Vehicle control method and device and vehicle

Abstract

The invention relates to a vehicle control method and device and a vehicle and relates to the technical field of vehicles, and the method comprises the steps that in response to the fact that a driving scene of the vehicle is recognized as a low-adhesion scene, the target rotating speed of the vehicle is determined based on the vehicle speed, the gradient and the whole vehicle load of the vehicle; based on the target rotating speed and the current rotating speed of the vehicle, a control mode of a driving motor of the vehicle is determined, and the control mode comprises a torque mode or a rotating speed mode. Therefore, the vehicle can meet the anti-skid requirements of multiple scenes.

Description

Technical Field

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

[0002] With the explosive growth of the new energy vehicle industry, user performance requirements have expanded from basic endurance to power, operational stability, and comfort. Complex road conditions (such as low-adhesion surfaces like snow, ice, and water) significantly increase the risk of vehicle skidding, sliding, and even loss of control, becoming a core pain point hindering the full application of new energy vehicles.

[0003] At present, the core of new energy vehicle anti-skid technology is mainly focused on precise control of slip rate, and its mainstream solutions include traction control system (TCS) and distributed traction control system (DTCS). For example, in one related technology, it is proposed to determine the vehicle slip state according to the actual slip rate and the maximum allowable slip rate of the four tires, so as to adjust the torque of the corresponding motor according to the vehicle slip state and the maximum allowable slip rate. In another related technology, it is proposed to determine the target torque according to the road adhesion coefficient, the tire slip rate coefficient and the tire comprehensive coefficient, and use the target torque to control the motor of the target vehicle for anti-skid drive. However, the related technology is difficult to adapt to the anti-skid needs of multiple scenarios. Summary of the Invention

[0004] This application provides a vehicle control method, device, and vehicle to at least solve the technical problem in related technologies that it is difficult to adapt to anti-skid requirements in multiple scenarios. The technical solution of this application is as follows:

[0005] According to the first aspect provided by the present application, a vehicle control method is provided, including: in response to identifying that the vehicle's driving scenario is a low adhesion scenario, determining the vehicle's target speed based on the vehicle's speed, slope and vehicle load; based on the target speed and the vehicle's current speed, determining a control mode of the vehicle's drive motor, the control mode including a torque mode or a speed mode.

[0006] Based on the above technical means, the present application can dynamically determine the target speed based on vehicle speed, slope, and load in low-adhesion scenarios, as well as the current speed of the vehicle, and select the control mode of the vehicle's drive motor, so that the vehicle can adapt to the anti-skid requirements of multiple scenarios and improve the vehicle's driving stability in low-adhesion scenarios.

[0007] In one possible implementation, the control mode of the vehicle's drive motor is determined based on the vehicle's target speed and current speed, including: when the target speed is greater than the current speed, determining that the control mode of the vehicle's drive motor is a speed mode; or, when the target speed is less than or equal to the current speed, determining that the control mode of the vehicle's drive motor is a torque mode.

[0008] Based on the above technical means, this application can use the speed mode to precisely control the drive motor speed when the target speed of the vehicle is lower than the current speed in low-adhesion scenarios, making it easier for the vehicle to maintain or reach the desired speed and reducing tire slip caused by insufficient power output. Furthermore, when the current speed of the vehicle in low-adhesion scenarios is lower than or equal to the target speed, the torque mode can adjust the torque according to actual needs, keeping the friction between the tire and the ground within an appropriate range and preventing vehicle slip.

[0009] In one possible implementation, the target speed of the vehicle is determined based on the vehicle speed, slope and vehicle load, including: determining a first candidate target speed based on the vehicle speed and a first corresponding relationship, the first corresponding relationship being the corresponding relationship between the vehicle speed and the speed; determining a second candidate target speed based on the slope, the vehicle speed and a second corresponding relationship, the second corresponding relationship being the corresponding relationship between the slope, the vehicle speed and the speed; determining a third candidate target speed based on the vehicle load, the vehicle speed and a third corresponding relationship, the third corresponding relationship being the corresponding relationship between the vehicle load, the vehicle speed and the speed; determining the target speed based on the first candidate target speed, the second candidate target speed and the third candidate target speed.

[0010] According to the above technical means, this application can determine the optimal target speed of the vehicle under different working conditions based on the three core parameters of vehicle speed, slope and vehicle load, ensuring that the motor torque output is accurately matched with actual needs.

