vehicle is turning, controlling the vehicle to drive in a torque control mode; if the driving state of the vehicle is going straight, controlling the vehicle to drive in a speed control mode.

[0006] Through the above method, different control modes can be selected according to different driving states of the vehicle in a slipping scenario. By selecting the speed control mode in the straight-going state, the left and right wheels can drive in a straight line at the same wheel speed, and there is basically no speed difference between the left and right wheels, which can improve the driving smoothness of the vehicle going straight. While selecting the torque control mode in the turning state can allow the left and right wheels to have different wheel speeds, meeting the requirement of the turning scenario for the speed difference between the two sides of the wheels and realizing the stable turning of the vehicle. By adaptively adjusting the control mode of the vehicle using the above method, it can assist the vehicle to drive smoothly in different driving states in a slipping scenario, ensuring the driving smoothness and stability of the vehicle.

[0007] In a possible design, determining that the vehicle is in a skidding scenario includes: if the wheel speed of the driving wheels of the vehicle is greater than the wheel speed of the transmission wheels of the vehicle, then it is determined that the vehicle is in a skidding scenario.

[0008] With the above design, by comparing the wheel speeds of the driving wheels and the transmission wheels in the vehicle, it is possible to quickly determine whether the driving wheels of the vehicle are skidding. The wheel speeds of the driving wheels and the transmission wheels can be obtained in real time through wheel speed sensors, thereby also realizing the real-time performance of vehicle control.

[0009] In a possible design, detecting the driving state of the vehicle includes: obtaining the yaw angular velocity, lateral acceleration, and steering wheel angle of the vehicle. If the yaw angular velocity is greater than or equal to a first threshold, the lateral acceleration is greater than or equal to a second threshold, and the steering wheel angle is greater than or equal to a third threshold, then it is determined that the driving state of the vehicle is turning; otherwise, it is determined that the driving state of the vehicle is going straight.

[0010] With the above design, by combining the yaw angular velocity, lateral acceleration, and steering wheel angle of the vehicle, it is possible to comprehensively identify whether the vehicle is turning using more comprehensive information, which can improve the accuracy of the identification result.

[0011] In a possible design, controlling the vehicle to travel in a torque control mode includes: first, determining a first torque for suppressing wheel skidding according to the wheel speeds of the driving wheels and the transmission wheels of the vehicle; then, determining a target motor torque according to the first torque and the historical motor torque; and then driving the wheels of the vehicle to rotate according to the target motor torque.

[0012] With the above design, the historical motor torque can be used to correct or compensate the target motor torque, so that on the basis of suppressing skidding, the target motor torque can also comprehensively consider the change characteristics of the historical motor torque, making the change of the motor torque not too abrupt, so as to improve the smoothness and comfort of vehicle turning.

[0013] In a further possible design, the target motor torque can satisfy the following formula: T = T TCS + P1×ΔT, where T is the target motor torque, T TCS is the first torque, P1 is the first weight, the value of P1 is related to the acceleration of the vehicle, for example, it can be positively correlated with the acceleration of the vehicle, and ΔT is the change amount of the historical motor torque.

[0014] With the above design, the first weight P1 can be regarded as the weight of the vehicle acceleration on the target motor torque. Using the first weight P1 to correct the change amount of the historical motor torque can make the target motor torque adapt to the external characteristic curve of the motor where the torque and power are positively correlated, and improve the smooth transition of the vehicle acceleration.

[0015] In a further possible design, driving the wheels of a vehicle according to a target motor torque includes: if the target motor torque is less than or equal to the motor torque corresponding to a set motor speed, driving the wheels of the vehicle according to the target motor torque; if the target motor torque is greater than the motor torque corresponding to the set motor speed, driving the wheels of the vehicle according to the motor torque corresponding to the set motor speed.

[0016] With the above design, by restricting the speed in the torque control mode, the motor speed can be restricted within a reasonable range, avoiding vehicle instability caused by excessive wheel slip of the driving wheels.

[0017] In a further possible design, the set motor speed can be configured as the target motor speed corresponding to the speed control mode.

[0018] With the above design, by retaining the speed control interface in the torque control mode, the rotation of the motor in the torque control mode can meet the requirements of both the torque control mode and the speed control mode. Furthermore, the motor torque and the motor speed can be restricted within a reasonable range, effectively improving the stability, smoothness and comfort of vehicle turning.

[0019] In a possible design, controlling the vehicle to travel using the speed control mode includes: determining a target motor speed based on the wheel speed of the vehicle and the historical motor speed, and controlling the wheels of the vehicle to rotate according to the target motor speed.

[0020] With the above design, the historical motor speed can be used to correct or compensate the target motor speed, so that on the basis of suppressing wheel slip, the target motor speed can also comprehensively consider the change characteristics of the historical motor speed, making the change of the motor speed not too abrupt, and improving the smoothness and comfort of vehicle straight-line driving.

[0021] In a further possible design, the target motor speed can satisfy the following formula: where n is the target motor speed, P2 is the second weight, the value of P2 is related to the vehicle speed, for example, it can be negatively correlated with the vehicle speed, λ is the target slip ratio, is the average wheel speed of the vehicle, P3 is the third weight, the value of P3 is related to the acceleration of the vehicle, for example, it can be positively correlated with the acceleration of the vehicle, and Δn is the change amount of the historical motor speed.

[0022] With the above design, the second weight P2 can be regarded as the weight of vehicle speed on the target motor speed. Using the second weight P2 to correct the wheel speed can make the corrected wheel speed adapt to the speed characteristics of the motor and achieve a smooth transition of vehicle speed. Similarly, the third weight P3 can be regarded as the weight of vehicle acceleration on the target motor speed. Using the third weight P3 to correct the historical motor speed change can make the corrected motor speed change adapt to the acceleration characteristics of the motor and improve the smooth transition during vehicle acceleration.

[0023] In a further possible design, controlling the rotation of the vehicle's wheels according to the target motor speed includes: if the first motor torque corresponding to the target motor speed is not in the torque zero-crossing risk zone, controlling the rotation of the vehicle's wheels according to the first motor torque; if the first motor torque corresponding to the target motor speed is in the torque zero-crossing risk zone, controlling the rotation of the vehicle's wheels according to the second motor torque, and the second motor torque is not in the torque zero-crossing risk zone.

[0024] With the above design, by performing torque limitation in the speed control mode, the motor torque can be limited within a reasonable range, so that the vehicle will not exhibit the phenomenon of torque zero-crossing, and further, the phenomenon of large acceleration fluctuations caused by load changes can be avoided.

[0025] In a further possible design, the torque zero-crossing risk zone may include all torques less than or equal to 0. In this case, the second motor torque can satisfy the following formula: T2 = min(|T1|, P0), where T2 is the second motor torque, T1 is the first motor torque, and P0 is the set motor torque, and the value of P0 is greater than 0.

[0026] With the above design, the second motor torque will always be greater than or equal to 0. Therefore, the motor will always be in the state of forward rotation or non-rotation, and the motor will not exhibit the phenomenon of torque zero-crossing.

[0027] In a further possible design, the value of P0 has a positive correlation with the first motor torque. For example, multiple motor torque intervals can be set, and P0 corresponds to a value in each motor torque interval, and the value corresponding to the motor torque interval with a larger motor torque is greater than the value corresponding to the motor torque interval with a smaller motor torque.

[0028] With the above design, within different motor torque intervals, the second motor torque will change synchronously with the change trend of the first motor torque, and within the same motor torque interval, the second motor torque remains consistent. By setting different decreasing values in intervals, the continuous fluctuation of the second motor torque within a motor torque interval can be avoided, the stability of the second motor torque can be improved, and the stability of vehicle driving can be further improved.

[0029] Second aspect, the present application provides a vehicle control device, which can be a control device inside the vehicle or a control device outside the vehicle. The control device inside the vehicle can include, for example, but not limited to: devices for realizing vehicle control such as a vehicle control unit (VCU) or a vehicle domain controller (VDC), devices for realizing intelligent driving or assisted driving such as an intelligent driving domain control unit or a mobile data center (MDC), a motor control unit (MCU) of the vehicle for realizing control of vehicle components, or an intelligent brake system (IBS) integrated with a TCS function, etc. The control device outside the vehicle can be, for example, a cloud server, a terminal device, a road side unit (RSU), or other vehicles. These control devices are connected to the vehicle to be controlled and realize control operations on the vehicle to be controlled through communication with the vehicle to be controlled.

[0030] The vehicle control device includes: a determination unit for determining that the vehicle is in a skidding scenario; a detection unit for detecting the driving state of the vehicle; and a control unit for controlling the vehicle to travel in a torque control mode when the detection unit detects that the driving state of the vehicle is turning, and controlling the vehicle to travel in a speed control mode when the detection unit detects that the driving state of the vehicle is going straight.

[0031] In a possible design, the determination unit is specifically configured to: obtain the wheel speed of the driving wheels and the wheel speed of the driven wheels of the vehicle, and if the wheel speed of the driving wheels is greater than the wheel speed of the driven wheels, determine that the vehicle is in a skidding scenario.

[0032] In a possible design, the detection unit is specifically configured to: obtain the yaw rate, lateral acceleration, and steering wheel angle of the vehicle, and if the yaw rate is greater than or equal to a first threshold, the lateral acceleration is greater than or equal to a second threshold, and the steering wheel angle is greater than or equal to a third threshold, determine that the driving state of the vehicle is turning, otherwise determine that the driving state of the vehicle is going straight.

[0033] In a possible design, the control unit is specifically configured to: when adopting the torque control mode, determine a first torque for suppressing wheel skidding according to the wheel speed of the driving wheels and the wheel speed of the driven wheels of the vehicle, determine a target motor torque according to the first torque and the historical motor torque, and drive the wheels of the vehicle to rotate according to the target motor torque.

[0034] In a further possible design, the target motor torque satisfies the following formula: T = T TCS+P1×ΔT, where T is the target motor torque; T TCS is the first torque; P1 is the first weight, and the value of P1 is related to the acceleration of the vehicle. For example, it can be positively correlated with the acceleration of the vehicle; ΔT is the historical motor torque change.

[0035] In a further possible design, the control unit is specifically configured to: if the target motor torque is less than or equal to the motor torque corresponding to the set motor speed, drive the wheels of the vehicle to rotate according to the target motor torque; if the target motor torque is greater than the motor torque corresponding to the set motor speed, drive the wheels of the vehicle to rotate according to the motor torque corresponding to the set motor speed.

[0036] In a further possible design, the set motor speed is the target motor speed corresponding to the speed control mode.

[0037] In a possible design, the control unit is specifically configured to: when adopting the speed control mode, determine the target motor speed according to the wheel speed of the vehicle and the historical motor speed, and control the wheels of the vehicle to rotate according to the target motor speed.

[0038] In a further possible design, the target motor speed satisfies the following formula: where n is the target motor speed; P2 is the second weight, and the value of P2 is related to the vehicle speed. For example, it can be negatively correlated with the vehicle speed; λ is the target slip ratio; is the average wheel speed of the vehicle; P3 is the third weight, and the value of P3 is related to the acceleration of the vehicle. For example, it can be positively correlated with the acceleration of the vehicle; Δn is the historical motor speed change.

[0039] In a further possible design, the control unit is specifically configured to: if the first motor torque corresponding to the target motor speed is not in the torque zero-crossing risk zone, drive the wheels of the vehicle to rotate according to the first motor torque; if the first motor torque corresponding to the target motor speed is in the torque zero-crossing risk zone, drive the wheels of the vehicle to rotate according to the second motor torque, and the second motor torque is not in the torque zero-crossing risk zone.

[0040] In a further possible design, the torque zero-crossing risk zone may include all torques less than or equal to 0. In this case, the second motor torque may satisfy the following formula: T2 = min(|T1|, P0), where T2 is the second motor torque; T1 is the first motor torque; P0 is the set motor torque, and the value of P0 is greater than 0.

[0041] In a further possible design, the value of P0 can be positively correlated with the first motor torque.

[0042] In a third aspect, the present application provides a vehicle control system that can be integrated into a vehicle. The vehicle control system includes a vehicle control unit, which is configured to: after determining that the vehicle is in a skidding scenario, detect the driving state of the vehicle. If the driving state of the vehicle is steering, the vehicle is controlled to travel in a torque control mode. If the driving state of the vehicle is straight, the vehicle is controlled to travel in a speed control mode.

[0043] In a possible design, the vehicle control system may further include a traction control system, which is connected to the vehicle control unit and is configured to obtain the wheel speed of the driving wheels and the wheel speed of the transmission wheels of the vehicle, and determine whether the wheel speed of the driving wheels is greater than the wheel speed of the transmission wheels. If so, a notification message is sent to the vehicle control unit, and the vehicle control unit can determine that the vehicle is in a skidding scenario after receiving the notification message.

[0044] In a possible design, the vehicle control system may further include a yaw rate sensor, a lateral acceleration sensor, and a steering wheel angle sensor, all of which are connected to the vehicle control unit. The vehicle control unit is specifically configured to: obtain the yaw rate of the vehicle collected by the yaw rate sensor, the lateral acceleration of the vehicle collected by the lateral acceleration sensor, and the steering wheel angle of the vehicle collected by the steering wheel angle sensor. When the yaw rate is greater than or equal to a first threshold, the lateral acceleration is greater than or equal to a second threshold, and the steering wheel angle is greater than or equal to a third threshold, it is determined that the driving state of the vehicle is steering; otherwise, it is determined that the driving state of the vehicle is straight.

[0045] In a possible design, the vehicle control system may further include a motor control unit and a motor. The motor control unit is connected between the vehicle control unit and the motor. When the vehicle control unit controls the vehicle to travel in a torque control mode, it can first determine a first torque for suppressing wheel skidding based on the wheel speed of the driving wheels and the wheel speed of the transmission wheels of the vehicle, then determine a target motor torque based on the first torque and the historical motor torque, and then send the target motor torque to the motor control unit. The motor control unit can generate a first drive electrical signal based on the target motor torque and send it to the motor, so that the motor drives the wheels of the vehicle to rotate according to the first drive electrical signal.

[0046] In a further possible design, the target motor torque satisfies the following formula: T = T TCS + P1×ΔT; where T is the target motor torque; T TCS is the first torque; P1 is a first weight, and the value of P1 is related to the acceleration of the vehicle. For example, it may be positively correlated with the acceleration of the vehicle; ΔT is the change amount of the historical motor torque.