[0011] In a possible implementation manner, the target speed is the maximum value among the first candidate target speed, the second candidate target speed, and the third candidate target speed.

[0012] According to the above technical means, the present application can select the maximum value among the first candidate target speed, the second candidate target speed and the third candidate target speed as the target speed, which can ensure that the motor can provide sufficient torque output under any working conditions.

[0013] In a possible implementation, when at least one of the vehicle's position information, environmental information, and driving state information meets a low-adhesion scenario condition, it is identified that the vehicle's driving scenario is a low-adhesion scenario.

[0014] According to the above technical means, the present application can identify low-adhesion scenarios through vehicle position, environment and driving status information, so as to facilitate subsequent anti-skid control in low-adhesion scenarios.

[0015] In one possible implementation, the low adhesion scenario conditions include at least one of the following: the vehicle is located in an underground parking lot; the number of times the vehicle slips within a preset distance exceeds a preset number threshold; the ambient temperature is less than a first temperature threshold; the rainfall intensity continues to be greater than a preset intensity threshold for a preset time period; the vehicle's wiper gear is in low gear and the ambient temperature is less than a second temperature threshold; the plateau coefficient is less than a preset coefficient threshold and the ambient temperature is less than a third temperature threshold.

[0016] Based on the above technical means, the present application can accurately identify low-adhesion scenarios by setting multi-dimensional low-adhesion scenario conditions, so as to facilitate the subsequent selection of the control mode of the vehicle's drive motor, so that the vehicle can adapt to the anti-skid requirements of multiple scenarios and improve the vehicle's driving stability in low-adhesion scenarios.

[0017] In one possible implementation, the method also includes: in response to identifying that the vehicle's driving scenario is a low adhesion scenario, determining the vehicle's target energy recovery torque based on the vehicle's speed and a fourth corresponding relationship in the low adhesion scenario; wherein the fourth corresponding relationship is a corresponding relationship between the vehicle speed and the energy recovery torque; the energy recovery torque corresponding to the same vehicle speed in the low adhesion scenario is less than the energy recovery torque in the non-low adhesion scenario.

[0018] According to the above technical means, the present application can reduce the possibility of wheel slippage and improve the safety of the vehicle in harsh road conditions by reducing the energy recovery torque in low-adhesion scenarios.

[0019] In one possible implementation, the method further includes: in response to identifying that the vehicle's driving scenario is a low adhesion scenario, determining the vehicle's target acceleration torque based on the vehicle's accelerator pedal opening, vehicle speed, and a fifth corresponding relationship in the low adhesion scenario; wherein the fifth corresponding relationship is a corresponding relationship between the accelerator pedal opening, vehicle speed, and acceleration torque; the acceleration torque corresponding to the same accelerator pedal opening and vehicle speed in the low adhesion scenario is less than the acceleration torque in the non-low adhesion scenario.

[0020] According to the above technical means, the present application can reduce the possibility of wheel slippage by reducing the acceleration torque in low-adhesion scenarios, thereby improving the driving stability of the vehicle in low-adhesion scenarios.

[0021] In one possible implementation, when the control mode is switched from the speed mode to the torque mode, the output torque of the drive motor is corrected multiple times until the output torque of the drive motor is equal to the target torque; wherein, during each correction process, the torque correction amount is determined based on the difference between the target torque and the actual output torque, and the absolute value of the torque correction amount is less than or equal to the absolute value of the difference; and the output torque of the drive motor is determined based on the torque correction amount and the actual output torque.

[0022] According to the above technical means, the present application can smooth the target torque when the mode of the drive motor is switched from the speed mode to the torque mode, thereby avoiding sudden changes in torque and making the vehicle's power output more stable.

[0023] In one possible implementation, the method further includes: when the control mode is switched from the torque mode to the speed mode, controlling the drive motor to operate at a target speed.

[0024] According to the above technical means, the present application can directly control the motor to run at the target speed after the driving motor mode is switched from torque mode to speed mode, so that the motor can quickly reach the required speed and provide sufficient power.

[0025] According to the second aspect provided by the present application, a vehicle control device is provided, including: a processing unit and a determination unit; the processing unit is used to determine the target speed of the vehicle based on the vehicle speed, slope and vehicle load in response to identifying that the vehicle's driving scenario is a low adhesion scenario; the determination unit is used to determine the control mode of the vehicle's drive motor based on the target speed and the vehicle's current speed, the control mode including the torque mode or the speed mode.

[0026] In one possible implementation, the determination unit is specifically used to: when the target speed is less than the current speed, determine that the control mode of the vehicle's drive motor is a speed mode; or, when the target speed is greater than or equal to the current speed, determine that the control mode of the vehicle's drive motor is a torque mode.

[0027] In one possible implementation, the processing unit is specifically used to: determine a first candidate target speed based on the vehicle speed and a first corresponding relationship, where the first corresponding relationship is the corresponding relationship between the vehicle speed and the speed; determine a second candidate target speed based on the slope, the vehicle speed and the second corresponding relationship, where the second corresponding relationship is the corresponding relationship between the slope, the vehicle speed and the speed; determine a third candidate target speed based on the vehicle load, the vehicle speed and the third corresponding relationship, where the third corresponding relationship is the corresponding relationship between the vehicle load, the vehicle speed and the speed; determine the target speed based on the first candidate target speed, the second candidate target speed and the third candidate target speed.

[0028] In one possible implementation, the determination unit is further used to determine the target energy recovery torque of the vehicle in response to identifying that the vehicle's driving scenario is a low adhesion scenario, based on the vehicle speed and a fourth corresponding relationship in the low adhesion scenario; wherein the fourth corresponding relationship is a corresponding relationship between the vehicle speed and the energy recovery torque; the energy recovery torque corresponding to the same vehicle speed in the low adhesion scenario is less than the energy recovery torque in the non-low adhesion scenario.

[0029] In one possible implementation, the determination unit is further configured to, in response to identifying that the vehicle's driving scenario is a low adhesion scenario, determine the vehicle's target acceleration torque based on the vehicle's accelerator pedal opening, vehicle speed, and a fifth corresponding relationship in the low adhesion scenario; wherein the fifth corresponding relationship is a corresponding relationship between the accelerator pedal opening, vehicle speed, and acceleration torque; and the acceleration torque corresponding to the same accelerator pedal opening and vehicle speed in the low adhesion scenario is less than the acceleration torque in the non-low adhesion scenario.

[0030] In one possible implementation, the vehicle control device further includes: a control unit; the control unit being configured to, when the control mode is switched from a speed mode to a torque mode, perform multiple corrections on the output torque of the drive motor until the output torque of the drive motor equals the target torque. During each correction, a torque correction amount is determined based on a difference between the target torque and the actual output torque, and an absolute value of the torque correction amount is less than or equal to an absolute value of the difference; and the output torque of the drive motor is determined based on the torque correction amount and the actual output torque.

[0031] In a possible implementation, the control unit is further configured to control the drive motor to operate at a target speed when the control mode is switched from the torque mode to the speed mode.

[0032] According to the third aspect provided by the present application, a vehicle is provided, comprising: a processor; a memory for storing processor-executable instructions; wherein the processor is configured to execute instructions to implement the method of the above-mentioned first aspect and any possible implementation method thereof.

[0033] According to the fourth aspect provided by the present application, a computer-readable storage medium is provided. When the instructions in the computer-readable storage medium are executed by the processor of the vehicle, the vehicle is enabled to execute the method in the above-mentioned first aspect and any possible implementation method thereof.

[0034] According to the fifth aspect provided by the present application, a computer program product is provided, which includes computer instructions. When the computer instructions are run on a vehicle, the vehicle executes the method of the above-mentioned first aspect and any possible implementation method thereof.

[0035] It should be noted that the technical effects brought about by any implementation method in the second to fifth aspects can refer to the technical effects brought about by the corresponding implementation method in the first aspect, and will not be repeated here.

[0036] It should be understood that the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0037] The drawings herein are incorporated into and constitute a part of the specification, illustrate embodiments consistent with the present application, and together with the specification are used to explain the principles of the present application, and do not constitute an improper limitation on the present application.

[0038] Figure 1 is a structural diagram of a vehicle control system according to an exemplary embodiment;

[0039] Figure 2 is a flow chart showing a vehicle control method according to an exemplary embodiment;

[0040] Figure 3 is a schematic diagram of a vehicle control device according to an exemplary embodiment;

[0041] Figure 4 is a schematic diagram showing a vehicle control process according to an exemplary embodiment;

[0042] Figure 5 is a block diagram of a vehicle control device according to an exemplary embodiment;

[0043] Figure 6 is a block diagram of a vehicle according to an exemplary embodiment. DETAILED DESCRIPTION

[0044] In order to enable ordinary people in the art to better understand the technical solutions of the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings.