[0047] In a further possible design, before sending the target motor torque to the motor control unit, the vehicle control unit may first determine that the target motor torque is less than or equal to the motor torque corresponding to the set motor speed.

[0048] In a further possible design, if the vehicle control unit determines that the target motor torque is greater than the motor torque corresponding to the set motor speed, it may send the motor torque corresponding to the set motor speed to the motor control unit. The motor control unit generates a second drive electrical signal based on the motor torque corresponding to the set motor speed and sends it to the motor, so that the motor drives the wheels of the vehicle to rotate according to the second drive electrical signal.

[0049] In a further possible design, the set motor speed may be the target motor speed corresponding to the speed control mode.

[0050] In a possible design, the vehicle control system may further include a motor control unit and a motor. The motor control unit is connected between the vehicle control unit and the motor. When the vehicle control unit controls the vehicle to travel in the speed control mode, it may determine the target motor speed based on the wheel speed of the vehicle and the historical motor speed, and send the target motor speed to the motor control unit. The motor control unit generates a third drive electrical signal based on the target motor speed and sends the third drive electrical signal to the motor, so that the motor controls the wheels of the vehicle to rotate according to the third drive electrical signal.

[0051] In a further possible design, the target motor speed satisfies the following formula: where n is the target motor speed; P2 is the second weight, and the value of P2 is related to the vehicle speed; λ is the target slip ratio; is the average wheel speed of the vehicle; P3 is the third weight, and the value of P3 is related to the acceleration of the vehicle; Δn is the change in the historical motor speed.

[0052] In a further possible design, before sending the third drive electrical signal to the motor, the motor control unit may also send the first motor torque corresponding to the third drive electrical signal to the vehicle control unit. The vehicle control unit determines whether the first motor torque is in the torque zero-crossing risk area. If not, it instructs the motor control unit to control the wheels of the vehicle according to the first motor torque. If so, it instructs the motor control unit to control the wheels of the vehicle according to the second motor torque, and the second motor torque is not in the torque zero-crossing risk area.

[0053] In a further possible design, the torque zero-crossing risk area may include all torques less than or equal to 0. In this case, the second motor torque may satisfy the following formula: T2 = min(|T1|, P0); where T2 is the second motor torque; T1 is the first motor torque; P0 is the set motor torque, and the value of P0 is greater than 0.

[0054] In a further possible design, the value of P0 is positively correlated with the first motor torque.

[0055] Fourthly, the present application provides a vehicle control device, including a processor coupled with a memory. The processor is configured to execute a computer program or instructions stored in the memory, so that the vehicle control device performs the vehicle control method as described in the first aspect or any design in the first aspect above.

[0056] Fifthly, the present application provides a vehicle, including the vehicle control system as described in the third aspect or any design in the third aspect above, or including a unit or module for implementing the vehicle control method as described in the first aspect or any design in the first aspect above. For example, it includes the vehicle control device as described in the second aspect or any design in the second aspect above, or includes the vehicle control device as described in the fourth aspect above.

[0057] Sixthly, the present application provides an electronic device. The electronic device is connected to the vehicle to be controlled and is used for communicating with the vehicle to be controlled to implement the vehicle control method as described in the first aspect or any design in the first aspect above. The electronic device may include a unit or module for implementing the vehicle control method as described in the first aspect or any design in the first aspect above. For example, it may include the vehicle control device as described in the second aspect or any design in the second aspect above, or includes the vehicle control device as described in the fourth aspect above.

[0058] Seventhly, the present application provides a computer-readable storage medium. The computer-readable storage medium stores a program or instructions, which, when executed, implement the vehicle control method as described in the first aspect or any design in the first aspect above.

[0059] Eighthly, the present application provides a computer program product. The computer program product includes computer program code, which, when running on a computer, causes the computer to execute the vehicle control method as described in the first aspect or any design in the first aspect above.

[0060] The technical effects that can be achieved in the second to eighth aspects above can refer to the description of the beneficial effects in the first aspect above, and will not be repeated here one by one. BRIEF DESCRIPTION OF THE DRAWINGS

[0061] Figure 1a Exemplarily shows a kinematic model schematic diagram of a two-degree-of-freedom vehicle model;

[0062] Figure 1b Exemplarily shows a torque change curve graph when the motor torque passes through zero;

[0063] Figure 1cExemplarily show a torque change curve graph where the motor torque does not cross zero;

[0064] Figure 2 Exemplarily show a schematic diagram of a possible application scenario provided by the present application;

[0065] Figure 3 Exemplarily show a schematic diagram of the architecture of a vehicle control system applicable to the present application;

[0066] Figure 4 Exemplarily show a schematic flow diagram of a vehicle control method provided by the present application;

[0067] Figure 5a Exemplarily show a torque characteristic curve graph of a motor provided by the present application;

[0068] Figure 5b Exemplarily show a speed characteristic curve graph of a motor provided by the present application;

[0069] Figure 6a Exemplarily show a correlation diagram between the actual motor torque and the first motor torque provided by the present application;

[0070] Figure 6b Exemplarily show another correlation diagram between the actual motor torque and the first motor torque provided by the present application;

[0071] Figure 6c Exemplarily show yet another correlation diagram between the actual motor torque and the first motor torque provided by the present application;

[0072] Figure 7a Exemplarily show a state diagram of a vehicle applying the vehicle control method provided by the present application;

[0073] Figure 7b Exemplarily show a state diagram of a vehicle applying the existing torque control mode provided by the present application;

[0074] Figure 7c Exemplarily show a state diagram of a vehicle applying the existing speed control mode provided by the present application;

[0075] Figure 8 Exemplarily show a schematic diagram of the architecture of a vehicle control system provided by the present application;

[0076] Figure 9 Exemplarily show a schematic diagram of the structure of a vehicle control device provided by the present application;

[0077] Figure 10 Exemplarily show a schematic diagram of the structure of another vehicle control device provided by the present application. Detailed implementation manners

[0078] The embodiments of the present application will be described in detail below with reference to the accompanying drawings.

[0079] The following explains some terms in the present application. It should be noted that these explanations are for the convenience of those skilled in the art to understand and do not limit the scope of protection required by the present application.

[0080] I. Two-degree-of-freedom vehicle model

[0081] The two-degree-of-freedom vehicle model is the simplest dynamic model of a vehicle. It ignores the suspension effect, simplifies the whole vehicle into two wheels, assumes that the tire cornering characteristics are linear, and ignores the longitudinal driving or resistance, assuming that the longitudinal vehicle speed remains unchanged. After these assumptions, the vehicle can finally be simplified into a motorcycle model that only moves in a plane parallel to the ground, as Figure 1a shown. Among them, the meanings and units of the parameters shown in the figure are as follows: u2 is the speed of the rear wheel, with the unit of meters per second (m / s); a2 is the angle between the forward direction of the rear wheel and the x-axis, with the unit of degrees (°); FY2 is the lateral reaction force of the ground on the rear wheel, with the unit of Newton-meter (Nm); O is the position of the vehicle's center of mass; v1 is the speed of the vehicle's center of mass, with the unit of m / s; v is the lateral speed of the vehicle's center of mass, that is, the component of v1 on the y-axis, with the unit of m / s; u is the transverse speed of the vehicle's center of mass, that is, the component of v1 on the x-axis, with the unit of m / s; w r is the yaw angular velocity, with the unit of radians per second (rad / s); β is the angle between the forward direction of the vehicle's center of mass and the x-axis, with the unit of °; FY1 is the lateral reaction force of the ground on the front wheel, with the unit of Nm; u1 is the speed of the front wheel, with the unit of m / s; a1 is the angle of side slip, with the unit of °; δ is the front wheel steering angle, with the unit of °; ξ is the angle between the forward direction of the front wheel and the x-axis, with the unit of °.

[0082] In Figure 1a the two-degree-of-freedom vehicle model shown, the two degrees of freedom refer to the lateral movement of the vehicle along the y-axis and the yaw movement around the z-axis. The z-axis is the axis perpendicular to the xoy plane shown in the figure, for example, it can be considered as the direction perpendicular to the paper and outward. The lateral movement can usually be represented by the angle of side slip or the lateral speed at the vehicle's center of mass, and the yaw movement can usually be represented by the yaw angular velocity of the vehicle. After relevant derivations, the critical yaw angular velocity ω b when the vehicle switches from straight running to steering under the current working conditions can be expressed by the following formula (1.1):

[0083]

[0084] Among them, m is the total vehicle mass, with the unit of kilograms (kg); c is the distance between the front axle and the rear axle, simply referred to as the wheelbase, with the unit of meters (m); a is the distance from the front axle to the center of mass, with the unit of m; b is the distance from the rear axle to the center of mass, with the unit of m; Car is the cornering stiffness of the front axle, with the unit of Newton per radian (N / rad); C af is the cornering stiffness of the rear axle, with the unit of N / rad; u is the longitudinal speed of the vehicle, with the unit of m / s; δ f is the steering angle of the front wheels, with the unit of rad.

[0085] II. Slip ratio

[0086] When the vehicle is traveling on soft ground, due to the shear deformation of the soil when providing thrust, the ground contact surface of the vehicle's driving wheels will slide backward relative to the ground, resulting in the actual distance traveled by the vehicle's driving wheels being less than the distance that should be traveled during pure rolling. This phenomenon is called slip. Slip can be represented by the slip ratio λ. The slip ratio λ refers to the proportion of the rolling component in the wheel movement and can be expressed by the following formula (1.2):

[0087]

[0088] where, v is the speed of the wheel center, which can be understood as the average speed of the left and right wheels, with the unit of m / s; w is the angular velocity of the wheel, with the unit of rad / s; r is the rolling radius of the wheel, with the unit of m.

[0089] In some scenarios, slip can also be represented by the slip rate S. The slip rate S refers to the proportion of the sliding component in the wheel movement and can be expressed by the following formula (1.3):

[0090]

[0091] According to the above formulas (1.2) and (1.3), when the wheel does not slip, the wheel performs pure rolling, the slip ratio λ is 1, and the slip rate S is approximately 0. When the wheel performs pure sliding, the slip rate S is 1, and the slip ratio λ is approximately 0.

[0092] III. Motor torque crossing zero

[0093] Motor torque crossing zero can be understood as the motor torque switching between positive and negative values. For example, please refer to Figure 1b , the motor torque changes from negative torque to positive torque, or from positive torque to negative torque. It should be noted that, please refer to Figure 1c , the motor torque changes from negative torque to 0 and then to negative torque, or from positive torque to 0 and then to positive torque. Since there is no switching between positive torque and negative torque, neither of these two change states exhibits the phenomenon of motor torque crossing zero.

[0094] The previous text introduced some terms related to this application. Next, the possible application scenarios of this application will be introduced.

[0095] Please refer to Figure 2, an exemplary schematic diagram of a possible application scenario of the present application is shown. In this application scenario, taking the control scheme applied to a vehicle as an example, a TCS is integrated in the vehicle. When the vehicle is driving on muddy, slippery, rainy, snowy or icy roads (taking the icy road as an example in the figure), the vehicle will slip, and the TCS is a system used to prevent the vehicle from slipping. For example, during the driving process of the vehicle, the TCS can periodically or real-time detect the driving state of the wheels. Once it detects that the wheels are slipping, at this time, the TCS will intervene, by reducing the driving force applied to the wheels, suppressing the rotation speed of the wheels, and then suppressing the wheel slip. By suppressing the wheel slip, it is possible to avoid the occurrence of traffic accidents caused by the vehicle's lateral movement, fishtailing or out-of-control direction in a bad driving environment, thus maintaining driving safety.

[0096] Exemplarily, the above vehicle can be a vehicle driven by electric energy, such as a pure electric vehicle (pureelectric vehicle / battery electric vehicle, pure EV / battery EV), a hybrid electric vehicle (hybrid electric vehicle, HEV), a range extended electric vehicle (range extended electric vehicle, REEV), a plug-in hybrid electric vehicle (plug-in hybrid electric vehicle, PHEV), or other new energy vehicles (new energy vehicle, NEV), etc. These vehicles can be applied in fields such as driverless, assisted driving, intelligent driving, autonomous driving or connected vehicles.

[0097] It should be understood that the above application scenario is only an example, and the control scheme provided by the present application can also be applied in other possible scenarios, and is not limited to the scenarios exemplified above. For example, the control scheme can also be applied to other means of transportation, such as ships, airplanes, drones, trains, subways, high-speed rails, automated guided vehicles (automated guided vehicle, AGV) or unmanned transport vehicles, etc., as an auxiliary control scheme for other means of transportation in the scenario of tire spin, saving unnecessary driving losses of the means of transportation. For another example, the control scheme can also be applied to robots, used to control the driving mode of the robots on wet, muddy or rainy and snowy roads, to achieve the stability of the robot's driving, where the robots can include but are not limited to home robots, navigation robots, autonomous food delivery robots, medical robots or industrial robots, etc. For another example, the control scheme can also be applied in the smart life scenario, such as it can be applied to an automatically following suitcase, or an intelligent dining chair, or an intelligent mobility tool, etc. Examples are not listed one by one here.

[0098] It should be noted that the application scenarios described in this application are for more clearly illustrating the technical solutions of this application and do not constitute a limitation on the technical solutions provided by this application.

[0099] Taking the application of the control solution to a vehicle as an example, the vehicle control method provided in this application can be applicable to a vehicle control device. The vehicle control device can be a control device inside the vehicle or a control device outside the vehicle. The control device inside the vehicle can include, for example, but not limited to: devices for realizing vehicle-wide control such as a vehicle control unit (VCU) or a vehicle domain controller (VDC), devices for realizing intelligent driving or assisted driving such as an intelligent driving domain control unit or a mobile data center (MDC), a motor control unit (MCU) of the vehicle for realizing the control of vehicle components, and an intelligent brake system (IBS) integrated with TCS function, etc. The control device outside the vehicle can be, for example, a cloud server, a terminal device, a road side unit (RSU) or other vehicles. The terminal device can be understood as the device of the user sitting in the vehicle, and can include, for example, but not limited to, a mobile phone, a tablet computer, a laptop computer, a smart watch, a Bluetooth headset and other wearable devices. When the vehicle control device is a control device inside the vehicle, the vehicle control device can detect the driving state of the vehicle in real time or periodically in a skidding scenario, and can adaptively adjust the control mode of the vehicle according to the vehicle control method in this application, so that the control mode of the vehicle matches the current driving state. When the vehicle control device is a control device outside the vehicle, the vehicle control device can connect to the vehicle to be controlled through a network connection, obtain the driving state of the vehicle in a skidding scenario through communication with the vehicle to be controlled, and then determine the control mode adapted to the current driving state according to the vehicle control method in this application, and then instruct the vehicle to be controlled to drive according to this control mode.