[0045] It should be noted that the terms "first," "second," and the like in the specification and claims of this application and the accompanying drawings are used to distinguish similar objects and are not necessarily used to describe a specific order or precedence. It should be understood that the terms used in this manner are interchangeable where appropriate so that the embodiments of the application described herein can be implemented in an order other than those illustrated or described herein. The implementations described in the following exemplary embodiments do not represent all implementations consistent with the present application. Instead, they are merely examples of apparatus and methods consistent with certain aspects of the present application, as detailed in the appended claims.

[0046] The technical solutions in the embodiments of the present application will be described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, rather than all the embodiments.

[0047] The vehicle control method provided in the embodiments of the present application can be applied in a vehicle. A vehicle may also be referred to as a vehicle, a mobile carrier, an electric vehicle (EV), a hybrid electric vehicle (HEV), a plug-in hybrid electric vehicle (PHEV), a fuel cell vehicle (FCV), an autonomous vehicle, an intelligent and connected vehicle (ICV), or a driverless vehicle.

[0048] In the embodiments of the present application, the vehicle may be a sedan, a sport utility vehicle (SUV), a truck, an electric vehicle, a motorcycle, a tricycle, a special vehicle (such as an ambulance, fire truck, police car, etc.), a driverless taxi, a smart connected bus, an autonomous logistics vehicle, an electric truck, etc. Furthermore, the method is also applicable to various special-purpose vehicles, such as agricultural vehicles, mining vehicles, forestry vehicles, airport vehicles, and port vehicles. This application does not impose any specific restrictions on this.

[0049] like Figure 1 As shown, the vehicle control system 100 may include a vehicle control device 101 , a data acquisition device 102 and a drive motor 103 .

[0050] Optionally, Figure 1 A communication connection can be established between the vehicle control device 101 and the data acquisition device 102. A connection can be established between the data acquisition device 102 and the drive motor 103. A connection can be established between the vehicle control device 101 and the drive motor 103.

[0051] In practical applications, the vehicle control device 101 may be communicatively connected to one or more data acquisition devices 102 .

[0052] For ease of understanding, this application takes the communication connection between a vehicle control device 101 and a data acquisition device 102 as an example for explanation.

[0053] Optional, Figure 1The vehicle control device 101 and the data acquisition device 102 may be functional modules integrated into the same device, or may be devices independently provided. This application does not impose any restrictions on this.

[0054] It's easy to understand that when the vehicle control device 101 and the data acquisition device 102 are functional modules integrated into the same device, the communication between them is that between internal modules. In this case, the communication process between them is the same as the communication process when the vehicle control device 101 and the data acquisition device 102 are independently configured.

[0055] For ease of understanding, this application is mainly explained by taking the example of the vehicle control device 101 and the data acquisition device 102 being independently configured.

[0056] Figure 1 The data acquisition device 102 can collect the driving scene, vehicle speed, slope, and passenger load, and transmit the driving scene, vehicle speed, slope, and passenger load to the vehicle control device 101. The vehicle control device 101 can identify whether the vehicle's driving scene is a low-adhesion scene. In response to identifying the vehicle's driving scene as a low-adhesion scene, the vehicle control device 101 determines the vehicle's target speed based on the vehicle's speed, slope, and vehicle load, and further determines a control mode for the vehicle's drive motor based on the target speed and the vehicle's current speed. The control mode includes a torque mode or a speed mode.

[0057] Optionally, Figure 1 The vehicle control device 101 in the embodiment can be a terminal, a server, or other types of vehicles. Figure 1 What is shown in the figure is only an example of the device form of the vehicle control device 101 and does not constitute a limitation thereto.

[0058] In the case where the vehicle control device 101 is a terminal, the terminal can be a device that provides voice and / or data connectivity to a user, a handheld device with wireless connection function, or other processing devices connected to a wireless modem. The terminal can communicate with one or more core networks via a radio access network (RAN). The terminal can be a mobile terminal, such as a computer with a mobile terminal, or a mobile device built into the vehicle, which exchanges language and / or data with the radio access network, such as a mobile phone, tablet computer, laptop computer, netbook, personal digital assistant (PDA). This application does not impose any restrictions on this.

[0059] In the case where the vehicle control device 101 is a server, the server can be a single server, or a server cluster composed of multiple servers. In some embodiments, the server cluster can also be a distributed cluster. This application does not impose any restrictions on this.

[0060] It should be noted that the structure illustrated in the embodiments of this application does not limit the vehicle control system 100. It may include more or fewer components than shown, or some components may be combined or separated, or arranged differently. The illustrated components may be implemented in hardware, software, or a combination of software and hardware.

[0061] like Figure 2 As shown, Figure 2 The invention provides a flow chart of a vehicle control method, which includes the following steps: S201-S202.

[0062] S201 : In response to identifying that a driving scenario of a vehicle is a low adhesion scenario, determining a target rotational speed of the vehicle based on the vehicle speed, slope, and vehicle load.

[0063] Among them, the low adhesion scenario can be used to characterize the scenario where the friction between the tire and the road is significantly lower than the normal level during vehicle driving, that is, the scenario where the tire is prone to slip.

[0064] In one possible implementation, the vehicle control device may identify that the vehicle's driving scene is a low adhesion scene when at least one of the vehicle's position information, environmental information, and driving status information meets a low adhesion scene condition.

[0065] The low-adhesion scenario condition may include at least one of the following conditions 1 to 6:

[0066] Condition 1: The vehicle is located in an underground parking lot.

[0067] In one possible implementation, underground parking lots often experience significant reductions in road adhesion due to factors such as moisture, oil, water accumulation, or epoxy floor paint, creating a low-adhesion scenario. Alternatively, the vehicle control device can determine the vehicle's location based on map information, or it can identify the vehicle's location using an external camera. This application does not impose specific limitations on this.

[0068] Condition 2: The number of times the vehicle skids within a preset distance exceeds a preset threshold.

[0069] In one possible implementation, in low-adhesion scenarios, the vehicle is prone to slipping due to insufficient friction between the tires and the ground. Therefore, if the number of times the vehicle slips within a preset distance exceeds a preset threshold, it can indicate insufficient friction between the tires and the current ground, i.e., the current scenario is low-adhesion. Optionally, the preset distance can be set based on actual needs. For example, the preset distance can be 100 meters or 500 meters. This application does not impose specific limitations on this.

[0070] Optionally, the preset number threshold can be set according to actual needs. For example, the preset number threshold can be 3 times or 5 times. This application does not impose specific restrictions on this.

[0071] Condition 3: The ambient temperature is lower than the first temperature threshold.

[0072] In one possible implementation, when the ambient temperature is lower than a preset temperature threshold, vehicle performance may decline significantly, and the low temperature may make it difficult for accumulated water to evaporate, resulting in icy or slippery roads, forming a low-adhesion scenario.

[0073] Optionally, the first temperature threshold can be set according to actual needs. For example, the first temperature threshold can be -20 degrees or -15 degrees. This application does not impose specific restrictions on this.

[0074] Condition 4: The rainfall intensity remains greater than the preset intensity threshold for a preset period of time.

[0075] In one possible implementation, when the rainfall intensity continues to be greater than a preset intensity threshold within a preset time period, the vehicle's brake disc becomes damp, resulting in a delayed response, and a large amount of rainwater washes away oil and mud on the road surface, causing a lubricating layer to form on the ground, creating a low-adhesion scenario.

[0076] Optionally, the preset duration can be set according to actual needs. For example, the preset duration can be 30 seconds or 10 seconds. This application does not impose specific restrictions on this.

[0077] In one possible implementation, the vehicle control device may be equipped with a rain sensor, and the vehicle controller may determine the rainfall intensity based on the rain sensor.

[0078] The rainfall intensity can be divided into multiple levels. For example, as shown in Table 1, Table 1 shows multiple rainfall intensity levels.

[0079] Table 1

[0080] Rainfall intensity level Rainfall (Millimeters per Hour, mm / h) Level 1 0.1-1.0 Level 2 1.1-5.0 Level 3 5.1-10.0 Level 4 10.1-15.0 Level 5 15.1-25.0 Level 6 25.1-50.0 Level 7 50.1-75.0 Level 8 75.1-100.0 Level 9 100.1-150.0 Level 10 >150.0

[0081] Optionally, in conjunction with Table 1, the preset intensity threshold can be set according to actual needs. For example, the preset intensity threshold can be level 8 or level 7. This application does not impose any specific restrictions on this.