[0100] Exemplarily, taking the VCU in the vehicle as the vehicle control device as an example, please refer to Figure 3, showing a schematic architecture diagram of a vehicle control system provided by the present application. The vehicle control system 300 may include a VCU 310 and an MCU 320. The VCU 310 is connected to the input end of the MCU 320. The output end of the MCU 320 is connected to the input end of the motor 110. The output end of the motor 110 is connected to the wheel 120 (such as a driving wheel), and can be connected to the wheel 120 through a transmission system 130, for example. In addition, the VCU 310 can also be connected to the wheel 120 through a mechanical steering gear 140. The mechanical steering gear 140 can be, for example, a steering rod or other similar steering mechanisms. The mechanical steering gear 140 can be set as an independent device as Figure 3 shown, or can be integrated in the transmission system 130, and no specific limitation is made.

[0101] Optionally, the vehicle can travel in a manual driving mode or a non-manual driving mode. The non-manual driving mode can be, for example, an autonomous driving mode or an assisted driving mode, etc. When the vehicle travels in the manual driving mode, the VCU 310 can obtain the steering angle of the driver turning the steering wheel and the opening of the accelerator pedal depressed by the driver in real time or periodically. According to the steering angle of the driver turning the steering wheel, the mechanical steering gear 140 is controlled to drive the wheel 120 to turn a corresponding angle. According to the opening of the accelerator pedal depressed by the driver, the corresponding relationship between the opening and the torque preset is queried to obtain the motor torque requested by the driver, and the motor torque requested by the driver can be sent to the MCU 320. After the MCU 320 generates a corresponding drive electrical signal, it is sent to the motor 110. The motor 110 generates a corresponding torque according to the drive electrical signal, and then after being decelerated and torque-increased by the transmission system 130, it is applied to the wheel 120 to drive the wheel 120 to rotate.

[0102] Conversely, when the vehicle is driving in a non-manual driving mode, the vehicle control system 300 may further include an automated driving system (ADS) 330. The ADS 330 can periodically or in real-time obtain the sensor information of the vehicle, and can analyze this sensor information to obtain some status information related to autonomous driving. Among them, the sensor information can include, but is not limited to, radar information, camera information, sonar information, etc. By analyzing this sensor information, the ADS 330 can obtain the surrounding environment information of the vehicle on the current driving road, such as the lane line information where the vehicle is located, the obstacle information around the vehicle, and the driving status information of the surrounding vehicles, including but not limited to the driving speed of the surrounding vehicles, the distance between the surrounding vehicles and the current vehicle, and the size of the surrounding vehicles. The ADS 330 can send this status information to the VCU 310. The VCU 310 calls a preset trajectory planning algorithm according to this status information to determine the next vehicle speed and steering wheel angle. According to the next steering wheel angle, the mechanical steering gear 140 is controlled to drive the wheel 120 to rotate by a corresponding angle. According to the next vehicle speed, the motor torque required for autonomous driving is determined and sent to the MCU 320. The MCU 320 generates a corresponding drive electrical signal and sends it to the motor 110. The motor 110 generates a corresponding torque according to this drive electrical signal, and then after being decelerated and torque-increased by the transmission system 130, it is applied to the wheel 120 to drive the wheel 120 to rotate.

[0103] Furthermore, the vehicle may also have a TCS function. The TCS function may be integrated in the VCU 310. Alternatively, in the case where the VCU 310 does not integrate the TCS function, the vehicle control system 300 may further include an intelligent brake system (IBS) 340, and the TCS function is integrated in the IBS 340. Taking the latter as an example, during the driving of the vehicle, the IBS 340 can periodically or real-time obtain the wheel speed of the driving wheels and the rotational speed of the transmission wheels of the vehicle. When the wheel speed of the driving wheels is greater than the rotational speed of the transmission wheels, or exceeds a certain value of the rotational speed of the transmission wheels, it is determined that the vehicle is in a skidding scenario. At this time, the IBS 340 can send a notification message to the VCU 310. After receiving the notification message, the VCU 310 can determine that the vehicle is skidding. At this time, the VCU 310 can calculate the torque that can suppress this skidding according to the pre-configured TCS algorithm, which is called the skidding suppression torque. Alternatively, in some other implementation manners, it may also be that the IBS 340 determines the skidding suppression torque by itself after determining that the vehicle is skidding and sends it to the VCU 310. The present application does not make specific limitations on this. After obtaining the skidding suppression torque, the VCU 310 can also indicate the skidding suppression torque to the MCU 320, and the MCU 320 generates a corresponding drive current and sends it to the motor 110. Among them, the drive current corresponding to the skidding suppression torque is usually smaller than the current drive current of the motor 110. Therefore, the drive torque generated by the motor 110 can be reduced. Furthermore, when this drive torque is applied to the wheel 120, the rotational speed of the wheel 120 can be reduced, so that the wheel 120 restores the grip and suppresses the skidding phenomenon.

[0104] Among them, the pre-configured TCS algorithm can be designed by those skilled in the art according to experience, can also be adjusted according to actual needs, and can also be modified according to user instructions. For example, in a possible TCS algorithm, the skidding suppression torque can be determined only according to the rotational speed of the transmission wheels, and this skidding suppression torque is used to make the wheel speed of the driving wheels the same as the rotational speed of the transmission wheels. Another example is that in another possible TCS algorithm, the skidding suppression torque can be determined according to the rotational speed of the transmission wheels and the wheel speed of the driving wheels together, and this skidding suppression torque is used to make the wheel speed of the driving wheels at a wheel speed between the current wheel speed of the driving wheels and the current wheel speed of the transmission wheels, such as the average wheel speed, or a wheel speed slightly greater than the current wheel speed of the transmission wheels, or a wheel speed slightly less than the current wheel speed of the driving wheels, etc. Details are not listed here one by one.

[0105] At present, during the driving process of a vehicle, the VCU 310 will first control the rotation of the motor 110 with reference to the motor torque requested by the driver or the motor torque requested by the autonomous driving. However, if the vehicle slips, the VCU 310 will calculate or receive a slip suppression torque at regular intervals, and then limit the current torque of the motor 110 to this slip suppression torque. This control mode is called the torque control mode. However, since only the motor torque is concerned and the motor speed is not concerned, there will be a sudden change in the motor torque every time the motor torque is limited, resulting in a sudden change in the motor speed, and then a sudden change in the wheel speed. Therefore, this control method will have a large fluctuation in the wheel speed, and even in some scenarios, the wheels will spin, which is not conducive to maintaining the smoothness of vehicle driving.

[0106] To solve the above problems, some solutions consider switching to the speed control mode in the slip scenario, that is, controlling the motor speed to maintain a constant value to avoid fluctuations in the motor speed. However, the speed control mode only focuses on the motor speed and does not care about the motor torque. The motor torque will change according to the actual state of the vehicle during the speed control. This characteristic of changing according to the load may cause the problem of the motor torque passing through zero. For example, the motor torque switches from a positive value to a negative value, resulting in the motor gear suddenly changing from forward rotation to reverse rotation, or the motor torque switches from a negative value to a positive value, resulting in the motor gear suddenly changing from reverse rotation to forward rotation. These two gear mutation states will both cause an instantaneous speed fluctuation, causing the vehicle to shake and also unable to maintain the smoothness of vehicle driving. In summary, whether using the torque control mode or the speed control mode in the slip scenario, the existing control methods will have the phenomenon of uneven vehicle driving.

[0107] In view of this, the present application provides a vehicle control method, which can select different control modes in different driving states of vehicle slip. For example, in the straight-line state, the speed control mode is selected to suppress the wheel speed fluctuation during the straight-line driving of the vehicle by restricting the wheels on both sides of the same axis to have the same speed, and improve the smoothness of vehicle driving. At the same time, torque limitation can also be introduced in the speed control mode to avoid the phenomenon of torque passing through zero during the speed control process, so as to avoid large fluctuations of the vehicle and solve the problem of torque passing through zero existing in the existing speed control mode. And, in the turning state, the torque control mode is selected to meet the requirement of a speed difference between the wheels on both sides of the same axis in the turning scenario and achieve stable turning of the vehicle. At the same time, the speed interface can also be retained in the torque control mode, and by restricting the speed within a reasonable range, the phenomenon of excessive wheel speed during the torque control process can be avoided, so as to avoid wheel spin and solve the problem of wheel speed fluctuation existing in the existing torque control mode.

[0108] The following will specifically elaborate on the vehicle control method proposed in the present application in combination with specific drawings.

[0109] In various embodiments of the present application, if there is no special description and logical conflict, the terms and / or descriptions between different embodiments are consistent and can be referenced to each other. The technical features in different embodiments can be combined to form new embodiments according to their inherent logical relationships.

[0110] In addition, in the present application, "greater than", "less than", and "equal to" do not refer to absolute correlation relationships, and a certain engineering error is allowed. The "torque value" does not refer to an absolute numerical value, and a certain engineering error is allowed. The change form of torque or rotational speed does not refer to an absolute form, as long as it has the same upward, stable, or downward trend. For example, the rise (or fall) can be a vertical rise (or fall), a stepped rise (or fall), a wavy rise (or fall), a sawtooth rise (or fall), a curve rise (or fall), etc.

[0111] Please refer to Figure 4 , which is a schematic flowchart of a vehicle control method provided by the present application. This method is applicable to a vehicle control device. The vehicle control device can be a control device inside the vehicle or a control device outside the vehicle. In the following, the vehicle control device is taken as Figure 3 the VCU 310 shown as an example. As Figure 4 shown, this method includes:

[0112] Step 401, the control device determines that the vehicle is in a skidding scenario.

[0113] Optionally, during the driving process of the vehicle, the VCU 310 can periodically determine whether the vehicle is in a skidding scenario. Assuming the period here is the first period, within any first period, the VCU 310 can judge whether the vehicle is in a skidding scenario by means of self-identification or interaction with other devices. If it is in a skidding scenario, the VCU 310 can execute the following step 402. If it is not in a skidding scenario, it can wait until the end of the first period and then start the confirmation operation of the next first period. Among them, the duration of the first period can be configured according to the actual scenario or updated according to the user's instructions. For example, to save power consumption, the duration of the first period can be configured to be 10 s or longer.

[0114] Optionally, within any first period, the VCU 310 can judge whether the vehicle is in a skidding scenario in any of the following ways:

[0115] In one example, the VCU 310 can also be connected to an in-vehicle camera. The VCU 310 can obtain the environmental image collected by the in-vehicle camera at the start of any first cycle, and analyze the environmental image to identify whether the vehicle is driving on a muddy, wet, rainy, snowy or other road surface. If so, it can be determined that the vehicle is in a skidding scenario in the current first cycle; otherwise, it is determined that the vehicle is not in a skidding scenario in the current first cycle.

[0116] In another example, if the TCS function is integrated in the VCU 310, the VCU 310 can obtain the wheel speed of the driving wheels and the wheel speed of the transmission wheels of the vehicle at the start of any first cycle. If the wheel speed of the driving wheels is greater than the wheel speed of the transmission wheels, or the wheel speed of the driving wheels exceeds a certain value of the wheel speed of the transmission wheels, or other determination conditions are met, it can be determined that the vehicle is in a skidding scenario in the current first cycle; otherwise, it is determined that the vehicle is not in a skidding scenario in the current first cycle.

[0117] In yet another example, if the TCS function is integrated in the IBS 340, when the VCU 310 receives the notification message sent by the IBS 340 within any first cycle, it can be determined that the vehicle is in a skidding scenario in the current first cycle; otherwise, it is determined that the vehicle is not in a skidding scenario in the current first cycle.

[0118] In still another example, the user can independently judge whether the vehicle is driving in a skidding scenario, and can indicate it to the VCU 310 through any one or more of voice, in-vehicle display screen, buttons, gestures, and terminal devices, etc. Therefore, if the VCU 310 receives the user's indication within any first cycle, it can be determined that the vehicle is in a skidding scenario in the current first cycle; otherwise, it is determined that the vehicle is not in a skidding scenario in the current first cycle.

[0119] It can be understood that several possible judgment methods for the vehicle to be in a skidding scenario are only given here exemplarily. In other examples, the VCU 310 can also make judgments by other methods, and the present application does not make specific limitations on this.

[0120] Step 402, the control device detects the driving state of the vehicle:

[0121] If the driving state of the vehicle is turning, step 403 is executed;

[0122] If the driving state of the vehicle is going straight, step 404 is executed.

[0123] Optionally, after the VCU 310 determines that the vehicle is in a skidding scenario within any first period, within the remaining time of the first period, the driving state of the vehicle can be detected according to a second period. Wherein, the duration of the second period is less than the duration of the first period. For example, it can be much less than the duration of the first period. For example, the duration of the first period is 10 s, and the duration of the second period is 10 ms. With this configuration, there will be multiple operations to judge the driving state within one first period, which helps to realize the real-time adjustment of the vehicle control mode.

[0124] Optionally, at the start of any second period, the VCU 310 can obtain the state information of the vehicle and detect whether the vehicle is steering according to the state information. The state information of the vehicle can include at least one of the following: the yaw rate of the vehicle, the lateral acceleration of the vehicle, and the steering wheel angle of the vehicle. Taking the case of including all three items at the same time as an example, when the yaw rate of the vehicle is greater than or equal to a first threshold, the lateral acceleration is greater than or equal to a second threshold, and the steering wheel angle is greater than or equal to a third threshold, the VCU 310 can determine that the vehicle is steering, otherwise it is determined that the vehicle is going straight. Among them, the first threshold, the second threshold, and the third threshold can be configured as the critical yaw rate, critical lateral acceleration, and critical steering wheel angle when the vehicle switches from going straight to steering. These thresholds can be designed by those skilled in the art according to experience or obtained through experimental tests, and are not specifically limited.