[0082] Condition 5: The wiper gear state of the vehicle is low speed gear and the ambient temperature is lower than the second temperature threshold.

[0083] In one possible implementation, when the wiper gear state of the vehicle is low and the ambient temperature is less than the second temperature threshold, the current weather condition may be snowy, resulting in a low adhesion scenario.

[0084] Optionally, the second temperature threshold can be set according to actual needs. For example, the second temperature threshold can be -5 degrees or -3 degrees. This application does not impose specific restrictions on this.

[0085] Condition 6: The plateau coefficient is less than the preset coefficient threshold and the ambient temperature is less than the third temperature threshold.

[0086] In one possible implementation, when the plateau coefficient is less than a preset coefficient threshold and the ambient temperature is less than a third temperature threshold, the vehicle's current driving road surface may have dark ice, and the dark ice ash reduces the adhesion between the tires and the road surface, forming a low-adhesion scenario.

[0087] The plateau coefficient can be used to represent the coefficient corresponding to the altitude. For example, as shown in Table 2, Table 2 shows the altitude corresponding to the plateau coefficient.

[0088] Table 2

[0089] Altitude (m) Plateau coefficient 2400 0.744 2700 0.716 3000 0.689 3300 0.663 3600 0.639 3900 0.615 4200 0.592 4500 0.572

[0090] Optionally, the plateau coefficient can be set according to actual needs. For example, the plateau coefficient can be 0.7 or 0.6. This application does not impose any specific restrictions on this.

[0091] Optionally, the third temperature threshold can be set according to actual needs. For example, the second temperature threshold can be -10 degrees or -15 degrees. This application does not impose specific restrictions on this.

[0092] In one possible implementation, the vehicle control device may determine a first candidate target speed based on the vehicle speed and the first corresponding relationship. The vehicle control device may determine a second candidate target speed based on the slope, the vehicle speed, and the second corresponding relationship. The vehicle control device may determine a third candidate target speed based on the vehicle load, the vehicle speed, and the third corresponding relationship. The vehicle control device may determine the target speed based on the first candidate target speed, the second candidate target speed, and the third candidate target speed. The specific implementation method in which the vehicle control device may determine the target speed of the vehicle based on the vehicle speed, the slope, and the vehicle load may be referred to S301-S304 below. It will not be elaborated here.

[0093] S202 : Determine a control mode of a driving motor of the vehicle based on the target speed and the current speed of the vehicle.

[0094] The control mode can include torque mode or speed mode. The torque mode directly controls the output torque and dynamically adjusts the motor torque based on the output signal (for example, the accelerator pedal opening). The speed mode directly controls the motor speed and maintains the set speed through closed-loop regulation (for example, the Proportional-Integral-Derivative Control (PID) algorithm) and automatically adjusts the torque based on the load.

[0095] In a possible implementation, the vehicle control device may determine that the control mode of the vehicle's drive motor is a speed mode when the target speed is less than the current speed.

[0096] It should be noted that in speed mode, the vehicle control device can precisely control the speed of the drive motor, making it easier for the vehicle to maintain or reach the desired speed. Therefore, when the vehicle is in a low-adhesion situation and needs to accelerate, if the target speed is lower than the current speed, using speed mode can quickly adjust the drive motor to the target speed, making power output more stable and avoiding tire slip caused by a sudden increase in power.

[0097] For example, when a vehicle starts and accelerates on an icy or snowy road, the vehicle control device can control the drive motor to quickly output power in the speed mode, so that the vehicle reaches the desired driving speed as quickly as possible and reduces tire slippage caused by insufficient power output.

[0098] In one possible implementation, the vehicle control device may determine that the control mode of the vehicle's drive motor is a torque mode when the target speed is greater than or equal to the current speed.

[0099] It's important to note that in low-adhesion situations, excessive torque can easily cause tire slip. Torque mode adjusts torque based on actual needs, keeping tire-to-ground friction within an appropriate range. When the target speed is greater than or equal to the current speed, torque mode allows the vehicle control unit to precisely control the drive motor's torque output based on the vehicle's driving state and road conditions.

[0100] For example, when driving slowly on a slope, the vehicle control device can accurately control the torque in the torque mode to prevent the vehicle from sliding backward or the tires from slipping due to excessive torque.

[0101] In one possible implementation, when the control mode is switched from the torque mode to the speed mode, the vehicle control device may control the drive motor to operate at a target speed.