[0125] For example, when the state information of the vehicle includes the yaw rate of the vehicle, a yaw rate sensor can also be installed on the vehicle. The yaw rate sensor is usually installed on the vehicle body at the center of mass of the vehicle to periodically collect the yaw rate of the vehicle body at the center of mass and send it to the VCU 310 in the form of an electrical signal. The period here can also be the second period. The yaw rate sensor collects the yaw rate at the start of each second period and sends it to the VCU 310. The VCU 310 can also construct a two-degree-of-freedom vehicle model of the vehicle under the current working condition and determine the critical yaw rate when the vehicle switches from going straight to steering under the current working condition according to the two-degree-of-freedom vehicle model, that is, w in the foregoing term explanation part b . Then, every time the VCU 310 receives a yaw rate sent by the yaw rate sensor, it can compare the absolute value of the yaw rate with the absolute value of the critical yaw rate w b . If the former is less than the absolute value of the critical yaw rate w b , it means that the vehicle basically does not perform yaw motion along the Figure 1a shown z-axis, and the vehicle is probably not steering. Therefore, it can be determined that the vehicle is going straight.

[0126] For another example, when the vehicle state information includes the lateral acceleration of the vehicle, a lateral acceleration sensor may also be installed on the vehicle. This lateral acceleration sensor is usually installed inside the airbag and is used to periodically collect the lateral acceleration of the vehicle and send it to the VCU 310. The lateral acceleration sensor may also collect the lateral acceleration at the start of each second cycle and send it to the VCU 310. Each time the VCU 310 receives a lateral acceleration, it can compare the absolute value of this lateral acceleration with the absolute value of the critical lateral acceleration. If the former is less than the absolute value of the critical lateral acceleration, it means that the vehicle is basically not moving laterally along the Figure 1a y-axis shown, and the vehicle is most likely not turning. Therefore, it can be determined that the vehicle is going straight.

[0127] For another example, when the vehicle state information includes the steering wheel angle of the vehicle, a steering angle sensor may also be installed on the vehicle. This steering angle sensor is usually installed at the bottom of the steering column and can be used to periodically detect the rotation angle and rotation direction of the steering wheel and send them to the VCU 310. The steering angle sensor may also detect the rotation angle and rotation direction of the steering wheel at the start of each second cycle and send them to the VCU 310. Each time the VCU 310 receives a rotation angle, it can compare this rotation angle with the critical steering wheel angle. If the former is less than the critical steering wheel angle, it means that the vehicle is basically not turning. Therefore, it can be determined that the vehicle is going straight.

[0128] Furthermore, if none of the above three conditions detect that the vehicle is going straight, it can be considered that the vehicle is turning.

[0129] By adopting the above detection method, by comprehensively considering the yaw rate of the vehicle, the lateral acceleration of the vehicle, and the steering wheel angle of the vehicle, it is possible to jointly identify whether the vehicle is in a turning condition in combination with the vehicle model and various logical thresholds. The information used is more comprehensive and detailed, which can improve the accuracy of the recognition result.

[0130] However, it should be understood that the above content only exemplarily gives a possible steering detection method. In other examples, other steering detection methods may also be adopted, or other information related to vehicle steering may also be combined for detection, etc. The present application does not make specific limitations on this.

[0131] Step 403, the control device controls the vehicle to travel in a torque control mode.

[0132] Optionally, if it is determined that the vehicle is steering in a skidding scenario, the VCU 310 can determine the target motor torque according to the torque control mode, and can send the target motor torque to the MCU 320. The MCU 320 controls the motors 110 on both sides of the same axis with reference to the target motor torque to drive the wheels 120 on both sides of the same axis to rotate. Among them, the torque control mode only requires that the total torque of the wheels 120 on both sides of the same axis remains at the target motor torque, and does not limit whether the torques of the wheels 120 on both sides of the same axis are the same. In other words, there can be a speed difference between the wheels 120 on both sides of the same axis. This speed difference can better adapt to the steering requirements of the vehicle, and at the same time can also adapt to the coordinated work between the wheels 120 and the electronic control suspension (ECS) system, so as to better achieve stable steering of the vehicle in a skidding scenario.

[0133] Furthermore, optionally, in the torque control mode, the VCU 310 can first determine a first torque for suppressing wheel skidding (i.e., the skidding suppression torque, and this skidding suppression torque can also be sent by the IBS 340 to the VCU 310, without limitation) according to the wheel speeds of the driving wheels and the driven wheels of the vehicle, and then determine the target motor torque together with the historical motor torque, where the historical motor torque can include but is not limited to the motor torques of the previous or previous several second cycles. For example, in one example, the VCU 310 can use the average value or weighted average of the skidding suppression torque and the motor torque of the previous second cycle as the target motor torque, so as to gradually transition from the motor torque of the previous second cycle to the skidding suppression torque of the current second cycle and improve the smoothness of torque switching. Another example, in another example, the VCU 310 can first predict the motor torque of the current second cycle according to the motor torques of the previous several second cycles, and then comprehensively determine the target motor torque by combining the predicted motor torque and the skidding suppression torque, so that the target motor torque can take into account the torque change law of the motor. Another example, in yet another example, the VCU 310 can first determine the historical motor torque change amount according to the motor torques of at least two previous second cycles, and then determine the target motor torque together with the skidding suppression torque. For example, use the sum value of the skidding suppression torque and the historical motor torque change amount as the target motor torque, or use the weighted average of the skidding suppression torque and the historical motor torque change amount as the target motor torque, and so on. By adopting this example, the historical motor torque change amount can be used to correct or compensate the skidding suppression torque, so that on the basis of suppressing skidding, the target motor torque can also comprehensively consider the change characteristics of the historical motor torque. Using this target motor torque to control the rotation of the motor can make the change of the motor torque not too abrupt, and can improve the smoothness and comfort of vehicle steering. It should be understood that there are many ways to determine the target motor torque, and they will not be listed one by one here.

[0134] Taking the last example above, in a specific example, the VCU 310 can determine the target motor torque with reference to the following formula (2.1):

[0135] T = T TCS + P1 × ΔT……(2.1)

[0136] Wherein, T is the target motor torque, with the unit of Nm; T TCS is the slip suppression torque, with the unit of Nm; P1 is the first weight; ΔT is the historical motor torque change amount, with the unit of Nm.

[0137] It can be understood that formula (2.1) is just an example. In other examples, some deformations can also be made to formula (2.1) to obtain other possible formulas. For example, the first weight P1 can also be removed, or a weight can also be added to the slip suppression torque T TCS or other vehicle parameters can also be added, such as vehicle speed, etc. The present application does not make specific limitations on this.

[0138] Optionally, in the above formula (2.1), the historical motor torque change amount ΔT can be calculated based on the motor torques of at least two previous second cycles. For example, taking the calculation based on the motor torques of two previous second cycles as an example, assuming that the current second cycle is the Kth second cycle, the target motor torque of the Kth second cycle can be expressed as the following formula (2.2):

[0139] T K = T TCS + P1(T K-1 - T K-2 )……(2.2)

[0140] Wherein, T K is the target motor torque of the Kth second cycle; T K-1 is the motor torque of the (K - 1)th second cycle, T K-2 is the motor torque of the (K - 2)th second cycle, and K is a positive integer greater than 2.

[0141] It can be understood that the historical motor torque change amount ΔT can also be calculated based on the motor torques of at least three previous second cycles. For example, it can also be the average value or weighted average value of the differences between the motor torques of adjacent second cycles in at least three previous second cycles. The weights for weighting can be set according to the proximity to the current second cycle. For example, the closer to the current second cycle, the greater the weight, etc. There are many possible calculation methods, and no specific limitations are made here.

[0142] Optionally, in the above formula (2.1), the value of the first weight P1 can be any real number greater than 0. The value of the first weight P1 can be a fixed value or a variable value. When it is a fixed value, the target motor torque of any second period is only related to the slip suppression torque and the historical motor torque change. When it is a variable value, the value of the first weight P1 can be configured to change with the change of vehicle parameters related to the motor torque. For example, please refer to Figure 5a , which shows a torque characteristic curve of a motor provided by the present application. In this torque characteristic curve, the absolute value of the motor torque is positively correlated with the absolute value of the vehicle acceleration. Therefore, to adapt to the external characteristics of this motor, the value of the first weight P1 can be configured to be related to the vehicle acceleration. For example, it can be positively correlated with the absolute value of the vehicle acceleration. In other words, when the absolute value of the vehicle acceleration is large, the first weight P1 can be configured as a large value. As the absolute value of the vehicle acceleration decreases, the value of the first weight P1 also gradually decreases, but is always greater than 0. In this way, the first weight P1 can be regarded as the weight of the vehicle acceleration on the target motor torque. Using the first weight P1 to correct the historical motor torque change can make the target motor torque better adapt to the torque characteristics of the motor and improve the smooth transition of the vehicle acceleration.

[0143] Furthermore, optionally, the vehicle acceleration with a negative value is usually also called vehicle deceleration. Therefore, the first weight P1 can also be regarded as the weight of the vehicle acceleration / vehicle deceleration on the target motor torque. When the vehicle acceleration / vehicle deceleration is large, the first weight P1 can be configured as a large value. As the vehicle acceleration / vehicle deceleration decreases, the value of the first weight P1 gradually decreases, but is always greater than 0.

[0144] Optionally, after calculating the target motor torque of any second period in the above manner, the VCU 310 can send the target motor torque to the MCU 320. After receiving the target motor torque, the MCU 320 can first determine whether the target motor torque is not less than the minimum allowable torque of the motor 110 and not greater than the maximum allowable torque of the motor 110. If so, it means that the target motor torque does not exceed the driving ability of the motor 110. Therefore, the MCU 320 can drive the motor 110 to rotate according to the target motor torque. On the contrary, if the target motor torque is less than the minimum allowable torque of the motor 110, it means that the minimum driving ability of the motor 110 has exceeded the target motor torque. In this case, to ensure effective driving, the MCU 320 can drive the motor 110 to rotate according to the minimum allowable torque of the motor 110. On the contrary, if the target motor torque is greater than the maximum allowable torque of the motor 110, it means that the target motor torque exceeds the maximum driving ability of the motor 110. In this case, the MCU 320 can drive the motor 110 to rotate according to the maximum allowable torque, while avoiding damage to the motor due to over-torque and improving the driving ability as much as possible.

[0145] Taking the control of the motor rotation according to the target motor torque as an example, if only the torque is considered and the speed is not concerned during the torque control, the vehicle may experience the phenomenon of wheel spin due to excessive wheel speed. To avoid this phenomenon, the VCU 310 can also perform speed limit during the torque control. For example, in any second period, in addition to sending the target motor torque of the second period to the MCU 320, the VCU 310 can also send the set motor speed of the second period to the MCU 320. After receiving the target motor torque and the set motor speed of any second period, the MCU320 can compare the target motor torque with the motor torque corresponding to the set motor speed:

[0146] If the target motor torque is less than or equal to the motor torque corresponding to the set motor speed, it means that the motor speed corresponding to the target motor torque is within the allowable motor speed range. Controlling the vehicle according to the target motor torque will not cause the phenomenon of wheel spin. Therefore, the MCU 320 can control the rotation of the motor 110 according to the target motor torque. For example, the MCU 320 can sequentially send multiple first driving electrical signals to the motor 110, so that the motor 110 gradually transitions from the current motor torque to the target motor torque to improve the stability of torque transition. With this design, within the allowable motor speed range, the motor 110 will control the vehicle according to the target motor torque calculated by the torque control mode. On the basis of adapting to the torque characteristic curve of the motor, the steering state of the vehicle can meet the vehicle demand for slip suppression under the current working conditions;

[0147] Conversely, if the target motor torque is greater than the motor torque corresponding to the set motor speed, it indicates that the motor speed corresponding to the target motor torque exceeds the maximum allowable motor speed. When the vehicle is controlled according to the target motor torque, the wheels will spin. Therefore, to prevent the wheels from spinning, the MCU 320 may not control the rotation of the motor 110 according to the target motor torque, but can control the rotation of the motor 110 according to the set motor speed. For example, the MCU 320 can first determine the motor torque corresponding to the set motor speed, and then sequentially send multiple second drive electrical signals to the motor 110, so that the motor 110 gradually transitions from the current motor torque to the motor torque corresponding to the set motor speed. Moreover, before the end of the current second cycle, the MCU 320 can also monitor the actual speed of the motor 110 and adjust the second drive electrical signal sent to the motor 110 according to the actual speed of the motor 110, so that the actual speed of the motor 110 does not exceed the set motor speed. With this design, when the target motor torque exceeds the motor torque corresponding to the maximum allowable motor speed, the motor 110 will control the vehicle at the maximum allowable motor speed. In this way, while avoiding wheel spin, the effect of suppressing wheel slip can be maximized. Also, since the speed of the motor 110 is limited to the maximum allowable motor speed, the maximum wheel speed of the wheel 120 will also be limited, and the speed fluctuation of the wheel 120 becomes smaller, which can improve the ride comfort of the vehicle in the torque control mode.

[0148] It should be noted that the above set motor speed can be understood as the maximum motor speed that prevents the wheel 120 from spinning. This set motor speed can be a fixed value or a variable value. When it is a fixed value, the value of the set motor speed can be set by those skilled in the art according to experience, or can be obtained through experimental verification in the current scenario, or can also be customized according to the user's instructions, without specific limitation. When it is a variable value, the value of the set motor speed can change with the driving state of the vehicle. For example, in one example, the set motor speed can be configured as the target motor speed in the speed control mode (specific details can be found in the description of step 404 below). In this way, by retaining the speed control interface in the torque control mode, the rotation state of the motor 110 in the torque control mode can meet the requirements of both the torque control mode and the speed control mode, thereby effectively limiting both the motor torque and the motor speed within a reasonable range, and improving the stability, smoothness and comfort of vehicle steering.

[0149] In addition, the above content only presents a possible way of speed limitation. In other examples, other speed limitation methods can also be adopted. For example, in another example, it can also be that the VCU 310 independently determines the final motor torque according to the target motor torque and the set motor speed of each second cycle in the above manner, and then sends it to the MCU 320. The MCU 320 only needs to convert the electrical signal according to the received motor torque and then apply it to the motor 110 for control. For another example, in yet another example, it can also be that the VCU 310 and the MCU 320 cooperate to determine the final motor torque. For example, the VCU 310 sends the set motor speed to the MCU 320, and the MCU 320 calculates the motor torque corresponding to the set motor speed and then replies to the VCU 310. Then, the VCU 310 determines the final motor torque according to the target motor torque of each second cycle and the motor torque corresponding to the received set motor speed, and then sends it to the MCU 320. And so on, there are many possible speed limitation methods, which will not be listed one by one here.

[0150] Combining the above step 402 and step 403, when the vehicle steers in a skidding scenario, by adopting the torque control mode, the requirement of the speed difference between the wheels on both sides of the same axle in the steering scenario can be met, and the stable steering of the vehicle can be achieved. And in the torque control mode, speed limitation can further limit the motor speed within a reasonable range, so that the vehicle will not become unstable due to excessive slipping of the driving wheels.

[0151] Step 404, the control device controls the vehicle to travel in a speed control mode.

[0152] Optionally, if it is determined that the vehicle is going straight in a skidding scenario, the VCU 310 can determine the target motor speed according to the speed control mode and send the target motor speed to the MCU 320. The MCU 320 controls the motors 110 on both sides of the same axle with reference to the target motor speed to drive the wheels 120 on both sides of the same axle to rotate. Among them, the speed control mode requires that the motors 110 on both sides of the same axle rotate at the target motor speed. Therefore, the wheels 120 on both sides of the same axle will have the same wheel speed, and there is no wheel speed difference between the wheels 120 on both sides of the same axle, which can better adapt to the straight-line driving requirement of the vehicle. In addition, since the wheels 120 on both sides of the same axle always maintain the same wheel speed within a second cycle, the frequent wheel speed changes of the wheels can also be avoided, and thus the wheel speed fluctuation can be effectively suppressed.

[0153] Optionally, in the rotational speed control mode, the VCU 310 can determine the target motor rotational speed based on the rotational speed of the vehicle's wheels and the historical motor rotational speed. For example, the rolling component can be extracted from the wheel rotational speed first to obtain the first rotational speed, and then the target motor rotational speed can be determined based on the first rotational speed and the historical motor rotational speed together. The historical motor rotational speed can include, but is not limited to, the motor rotational speed in the previous or previous several second cycles. For example, the VCU 310 can use the average value or weighted average value of the first rotational speed and the motor rotational speed in the previous second cycle as the target motor rotational speed to gradually transition from the motor rotational speed in the previous second cycle to the target motor rotational speed in the current second cycle, improving the smoothness of the rotational speed switching. Or, the VCU 310 can first predict the motor rotational speed in the current second cycle based on the motor rotational speeds in the previous several second cycles, and then comprehensively determine the target motor rotational speed by combining the predicted motor rotational speed and the first rotational speed, so that the target motor rotational speed can take into account the variation law of the motor rotational speed. Or, the VCU 310 can first determine the historical motor rotational speed change amount based on the motor rotational speeds in at least two previous second cycles, and then combine the historical motor rotational speed change amount and the first rotational speed to determine the target motor rotational speed. For example, the sum value of the first rotational speed and the historical motor rotational speed change amount can be used as the target motor rotational speed, or the weighted average value of the first rotational speed and the historical motor rotational speed change amount can be used as the target motor rotational speed, and so on. In this way, the historical motor rotational speed change amount can be used to correct or compensate the first rotational speed, so that the target motor rotational speed can not only consider the anti-slip function, but also comprehensively consider the variation characteristics of the historical motor rotational speed. Using this target motor rotational speed to control the motor rotation can make the change of the motor rotational speed not too abrupt, which helps to improve the straight-line smoothness and comfort of the vehicle. It should be understood that there are many ways to determine the target motor rotational speed, which will not be listed one by one here.

[0154] Taking the last example above as an example, in a specific example, the VCU 310 can determine the target motor rotational speed with reference to the following formula (2.3):

[0155]

[0156] where n is the target motor rotational speed; P2 is the second weight; λ is the target slip ratio; is the average wheel speed of the vehicle; can be understood as the rolling component in the average wheel speed of the vehicle, that is, the first rotational speed; P3 is the third weight; Δn is the historical motor rotational speed change amount.

[0157] It can be understood that Formula (2.3) is just an example. In other examples, some transformations can also be made to Formula (2.3) to obtain other possible formulas. For example, the second weight P2 can be removed only, or the third weight P3 can be removed only, or both the second weight P2 and the third weight P3 can be removed simultaneously, or other parameters can be added, such as a friction parameter or a resistance parameter, etc. The present application does not make specific limitations in this regard.

[0158] Optionally, in the above Formula (2.3), the historical motor speed change Δn can be calculated based on the motor speeds of at least two previous second cycles. For example, taking the calculation based on the motor speeds of two previous second cycles as an example, assuming that the current second cycle is the Kth second cycle, the target motor speed of the Kth second cycle can be expressed by the following Formula (2.4):

[0159]

[0160] where n K is the target motor speed of the Kth second cycle; v L is the wheel speed of the left wheel; v R is the wheel speed of the right wheel; n K-1 is the motor speed of the (K - 1)th second cycle, n K-2 is the motor speed of the (K - 2)th second cycle, and K is a positive integer greater than 2.

[0161] It can be understood that the historical motor speed change Δn can also be calculated based on the motor speeds of at least three previous second cycles. For example, it can also be the average value or weighted average of the differences between the motor speeds of adjacent second cycles in at least three previous second cycles. The weights for weighting can be set according to the proximity to the current second cycle. For example, the closer to the current second cycle, the greater the weight, etc. There are many possible calculation methods and they will not be listed one by one here.

[0162] Optionally, in the above Formula (2.3), the values of the second weight P2 and the third weight P3 can both be any decimal greater than 0 and less than 1. The value of the second weight P2 or the third weight P3 can be a fixed value or a variable value. When both are fixed values, the target motor speed of any second cycle is only related to the first speed and the historical motor speed change. When at least one of them is a variable value, the value of the variable second weight P2 or the third weight P3 can change with the change of vehicle parameters related to the motor speed, so that the target motor speed can take into account the speed characteristics of the motor at the same time.

[0163] For example, please refer to Figure 5b, showing a rotational speed characteristic curve of a motor provided by the present application. In the rotational speed characteristic curve, the vehicle acceleration is positively correlated with the power. When the vehicle starts, the motor torque is large, resulting in a large motor rotational speed and a large vehicle acceleration, but the vehicle speed is small. After the vehicle has started for a period of time, the motor torque becomes smaller, causing the motor rotational speed to become smaller and the vehicle acceleration to become smaller, but the vehicle speed becomes larger. Thus, it can be seen that the vehicle speed is negatively correlated with the motor rotational speed, while the vehicle acceleration is positively correlated with the motor rotational speed. Based on this, to adapt to this rotational speed characteristic of the motor, the value of the second weight P2 can be configured to be related to the vehicle speed, for example, it can be negatively correlated with the vehicle speed. When the vehicle speed is low, the second weight P2 can be configured as a relatively large value, such as 1 or a value approaching 1. As the vehicle speed increases, the value of the second weight P2 decreases accordingly, but always remains greater than 0. In this way, the second weight P2 can be regarded as the weight of the vehicle speed on the target motor rotational speed. Using the second weight P2 to correct the first vehicle speed can make the target motor rotational speed adapt to the rotational speed characteristic of the motor and achieve a smooth transition of the vehicle speed.

[0164] Similarly, the value of the third weight P3 can also be configured to be related to the vehicle acceleration, for example, it can be positively correlated with the vehicle acceleration. When the vehicle acceleration is large, the third weight P3 can be configured as a relatively large value, such as 1 or a value approaching 1. As the vehicle acceleration decreases, the value of the third weight P3 also decreases accordingly, but always remains greater than 0. In this way, the third weight P3 can be regarded as the weight of the vehicle acceleration on the target motor rotational speed. Using the third weight P3 to correct the historical motor rotational speed change amount can make the target motor rotational speed adapt to the rotational speed characteristic of the motor and improve the smooth transition during the vehicle acceleration process.

[0165] It can be understood that the above content is introduced taking the acceleration scenario as an example. If it is a braking scenario, the value of the third weight P3 can also be positively correlated with the vehicle deceleration. Therefore, the third weight P3 can also be regarded as the weight of the vehicle deceleration on the target motor rotational speed. Using the third weight P3 to correct the historical motor rotational speed change amount can improve the smooth transition during the vehicle deceleration process.

[0166] Optionally, after calculating the target motor speed of any second period in the above manner, the VCU 310 can send the target motor speed to the MCU 320. After receiving the target motor speed, the MCU 320 can first compare the target motor speed with the maximum allowable speed of the motor 110. If the target motor speed is less than or equal to the maximum allowable speed of the motor 110, it means that the target motor speed is within the maximum safe speed range of the motor 110, and the motor can be controlled according to the target motor speed. If the target motor speed is greater than the maximum allowable speed of the motor 110, it means that the target motor speed has exceeded the maximum safe speed range of the motor 110. To avoid motor damage caused by overspeed, the MCU 320 can control the motor according to the maximum allowable speed of the motor 110.

[0167] Taking the motor control according to the target motor speed as an example, in the specific control process, the MCU 320 can first calculate the speed difference (the unit can be rpm / ms or rpm / s) according to the target motor speed of the motor 110 in the current second period and the speed in the previous second period, and then divide the whole control process into several stages according to the speed difference. By sequentially sending multiple third drive electrical signals to the motor 110 in these stages, the motor 110 can gradually transition from the current speed to the target motor speed, so as to improve the smoothness of the transition by limiting the gradient change and avoid step changes. Moreover, before the end of the current second period, the MCU 320 can also monitor the actual speed of the motor 110 and adjust the third drive electrical signal sent to the motor 110 according to the actual speed of the motor 110, so that the actual speed of the motor 110 can be maintained at the target motor speed as much as possible.

[0168] Optionally, if only the speed is considered and the torque is not concerned during the speed control, the vehicle may have the phenomenon that the motor torque crosses zero. To avoid this phenomenon, torque limitation can also be performed during the speed control. For example, before sending any third drive electrical signal to the motor 110, the MCU 320 can also send the first motor torque corresponding to the third drive electrical signal to the VCU 310. The VCU 310 judges whether the first motor torque is in the torque zero-crossing risk area. If it is not in the torque zero-crossing risk area, it can instruct the MCU 320 to drive the motor 110 to rotate according to the first motor torque, so as to control the vehicle according to the target motor speed calculated in the speed control mode, and on the basis of adapting to the speed characteristic curve of the motor, make the straight-line state of the vehicle meet the vehicle demand for slip suppression under the current working conditions. On the contrary, if it is in the torque zero-crossing risk area, the VCU 310 can make a decision on a second motor torque that is not in the torque zero-crossing risk area according to the first motor torque and some other information, and instruct the MCU 320 to control the motor 110 to rotate according to the second motor torque, so as to avoid the phenomenon that the motor 110 has zero torque crossing.

[0169] It is understandable that the torque zero-crossing risk zone can be set in various forms. Three possible setting forms are exemplarily given below.

[0170] In one possible setting form, the torque zero-crossing risk zone may include all torques with a sign different from the current motor torque (or the motor torque determined in the previous decision). After receiving the first motor torque, the VCU 310 can compare the sign of the first motor torque with the current motor torque (or the motor torque determined in the previous decision). If the signs are the same, it indicates that the motor 110 will not pass through the state where the torque is 0 when switching from the current torque to the first motor torque, and the first motor torque itself has no risk of torque zero-crossing. Therefore, the VCU 310 can instruct the MCU 320 to continue driving the motor 110 to rotate according to the first motor torque. Conversely, if the signs are different, it indicates that the motor 110 will pass through the state where the torque is 0 when switching from the current torque to the first motor torque, and the first motor torque is in the torque zero-crossing risk zone. In this case, to avoid torque zero-crossing, the VCU 310 can randomly or according to a set rule select a motor torque with the same sign as the current motor torque (or the motor torque determined in the previous decision) or zero torque as the second motor torque. For example, when the first motor torque is a negative torque but the current motor torque is a positive torque, the VCU 310 can select a positive torque or zero torque as the second motor torque to keep the motor 110 always in the forward rotation or non-rotation state, avoiding the switch between forward rotation and reverse rotation, and thus avoiding the phenomenon of torque zero-crossing. Another example is when the first motor torque is a positive torque but the current motor torque is a negative torque, the VCU 310 can select a negative torque or zero torque as the second motor torque to keep the motor 110 always in the reverse rotation or non-rotation state, avoiding the switch between reverse rotation and forward rotation, and thus avoiding the phenomenon of torque zero-crossing. By using this method, the sign of the finally determined motor torque will always remain the same as that of the previous time node. Therefore, no matter what the motor sign is when this setting is enabled, the motor torque will always maintain this sign throughout the driving process, and the rotation direction of the motor remains unchanged.

[0171] In another possible setting form, the torque zero-crossing risk zone may include all torques greater than or equal to 0. After receiving the first motor torque, the VCU 310 can determine whether the first motor torque is greater than or equal to 0. If the first motor torque is less than 0, it can be determined that the first motor torque is not in the torque zero-crossing risk zone, and the VCU 310 can instruct the MCU 320 to continue driving the motor 110 to rotate according to the first motor torque. If the first motor torque is greater than or equal to 0, it can be determined that the first motor torque is in the torque zero-crossing risk zone, and the VCU 310 can select a negative torque or 0 torque as the second motor torque and instruct the MCU 320 to drive the motor 110 to rotate according to the second motor torque. It can be understood that this setting form is more suitable for deceleration scenarios. According to this setting form, the VCU 310 will always instruct the MCU 320 to drive the motor 110 to rotate according to a negative torque or 0 torque, so that the motor 110 always remains reverse or non-rotating during the entire speed control period, and the motor 110 will not experience a switch from reverse to forward rotation. Therefore, the motor 110 will not exhibit the phenomenon of torque zero-crossing.

[0172] In yet another possible setting form, the torque zero-crossing risk zone may include all torques less than or equal to 0. After receiving the first motor torque, the VCU 310 can determine whether the first motor torque is less than or equal to 0. If the first motor torque is greater than 0, it can be determined that the first motor torque is not in the torque zero-crossing risk zone, and the VCU 310 can instruct the MCU 320 to continue driving the motor 110 to rotate according to the first motor torque. If the first motor torque is less than or equal to 0, it can be determined that the first motor torque is in the torque zero-crossing risk zone, and the VCU 310 can select a positive torque or 0 torque as the second motor torque and instruct the MCU 320 to drive the motor 110 to rotate according to the second motor torque. It can be understood that this setting form is more suitable for acceleration scenarios. According to this design form, the VCU 310 will always instruct the MCU 320 to drive the motor 110 to rotate according to a positive torque or 0 torque, so that the motor 110 always remains forward or non-rotating during the entire speed control period, and the motor 110 will not experience a switch from forward to reverse rotation. Therefore, the motor 110 will not exhibit the phenomenon of torque zero-crossing.

[0173] Taking the last possible setting form as an example, two examples are given below to illustrate the specific selection method.

[0174] In one example, a minimum allowable torque P min can be pre-configured in the VCU 310. min This minimum allowable torque P

[0175] is a torque greater than or equal to 0. After receiving the first motor torque sent by the MCU 320, the VCU 310 can make a decision on the final motor torque with reference to the following formula (2.51):lim = max(T, P min )……(2.51)

[0176] Wherein, T lim is the motor torque determined by the VCU 310, and T is the first motor torque.

[0177] According to the above formula (2.51), if the received first motor torque T is greater than or equal to the minimum allowable torque P min , it indicates that the first motor torque T is a positive torque or zero torque. Controlling the vehicle according to the first motor torque T will keep the motor torque non - negative all the time. Therefore, the VCU 310 can directly return the received first motor torque T to the MCU 320. Conversely, if the received first motor torque T is less than the minimum allowable torque P min , it indicates that the first motor torque T is negative, or 0, or although it is positive but less than the allowable minimum torque. In this case, the VCU 310 can ignore the first motor torque T and can send the minimum allowable torque P min (i.e., the second motor torque) to the MCU 320 so that the motor 110 controls the vehicle according to the minimum allowable torque P min . Since the minimum allowable torque P min is greater than or equal to 0, therefore, controlling the motor 110 to rotate according to the minimum allowable torque P min makes the torque of the motor 110 also in a non - negative state.

[0178] For example, taking the minimum allowable torque P min as 1 Nm as an example, please refer to Figure 6a , which shows the correlation diagram between the actual motor torque and the first motor torque when the minimum allowable torque P min is configured as 1 Nm. When the first motor torque corresponding to the target motor speed is greater than or equal to 1 Nm, the VCU 310 will control the MCU 320 to control according to the first motor torque. Once the first motor torque changes to less than 1 Nm, no matter how small the first motor torque is, the VCU 310 will control the MCU 320 to control according to the minimum allowable torque of 1 Nm. In this way, in the whole speed control process, the actual torque of the motor is always not less than 1 Nm, and the motor will not have the phenomenon of torque crossing zero, so that the acceleration mutation caused by large load changes will not occur, which helps to improve the driving stability of the vehicle.

[0179] In another example, after receiving the first motor torque sent by the MCU 320, the VCU 310 first determines whether the first motor torque is less than or equal to 0. If not, it means that the first motor torque is a positive torque. Therefore, the VCU 310 can directly return the received first motor torque to the MCU 320. On the contrary, it means that the first motor torque is a negative torque or a zero torque. Controlling according to the first motor torque may result in a phenomenon where the torque changes from positive torque to negative torque. In this case, the VCU 310 can determine the second motor torque with reference to the following formula (2.52):

[0180] T lim = min(|T|, P0)……(2.52)

[0181] where T lim is the second motor torque, T is the first motor torque, P0 is the set motor torque, and the value of P0 is greater than 0.

[0182] According to the above formula (2.52), when the first motor torque sent by the MCU 320 is less than or equal to 0, the VCU 310 will take the minimum value of the absolute value of the first motor torque and the set motor torque P0 as the second motor torque. Among them, the absolute value of the first motor torque is greater than or equal to 0, and the set motor torque P0 is greater than 0. Therefore, the minimum value of the two is always a positive value or 0. In other words, the second motor torque determined according to the above formula (2.52) is always greater than or equal to 0. Therefore, when the MCU 320 controls the motor 110 according to the determined second motor torque, the motor 110 will always be in the forward rotation or non-rotation state, and the actual torque of the motor will not cross zero.

[0183] Optionally, in the above formula (2.52), the set motor torque P0 can be any torque greater than 0. The set motor torque P0 can be a fixed value or a variable value. When it is a fixed value, the set motor torque P0 can be designed by those skilled in the art according to experience, configured according to the current scenario requirements, or customized according to the user's instructions, and no specific limitations are made.

[0184] For example, in one example, the set motor torque P0 can be set to a fixed value relatively close to 0, such as 2 Nm. Please refer to Figure 6b, showing the correlation diagram of the actual motor torque and the first motor torque when the set motor torque P0 is configured to 2 Nm. When the first motor torque is greater than or equal to 0, the VCU 310 will control the MCU 320 to control according to the first motor torque. Once the first motor torque changes to less than 0 but not less than -2 Nm, the VCU 310 will control the MCU 320 to control according to the absolute value of the first motor torque. Until the first motor torque changes to less than -2 Nm, no matter how small the first motor torque sent by the MCU 320 is, the VCU 310 will control the MCU 320 to control according to the second motor torque of 2 Nm. It can be seen that in the whole speed control process, the actual torque of the motor is always not less than 0 Nm, the motor always maintains forward rotation or no rotation, and there will be no reverse rotation, so there will be no phenomenon of the motor torque passing through zero, which helps to improve the driving stability of the vehicle. In addition, when the first motor torque is negative, the actual motor torque is maintained between [0, 2 Nm]. Although this motor torque is greater than or equal to 0 but the value is relatively small, this relatively small motor torque can adapt to the need to reduce the acceleration in the speed control mode and improve the scenario adaptability of torque limitation in the speed control mode.

[0185] For another example, in another example, the set motor torque P0 can be configured to change with the change of the first motor torque. For example, it decreases with the decrease of the first motor torque, but is always greater than 0. Or rather, as the first motor torque gradually approaches 0, the set motor torque P0 also gradually decreases, but is always greater than 0. For example, please refer to Table 1, which exemplarily shows the corresponding relationship between a set motor torque P0 and the first motor torque. It can be understood that here only the corresponding relationship between the two is introduced in tabular form, but this corresponding relationship can also be stored in any other form, such as a database, an image, a formula or a stack, etc. The present application does not make specific limitations on this.

[0186] Table 1

[0187] First motor torque <![CDATA[Set motor torque P0]]> (-0.5，0] 0 (-1，-0.5] 0.5 (-1.5，-1] 1 (-2，-1.5] 1.5 (-∞，-2] 2

[0188] As shown in Table 1, the corresponding relationship between the set motor torque P0 and the first motor torque contains multiple motor torque intervals, and each motor torque interval corresponds to a fixed value of the set motor torque P0. According to this configuration, as long as the first motor torque sent by the MCU 320 is within one of the motor torque intervals, the finally determined second motor torque is the fixed value of the set motor torque P0 corresponding to this motor torque interval. For example, combined with Figure 6cAs shown in Table 1, when the first motor torque is greater than or equal to 0, the VCU 310 will control the MCU 320 to control according to the first motor torque. When the first motor torque changes to less than 0 but not less than -0.5 Nm, regardless of how the first motor torque changes, the VCU 310 will control the MCU 320 to control according to the second motor torque of 0 Nm. After that, if the first motor torque changes to less than -0.5 Nm but not less than -1 Nm, regardless of how the first motor torque changes, the VCU 310 will control the MCU 320 to control according to the second motor torque of 0.5 Nm, and so on, until the first motor torque changes to less than -2 Nm, regardless of how the first motor torque changes, the VCU 310 will control the MCU 320 to control according to the second motor torque of 2 Nm. It can be seen that within different motor torque intervals, the finally determined second motor torque will change synchronously with the change trend of the first motor torque, and within the same motor torque interval, the finally determined second motor torque remains consistent. Compared with Figure 6b the method of setting the set motor torque P0 to a fixed value shown, the actual torque of the motor is at several fixed values in the interval of [-2 Nm, 0], rather than changing arbitrarily in this interval, so as to avoid frequent fluctuations in the actual motor torque and further improve the straight-line stability of the vehicle.

[0189] It can be understood that the above formulas (2.51) and (2.52) are only two possible examples. In other examples, some deformations can also be made to the above formula (2.51) or formula (2.52) to obtain other formulas, or other formulas can also be designed, or other examples can also be designed. For example, in another example, after receiving the first motor torque sent by the MCU 320, the VCU 310 can also judge whether the first motor torque is 0 or a value close to 0. If so, it means that controlling the motor 110 according to the first motor torque sent by the MCU 320 will make the torque of the motor 110 become 0 or a value close to 0. If there are some error effects, the actual torque of the motor 110 may have passed through the state of negative torque. Therefore, the motor torque sent by the MCU 320 has a risk of torque zero crossing. To avoid torque zero crossing, the VCU 310 can also select a positive torque (or negative torque) with a large difference from 0 as the second motor torque and send it to the MCU 320, so that the MCU 320 always controls the motor 110 to rotate according to the relatively large positive torque (or negative torque), reducing the torque zero crossing phenomenon caused by errors. There are many possible implementation methods, and this application will not list them one by one.

[0190] In addition, the above content only presents a possible torque limitation method. In other examples, other torque limitation methods can also be adopted. For example, in another example, it can also be that the MCU 320 independently determines the final motor torque according to the target motor speed and the torque zero-crossing risk zone in each second cycle in the above manner, and then converts it into a corresponding electrical signal and applies it to the motor 110. For another example, in yet another example, it can also be that the VCU 310 and the MCU 320 cooperate to determine the final motor torque. For example, the MCU 320 determines whether the target motor speed is in the torque zero-crossing risk zone. If it is not in the torque zero-crossing risk zone, the motor 110 is directly controlled according to the target motor speed. If it is in the torque zero-crossing risk zone, the first motor torque corresponding to the target motor speed is sent to the VCU 310. The VCU 310 makes a decision on a second motor torque that is not in the torque zero-crossing risk zone and returns it to the MCU 320. Then, the MCU 320 generates a corresponding electrical signal to control the motor 110. Etc., there are many possible torque limitation methods, which will not be listed one by one here.

[0191] Combining the above steps 402 and 404, when the vehicle is going straight in a skidding scenario, by adopting the speed control mode, the requirement for the same-speed rotation of the wheels on both sides of the same axis in the straight-going scenario can be met, and the straight movement of the vehicle can be achieved. While torque limitation is performed in the speed control mode, the motor torque can be limited within a reasonable range, so that the phenomenon of torque zero-crossing of the vehicle will not occur, and further, the phenomenon of large acceleration fluctuations caused by load changes of the vehicle can be avoided.

[0192] It should be noted that the above step 403 introduces the specific implementation process of the torque control mode, and the above step 404 introduces the specific implementation process of the speed control mode. The descriptions between these two control modes are consistent and can be referenced mutually. For example, in the above step 403, the set motor speed can also be corrected with reference to the maximum allowable speed as shown in step 404, and the phased control can also be performed with reference to the motor speed difference as shown in step 404. And in the above step 404, the finally determined motor torque can also be corrected with reference to the minimum allowable torque and the maximum allowable torque as shown in step 403. Etc., these contents will not be repeated one by one in this application.

[0193] In addition, the above content only takes the VCU in the vehicle executing the vehicle control method as an example for introduction. However, it should be understood that the vehicle control method can also be executed by other devices or equipment. For example, it can also be executed by other control devices in the vehicle, including but not limited to IBS, MCU or MDC, etc. For another example, it can also be executed by electronic devices outside the vehicle, including but not limited to cloud servers, terminal devices, RSU or other vehicles, etc. The electronic device can be connected to the vehicle to achieve vehicle control. For yet another example, it can also be executed by other devices or equipment, and the present application does not make specific limitations on this.

[0194] The above content has introduced the implementation process of the vehicle control method in the present application in detail. By selecting a control mode suitable for the current driving state under different driving states in the sliding scenario and restricting the rotational speed or torque for each control mode, the vehicle can drive safely and stably in any driving state in the sliding scenario, and the smoothness of vehicle driving can be achieved. To illustrate the effect of the vehicle control method on vehicle driving smoothness, the following takes a specific example to introduce the actual application process of the vehicle control method in the vehicle. However, it should be understood that when the vehicle control method is applied to non-vehicle equipment, the same effect can also be achieved.

[0195] Please refer to Figure 7a , which shows a schematic diagram of the state of a vehicle applying the vehicle control method provided in the present application. As Figure 7a shown, assume that under the control of the driver, after the vehicle starts, it first drives on a non-smooth road surface. When it reaches position point a, the vehicle enters a smooth road surface. The vehicle first accelerates linearly on the smooth road surface until it reaches position point b, and then accelerates in a curve. The motor torque requested by the driver is shown by the dotted line S11 in the figure, the motor speed requested by the driver is shown by the dotted line S14 in the figure, the actual motor torque is shown by the solid line S12 in the figure, and the actual motor speed is shown by the solid line S13 in the figure. Based on Figure 7a the application scenario shown:

[0196] When the vehicle starts on a non-smooth road surface, the vehicle defaults to the torque control mode. Since the motor speed and motor torque requested by the driver gradually increase, the actual motor speed and actual motor torque will also gradually increase accordingly;

[0197] When the vehicle travels to position point a, the vehicle enters a smooth road surface. The motor speed and motor torque requested by the driver exceed the limit that the vehicle can bear on the smooth road surface, and the vehicle slips. The TCS trigger flag bit in the vehicle is set to 1, the TCS function is started, and TCS begins to intervene in the vehicle's power system. Therefore, although the motor speed and motor torque requested by the driver are relatively large, the actual motor speed and actual motor torque will suddenly become smaller under the intervention of TCS to suppress wheel slip. Also, since it is detected that the vehicle is going straight in the skidding scenario, the vehicle will switch from the torque control mode to the speed control mode. The torque control mode is turned off, and the speed control mode is turned on. The vehicle calculates the target motor speed of the motor in each second cycle according to the foregoing formula (2.4). At the same time, to prevent the phenomenon of torque going to zero during the speed control process, the vehicle will also limit the motor torque so that the actual motor torque always remains non-negative. Therefore, within the movement trajectory between position point a and position point b, the actual motor speed gradually increases with the calculation result of formula (2.4), and the actual motor torque will also increase synchronously with the increase of the actual motor speed. At the same time, due to the existence of torque limitation, the actual motor torque always remains positive or 0 and will not become negative;

[0198] When the vehicle travels to position point b, the vehicle enters a curve. The curve flag bit in the vehicle is set to 1, and the vehicle starts to turn. Since the vehicle is still traveling on a smooth road surface, the TCS function still intervenes. However, because it is detected that the vehicle is turning in the skidding scenario, the vehicle switches back from the speed control mode to the torque control mode. The speed control mode is turned off, and the torque control mode is restarted. The vehicle calculates the target motor torque of the motor in each second cycle according to the foregoing formula (2.2). At the same time, to prevent wheel speed fluctuations or wheel spin during the torque control process, the vehicle will also limit the motor speed so that the actual motor speed does not exceed the target motor speed calculated in the speed control mode. Therefore, within the movement trajectory after position point b, the actual motor torque first increases with the calculation result of formula (2.2), and then remains in a stable state. The actual motor speed will also increase synchronously with the increase of the actual motor torque. At the same time, due to the existence of speed limitation, the actual motor speed is also limited within a certain range.

[0199] To illustrate the difference between the vehicle control method provided by the present application and the existing torque control mode, please refer to Figure 7b , which shows a schematic diagram of the state of a vehicle applying the existing torque control mode provided by the present application. The solid line S22 in the figure is the actual motor torque under the existing torque control mode, and the solid line S23 is the actual motor speed under the existing torque control mode. As Figure 7bAs shown, in the existing torque control mode, after the vehicle enters a smooth road surface, the torque control mode is used to control the vehicle's driving throughout the process, regardless of whether the vehicle is going straight or turning. Moreover, in the existing torque control mode, the vehicle directly uses the slip suppression torque calculated by the TCS as the target motor torque. Since the slip suppression torque is calculated periodically, the actual motor torque suddenly decreases once every other cycle. Therefore, the actual motor torque shows a continuously fluctuating state throughout the driving trajectory, and the actual motor speed also shows a continuously fluctuating state accordingly, resulting in the phenomenon of wheel speed fluctuation and the vehicle driving unevenly. However, when using the vehicle control method provided by the present application, such as Figure 7a As shown, by introducing the historical motor torque change amount into the torque control mode to correct the slip suppression torque, the target motor torque can smoothly transition based on the current motor torque, thereby suppressing the wheel speed fluctuation phenomenon. And performing speed limit in the torque control mode can further avoid the phenomenon of wheel spin caused by excessive speed, further suppressing the wheel speed fluctuation and improving the smoothness of vehicle steering.

[0200] Similarly, to illustrate the difference between the vehicle control method provided by the present application and the existing speed control mode, please refer to Figure 7c , which shows a schematic diagram of the state of a vehicle applying the existing speed control mode provided by the present application. The solid line S32 in the figure is the actual motor torque under the existing speed control mode, and the solid line S33 is the actual motor speed under the existing speed control mode. As Figure 7c As shown, in the existing speed control mode, after the vehicle enters a smooth road surface, the speed control mode is used to control the vehicle's driving throughout the process, regardless of whether the vehicle is going straight or turning. Moreover, in the existing speed control mode, the vehicle directly determines the target motor speed based on the target slip ratio and vehicle speed. At the position point a where it enters the smooth road surface, the calculated target motor speed is much lower than the current motor speed. To quickly reduce to the target motor speed, the vehicle will greatly reduce the driving force of the motor, resulting in a sudden drop in the actual motor torque, and the motor changes from forward rotation to reverse rotation, and is very likely to fluctuate between forward rotation and reverse rotation for some time until the vehicle speed stabilizes at a certain value. During the process of the existing speed control, the motor torque will have a zero-crossing phenomenon, resulting in the vehicle jittering with the zero-crossing of the motor torque, and the vehicle will also show the phenomenon of uneven driving. However, when using the vehicle control method provided by the present application, such as Figure 7a As shown, by introducing the historical motor speed change amount into the speed control mode to correct the target motor speed, the target motor speed can smoothly transition based on the current motor speed, suppressing the wheel speed fluctuation phenomenon. And performing torque limit in the speed control mode can avoid the zero-crossing of the motor torque, thereby avoiding the acceleration fluctuation of the vehicle caused by load changes and improving the smoothness of vehicle straight driving.

[0201] Based on the vehicle control method described above, the present application can also provide a vehicle control system. Please refer to Figure 8 , which shows a possible architecture diagram of the vehicle control system. The vehicle control system 800 can be integrated into the vehicle. The vehicle control system 800 can include a VCU 810. The VCU 810 is used to detect the driving state of the vehicle after determining that the vehicle is in a skidding scenario. If the driving state of the vehicle is going straight, the VCU 810 controls the vehicle to drive in a rotational speed control mode. If the driving state of the vehicle is turning, the VCU 810 controls the vehicle to drive in a torque control mode.

[0202] In a possible implementation, please refer to Figure 8 , the vehicle control system 800 can further include an IBS 820. The IBS 820 is connected to the VCU 810. The IBS 820 is used to obtain the wheel speed of the driving wheels and the wheel speed of the transmission wheels of the vehicle. When the wheel speed of the driving wheels is greater than the wheel speed of the transmission wheels, the IBS 820 sends a notification message to the VCU 810. When the VCU 810 receives the notification message sent by the IBS 820, it determines that the vehicle is in a skidding scenario.

[0203] In a further possible implementation, please refer to Figure 8 , the vehicle control system 800 can further include a sensing system 830. The sensing system 830 can specifically include wheel speed sensors. The wheel speed sensors are installed on the driving wheels and the transmission wheels of the vehicle and can be connected to the IBS 820. The wheel speed sensors are used to periodically collect the wheel speed of the driving wheels and the wheel speed of the transmission wheels of the vehicle and report them to the IBS 820 through communication with the IBS 820.

[0204] In a further possible implementation, please refer to Figure 8 , the sensing system 830 can further include a yaw rate sensor, a lateral acceleration sensor, and a steering wheel angle sensor. These sensors are all connected to the VCU 810. The yaw rate sensor is used to periodically collect the yaw rate of the vehicle and send it to the VCU 810. The lateral acceleration sensor is used to periodically collect the lateral acceleration of the vehicle and send it to the VCU 810. The steering wheel angle sensor is used to periodically collect the steering wheel angle of the vehicle and send it to the VCU 810. After determining that the vehicle is in a skidding scenario, if the VCU 810 determines that the yaw rate of the vehicle is not less than a first threshold, the lateral acceleration of the vehicle is not less than a second threshold, and the steering wheel angle of the vehicle is not less than a third threshold, it can determine that the driving state of the vehicle is turning; otherwise, it determines that the driving state of the vehicle is going straight.

[0205] In a possible implementation, please refer to Figure 8, the vehicle control system 800 may further include an MCU 840, a motor 850, and a wheel 860. The MCU 840 is connected between the VCU 810 and the motor 850, and the motor 850 is connected between the MCU 840 and the wheel 860. When the VCU 810 controls the vehicle to travel in the torque control mode, it may first determine a first torque for suppressing wheel slip based on the wheel speed of the driving wheels and the wheel speed of the driving wheels of the vehicle, and then determine the target motor torque based on the first torque and the historical motor torque. After that, the target motor torque is sent to the MCU 840. The MCU 840 may generate a first drive electrical signal according to the target motor torque and send it to the motor 850, so that the motor 850 drives the wheel 860 to rotate according to the first drive electrical signal to drive the vehicle to turn.

[0206] In a further possible implementation, the target motor torque may satisfy the following formula: T = T TCS + P1 × ΔT; where T is the target motor torque; T TCS is the first torque; P1 is the first weight, and the value of P1 is related to the acceleration of the vehicle. For example, it may be positively correlated with the acceleration of the vehicle; ΔT is the change amount of the historical motor torque.

[0207] In a further possible implementation, before the VCU 810 sends the target motor torque to the MCU 840, it may first determine that the target motor torque is less than or equal to the motor torque corresponding to the set motor speed.

[0208] In a further possible implementation, if the VCU 810 determines that the target motor torque is greater than the motor torque corresponding to the set motor speed, it may send the motor torque corresponding to the set motor speed to the MCU 840. The MCU 840 may generate a second drive electrical signal according to the motor torque corresponding to the set motor speed and send it to the motor 850, so that the motor 850 drives the wheel 860 to rotate according to the second drive electrical signal.

[0209] In a further possible implementation, the set motor speed may be the target motor speed corresponding to the speed control mode.

[0210] In a possible implementation, when the VCU 810 controls the vehicle to travel in the speed control mode, it may determine the target motor speed according to the wheel speed of the vehicle and the historical motor speed, and send the target motor speed to the MCU 840. The MCU 840 may generate a third drive electrical signal according to the target motor speed and send the third drive electrical signal to the motor 850, so that the motor 850 controls the wheel 860 to rotate according to the third drive electrical signal to drive the vehicle to go straight.

[0211] In a further possible implementation, the target motor speed may satisfy the following formula: Wherein, n is the target motor speed; P2 is the second weight, and the value of P2 is related to the vehicle speed. For example, it may be negatively correlated with the vehicle speed; λ is the target slip ratio; is the average wheel speed of the vehicle; P3 is the third weight, and the value of P3 is related to the acceleration of the vehicle. For example, it may be positively correlated with the acceleration of the vehicle; Δn is the historical motor speed change.

[0212] In a further possible implementation, before the MCU 840 sends the third drive electrical signal to the motor 850, it may also send the first motor torque corresponding to the third drive electrical signal to the VCU 810. If the VCU 810 determines that the first motor torque is not in the torque zero-crossing risk area, it instructs the MCU 840 to drive the motor 850 to rotate according to the first motor torque. If it determines that the first motor torque is in the torque zero-crossing risk area, it instructs the MCU 840 to drive the motor 850 to rotate according to the second motor torque, and the second motor torque is not in the torque zero-crossing risk area.

[0213] In a further possible implementation, the torque zero-crossing risk area may include all torques less than or equal to 0. In this case, the second motor torque may satisfy the following formula: T2 = min(|T1|, P0); where, T2 is the second motor torque; T1 is the first motor torque; P0 is the set motor torque, and the value of P0 is greater than 0.

[0214] In a further possible implementation, the value of P0 may be positively correlated with the first motor torque.

[0215] It should be noted that for the functions of each device in the vehicle control system 800, the concepts related to the technical solution provided in this application, the explanations and detailed descriptions, and other steps, please refer to the descriptions of these contents in the foregoing method embodiments, and will not be elaborated here.

[0216] It should be understood that the architecture of the above vehicle control system 800 is only an example. In other examples, the vehicle control system 800 may include more, fewer, or different components, and each component may include more, fewer, or different parts. The shown parts or the unshown parts may be combined or divided in any way. The division of the illustrated units is only a logical function division. In actual implementation, they may be fully or partially integrated into a physical entity, or physically separated. This application does not make specific limitations on this.

[0217] Based on the vehicle control method described above, this application can also provide a vehicle control device, which can be used to execute the above vehicle control method. For related features, please refer to the foregoing method embodiments and will not be elaborated here.

[0218] For example, please refer to Figure 9, showing a possible schematic structural diagram of a vehicle control device. The vehicle control device 900 can be a chip or a circuit, such as a chip or a circuit that can be set in a vehicle, or a chip or a circuit in an electronic device outside the vehicle. The vehicle control device 900 can correspond to the VCU in the above method. The vehicle control device 900 can implement the steps performed by the VCU 310 in the method shown above, or can implement the steps performed by the VCU 810 in the system shown above. Figure 4 The steps performed by the VCU 310 in the method shown above, or can implement the steps performed by the VCU 810 in the system shown above. Figure 8 The steps performed by the VCU 810 in the system shown above.

[0219] As Figure 9 shown, the vehicle control device 900 can include a determination unit 910, a detection unit 920, and a control unit 930. When the vehicle control device 900 is operating, the determination unit 910 can determine whether the vehicle is in a skidding scenario according to the current driving scenario. The detection unit 920 can detect the driving state of the vehicle in the skidding scenario. When the detection unit 920 detects that the driving state of the vehicle is turning, the control unit 930 can control the vehicle to travel in a torque control mode. When the detection unit 920 detects that the driving state of the vehicle is going straight, the control unit 930 can control the vehicle to travel in a speed control mode.

[0220] For the concepts, explanations, detailed descriptions, and other steps related to the vehicle control device 900 involved in this application, please refer to the descriptions of these contents in the foregoing method or other embodiments. Details are not described here.

[0221] It should be understood that the division of the units of the above vehicle control device 900 is only a logical function division. In actual implementation, it can be fully or partially integrated into a physical entity, or physically separated. This application does not make specific limitations on this. The functions of each unit in the above vehicle control device 900 can refer to the implementation of the corresponding method embodiments. Details are not described here.

[0222] For example, please refer to Figure 10 , showing another possible schematic structural diagram of a vehicle control device. The vehicle control device 1000 can be a chip or a chip system. Optionally, the chip system can be composed of chips, or can include chips and other discrete devices. As Figure 10 shown, the vehicle control device 1000 can include at least one processor 1010 and a memory 1020. At least one processor 1010 is coupled to the memory 1020. The memory 1020 can be located inside the vehicle control device 1000 or outside the vehicle control device 1000. The memory 1020 stores the computer programs or instructions necessary to implement any of the above method embodiments. At least one processor 1010 completes the methods in any of the above method embodiments by executing the computer programs or instructions stored in the memory 1020.

[0223] The vehicle control device 1000 may further include a communication interface 1030. The vehicle control device 1000 can interact with other devices through the communication interface 1030. The communication interface 1030 can be a circuit, a bus, a transceiver, or any other device that can be used for information interaction, or is also called a signal transceiver unit. When the vehicle control device 1000 is a chip-like device or a circuit, the communication interface 1030 in the vehicle control device 1000 can also be an input / output circuit, which can input data (or receive data) and output data (or send data). At least one processor 1010 is an integrated processor, a microprocessor, or an integrated circuit. At least one processor 1010 can determine output data based on the input data.

[0224] Optionally, when the vehicle control device 1000 is a control device in a vehicle, at least one processor 1010 can obtain the computer programs or instructions stored in the memory 1020 to execute the steps in any of the above method embodiments. For example, at least one processor 1010 can communicate with the IBS in the vehicle through the communication interface 1030 to determine whether the vehicle is in a skidding scenario, can communicate with the sensing system in the vehicle through the communication interface 1030 to obtain the driving state of the vehicle. When the driving state of the vehicle is turning, communicate with the MCU in the vehicle through the communication interface 1030 to instruct the MCU to control the vehicle driving in a torque control mode. When the driving state of the vehicle is going straight, communicate with the MCU in the vehicle through the communication interface 1030 to instruct the MCU to control the vehicle driving in a speed control mode.

[0225] Optionally, when the vehicle control device 1000 is a control device outside the vehicle, such as an electronic device outside the vehicle, at least one processor 1010 can obtain the computer programs or instructions stored in the memory 1020 to execute the steps in any of the above method embodiments. For example, at least one processor 1010 can communicate with the controlled vehicle through the communication interface 1030. After determining that the controlled vehicle is in a skidding scenario, obtain the driving state of the controlled vehicle. If the driving state of the controlled vehicle is turning, control the controlled vehicle to drive in a torque control mode. If the driving state of the controlled vehicle is going straight, control the controlled vehicle to drive in a speed control mode.

[0226] The above-mentioned processor 1010 may be a general-purpose processor, a digital signal processor, an application-specific integrated circuit, a field-programmable gate array or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, and can implement or execute the various methods, steps and logic block diagrams disclosed in this application. The general-purpose processor may be a microprocessor or any conventional processor, etc. The steps of the method disclosed in combination with this application can be directly embodied as being executed by a hardware processor, or executed by a combination of hardware and software modules in the processor.

[0227] The above-mentioned memory 1020 may be a non-volatile memory, such as a hard disk drive (HDD) or a solid-state drive (SSD), etc., and may also be a volatile memory, such as a random-access memory (RAM). The memory 1020 may also be any other medium that can be used to carry or store the desired program code in the form of instructions or data structures and can be accessed by a computer, but is not limited thereto. The memory 1020 in this application may also be a circuit or any other device capable of implementing a storage function, for storing computer programs, computer programs or instructions and / or data.

[0228] For the concepts, explanations, detailed descriptions and other steps related to the technical solutions provided in the embodiments of this application in the vehicle control device 1000, please refer to the descriptions of these contents in the foregoing methods or other embodiments, and will not be elaborated here.

[0229] Based on the vehicle control method described above, this application can also provide a vehicle, which may include units or modules for implementing the above vehicle control method, such as may include as above Figure 9 or Figure 10 the vehicle control device shown, or may include as above Figure 8 the vehicle control system shown, which will not be repeated here.

[0230] Exemplarily, the vehicle may be a sedan, a truck, a motorcycle, a bus, a ship, an airplane, a helicopter, a lawn mower, a recreational vehicle, a playground vehicle, a construction vehicle, a tram, a golf cart, a train, etc., and this application does not make special limitations. In addition, the vehicle may be a new energy vehicle, including an electric vehicle, such as a two-wheel drive electric vehicle or a four-wheel drive electric vehicle, and this application also does not make limitations thereto.

[0231] Based on the vehicle control method described above, this application can also provide an electronic device, which may include units or modules for implementing the above vehicle control method, such as may include as above Figure 9 or Figure 10The vehicle control device shown. This electronic device is connected to the vehicle to be controlled and realizes the above vehicle control method by communicating with the vehicle to be controlled.

[0232] Exemplarily, the electronic device can be a cloud server, a terminal device, an RSU, or other vehicles, etc., and the present application does not make a special limitation.

[0233] Based on the vehicle control method described above, the present application also provides a computer-readable storage medium. This computer-readable medium stores a program or instructions. When the program or instructions run on the vehicle control device, the vehicle control device is made to execute the method as shown above Figure 4 above.

[0234] Based on the vehicle control method described above, the present application can also provide a computer program product. This computer program product includes: computer program code. When the computer program code runs on a computer, the computer is made to execute the method as shown above Figure 4 above.

[0235] It can be understood that the above vehicle control method can also be extended to any device that has a requirement for driving smoothness. For example, it can also be applied to any movable device with a driving function, including but not limited to ships, airplanes, drones, trains, trucks, lorries, etc. Or, it can also be applied in the field of smart home. By selecting different control modes in different driving states of a mobile robot (such as a floor-sweeping robot, a mopping robot, or a movable smart home appliance, etc.), the mobile robot can smoothly pass through a slippery terrain.

[0236] Moreover, with the evolution of the system architecture and the emergence of new scenarios, the vehicle control method provided by the present application is also applicable to similar technical problems, and the present application does not make a specific limitation thereto.

[0237] In this application, "a plurality of" means two or more. "And / or" describes the association relationship of associated objects and indicates that three relationships can exist. For example, A and / or B can represent: A exists alone, A and B exist simultaneously, or B exists alone, where A and B can be singular or plural. "At least one" or its similar expression refers to any combination of these, including any combination of single or plural numbers. For example, at least one of a, b, or c can represent: a, b, c, "a and b", "a and c", "b and c", or "a and b and c", where a, b, and c can be single or multiple. Additionally, in this application, the word "optionally" or "exemplarily" is used to give examples, illustrations, or explanations. Any embodiment or design described as "example" or "optional" in this application should not be construed as being more preferred or having more advantages than other embodiments or design solutions. Or it can be understood that using the word "example" or "optional" is intended to present concepts in a specific way and does not limit this application.

[0238] In addition, "connection" in this application can be understood as electrical connection, and the connection of two electrical components can be a direct or indirect connection between the two electrical components. For example, when A is connected to B, it can be either a direct connection between A and B or an indirect connection between A and B through one or more other electrical components. For example, when A is connected to B, it can also be that A is directly connected to C and C is directly connected to B, and the connection between A and B is achieved through C. In some scenarios, "connection" can also be understood as coupling, such as the electromagnetic coupling between two inductors. In short, the connection between A and B enables the transmission of electrical energy and signals between A and B.

[0239] It can be understood that the various numerical numbers involved in this application are only for the convenience of description and are not used to limit the scope of the embodiments of this application. The magnitudes of the serial numbers of the above processes do not mean the order of execution, and the order of execution of each process should be determined by its function and internal logic. Terms such as "first", "second", "third", etc. are used to distinguish similar objects and do not necessarily need to describe a specific order or sequence. In addition, the terms "include" and "have" and any of their variations are intended to cover non-exclusive inclusion. For example, a method, system, product, or device includes a series of steps or units. The method, system, product, or device does not have to be limited to the clearly listed steps or units but may include other steps or units not clearly listed or inherent to these processes, methods, products, or devices.

Claims

1. A vehicle control method, characterized in that, The method includes: Determine that the vehicle is in a skidding scenario; Detect the driving state of the vehicle. If the driving state is steering, control the vehicle to drive in a torque control mode. If the driving state is going straight, control the vehicle to drive in a speed control mode.

2. The method according to claim 1, wherein The determination that the vehicle is in a skidding scenario includes: If the wheel speed of the driving wheels of the vehicle is greater than the wheel speed of the transmission wheels of the vehicle, determine that the vehicle is in a skidding scenario.

3. The method according to claim 1 or 2, characterized in that, The detection of the driving state of the vehicle includes: Obtain the yaw rate, lateral acceleration, and steering wheel angle of the vehicle; When the yaw rate is greater than or equal to a first threshold, the lateral acceleration is greater than or equal to a second threshold, and the steering wheel angle is greater than or equal to a third threshold, determine that the driving state of the vehicle is steering. Otherwise, determine that the driving state of the vehicle is going straight.

4. The method according to any one of claims 1 to 3, characterized in that, The control of the vehicle to drive in a torque control mode includes: Determine a first torque for suppressing wheel skidding according to the wheel speed of the driving wheels and the wheel speed of the transmission wheels of the vehicle; Determine a target motor torque according to the first torque and the historical motor torque; Drive the wheels of the vehicle to rotate according to the target motor torque.

5. The method according to claim 4, characterized in that The target motor torque satisfies the following formula: T = T TCS + P1 × ΔT wherein, T is the target motor torque; T TCS is the first torque; P1 is the first weight, and the value of P1 is related to the acceleration of the vehicle; ΔT is the historical motor torque change amount.

6. The method according to claim 4 or 5, characterized in that, The driving of the wheels of the vehicle to rotate according to the target motor torque includes: If the target motor torque is less than or equal to the motor torque corresponding to the set motor speed, drive the wheels of the vehicle to rotate according to the target motor torque. If the target motor torque is greater than the motor torque corresponding to the set motor speed, drive the wheels of the vehicle to rotate according to the motor torque corresponding to the set motor speed.

7. The method according to claim 6, wherein The set motor speed is the target motor speed corresponding to the speed control mode.

8. The method according to any one of claims 1 to 7, characterized in that, The control of the vehicle to drive in a speed control mode includes: Determine a target motor speed according to the wheel speed of the vehicle and the historical motor speed; Control the wheels of the vehicle to rotate according to the target motor speed.

9. The method according to claim 8, wherein The target motor speed satisfies the following formula: Wherein, n is the target motor speed; P2 is the second weight, and the value of P2 is related to the vehicle speed; λ is the target slip ratio; is the average wheel speed of the vehicle; P3 is the third weight, and the value of P3 is related to the vehicle acceleration; Δn is the historical motor speed change.

10. The method according to claim 8 or 9, characterized in that The control of the wheels of the vehicle to rotate according to the target motor speed includes: If the first motor torque corresponding to the target motor speed is not in the torque zero-crossing risk zone, control the wheels of the vehicle to rotate according to the first motor torque. If the first motor torque corresponding to the target motor speed is in the torque zero-crossing risk zone, control the wheels of the vehicle to rotate according to a second motor torque, and the second motor torque is not in the torque zero-crossing risk zone.

11. The method according to claim 10, wherein The torque zero-crossing risk zone includes all torques less than or equal to 0, and the second motor torque satisfies the following formula: T2 = min(|T1|, P0) Where, T2 is the second motor torque; T1 is the first motor torque; P0 is the set motor torque, and the value of P0 is greater than 0.

12. The method according to claim 11, wherein The value of P0 has a positive correlation with the first motor torque.

13. A vehicle control device, characterized in that, The device includes: A determination unit for determining that the vehicle is in a skidding scenario; A detection unit for detecting the driving state of the vehicle; A control unit is used to control the vehicle driving in a torque control mode when the detection module detects that the driving state is turning, and to control the vehicle driving in a speed control mode when the detection module detects that the driving state is straight.

14. The device according to claim 13, characterized in that, The determining unit is specifically configured to: If the wheel speed of the driving wheel of the vehicle is greater than the wheel speed of the transmission wheel of the vehicle, it is determined that the vehicle is in a slip scenario.

15. The device according to claim 13 or 14, characterized in that, The detection unit is specifically used for: Obtaining the yaw rate, lateral acceleration, and steering wheel angle of the vehicle; When the yaw angular velocity is greater than or equal to a first threshold, the lateral acceleration is greater than or equal to a second threshold, and the steering wheel angle is greater than or equal to a third threshold, it is determined that the driving state of the vehicle is turning; otherwise, it is determined that the driving state of the vehicle is straight.

16. The device according to any one of claims 13 to 15, characterized in that, The control unit is specifically used for: When the torque control mode is adopted, a first torque for suppressing wheel slip is determined based on the wheel speed of the driving wheel and the wheel speed of the transmission wheel of the vehicle, a target motor torque is determined based on the first torque and the historical motor torque, and the wheels of the vehicle are driven to rotate according to the target motor torque.

17. The device according to claim 16, characterized in that, The target motor torque satisfies the following formula: T = T TCS + P1 × ΔT Wherein, T is the target motor torque; T TCS is the first torque; P1 is the first weight, and the value of P1 is related to the acceleration of the vehicle; ΔT is the historical motor torque change amount.

18. The device according to claim 16 or 17, characterized in that, The control unit is specifically used for: If the target motor torque is less than or equal to the motor torque corresponding to the set motor speed, the wheels of the vehicle are driven to rotate according to the target motor torque; if the target motor torque is greater than the motor torque corresponding to the set motor speed, the wheels of the vehicle are driven to rotate according to the motor torque corresponding to the set motor speed.

19. The device according to claim 18, characterized in that, The set motor speed is the target motor speed corresponding to the speed control mode.

20. The device according to any one of claims 13 to 19, characterized in that, The control unit is specifically used for: When the speed control mode is adopted, the target motor speed is determined according to the wheel speed of the vehicle and the historical motor speed, and the rotation of the vehicle wheels is controlled according to the target motor speed.

21. The device according to claim 20, characterized in that, The target motor speed satisfies the following formula: Wherein, n is the target motor speed; P2 is the second weight, and the value of P2 is related to the vehicle speed; λ is the target slip ratio; is the average wheel speed of the vehicle; P3 is the third weight, and the value of P3 is related to the vehicle acceleration; Δn is the historical motor speed change.

22. The device according to claim 20 or 21, characterized in that The control unit is specifically used for: If the first motor torque corresponding to the target motor speed is not in the torque zero-crossing risk zone, the wheel rotation of the vehicle is controlled according to the first motor torque; if the first motor torque corresponding to the target motor speed is in the torque zero-crossing risk zone, the wheel rotation of the vehicle is controlled according to the second motor torque, and the second motor torque is not in the torque zero-crossing risk zone.

23. The device according to claim 22, characterized in that, The torque zero-crossing risk zone includes all torques less than or equal to 0, and the second motor torque satisfies the following formula: T2 = min(|T1|, P0) Among them, T2 is the second motor torque; T1 is the first motor torque; P0 is the set motor torque, and the value of P0 is greater than 0.

24. The device according to claim 23, characterized in that, The value of P0 is positively correlated with the torque of the first motor.

25. A vehicle control device, characterized in that, comprising a processor coupled to a memory; The processor is configured to execute the computer program or instructions stored in the memory, so as to enable the vehicle control device to perform the method according to any one of claims 1 to 12.

26. A vehicle, characterized in that, The method comprises units or modules for implementing the method according to any one of claims 1 to 12.

27. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a program or instructions, and when the program or instructions are executed, the method according to any one of claims 1 to 12 is implemented.

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