[0102] It should be noted that speed mode focuses on motor speed control. After switching from torque mode to speed mode, the motor is directly controlled to run at the target speed, allowing the motor to quickly reach the required speed and provide sufficient power.

[0103] In one possible implementation, when the control mode is switched from the speed mode to the torque mode, the vehicle control device corrects the output torque of the drive motor multiple times until the output torque of the drive motor is equal to the target torque.

[0104] During each correction, the vehicle control device may determine a torque correction amount based on the difference between the target torque and the actual output torque, wherein the absolute value of the torque correction amount may be less than or equal to the absolute value of the difference. The vehicle control device may determine the output torque of the drive motor based on the torque correction amount and the actual output torque.

[0105] It should be noted that torque mode focuses on precise control of motor output torque. During vehicle operation, torque directly impacts acceleration and stability. When switching from speed mode to torque mode, the target torque is smoothed—multiple corrections are made to the drive motor's output torque until it reaches the target torque. This prevents sudden torque fluctuations and ensures smoother vehicle power delivery.

[0106] Based on the above technical solution, the present application can dynamically determine the target speed based on vehicle speed, slope, load, and the current speed of the vehicle in low-adhesion scenarios, and select the control mode of the vehicle's drive motor, so that the vehicle can adapt to the anti-skid requirements of multiple scenarios and improve the vehicle's driving stability in low-adhesion scenarios.

[0107] In some embodiments, in order to determine the target speed of the vehicle based on the vehicle speed, slope and vehicle load, the vehicle control method provided in the present application further includes the following steps: S301-S304.

[0108] S301 : Determine a first candidate target speed based on the vehicle speed and a first corresponding relationship.

[0109] The first corresponding relationship is the corresponding relationship between vehicle speed and rotation speed.

[0110] In a possible implementation, the first correspondence relationship may satisfy the following first formula. First formula:

[0111] N=k1×V+bFirst formula.

[0112] Where N can be used to represent the rotational speed, K1 can be used to represent the factor fitted by the test data, b can be used to represent the fitting constant, and V can be used to represent the vehicle speed.

[0113] The vehicle control device may determine a first candidate target speed based on the vehicle speed and the first formula. The first candidate target speed satisfies the following second formula. The second formula:

[0114] N Dobj1 =k1×V veh +bThe second formula.

[0115] Among them, N Dobj1 Can be used to characterize the first candidate target speed. K1 can be used to characterize the factor fitted by the test data. b can be used to characterize the fitting constant. V veh Can be used to represent vehicle speed.

[0116] For example, the vehicle speed is 5 kilometers per hour (km / h), K1 is 40, and b is 200. The vehicle control device may determine, based on the first formula, that the first candidate target speed is 400 revolutions per minute (rpm).

[0117] S302, based on the slope, speed and the second corresponding relationship, determine the second candidate target speed.

[0118] The second corresponding relationship is a corresponding relationship between the slope, the vehicle speed, and the rotational speed. The second corresponding relationship may include rotational speeds corresponding to multiple combinations of slopes and vehicle speeds.

[0119] In one possible implementation, the slope, vehicle speed, the second corresponding relationship, and the second candidate target speed satisfy the following third formula. The third formula:

[0120] N Dobj2 =f(α, V veh ) The third formula.

[0121] Among them, N Dobj2 Can be used to represent the second candidate target speed. α can be used to represent the slope. V veh It can be used to represent the vehicle speed. f() can be used to represent the second corresponding relationship.

[0122] Exemplarily, as shown in Table 3, Table 3 shows an example of the second corresponding relationship.

[0123] Table 3

[0124] Slope / %\Speed / (km / h) 0 5 10 15 0％ 200rpm 400rpm 820rpm 1250rpm 10％ 250rpm 450rpm 870rpm 1300rpm 20％ 300rpm 500rpm 920rpm 1350rpm 30％ 350rpm 550rpm 970rpm 1400rpm

[0125] For example, in combination with Table 3, when the slope is 10% and the vehicle speed is 5 km / h, the vehicle control device may determine the second candidate target speed to be 450 rpm based on Table 3.

[0126] S303: Determine a third candidate target speed based on the vehicle load and the third corresponding relationship.

[0127] Among them, the third corresponding relationship is the corresponding relationship between the vehicle load, vehicle speed and rotational speed.

[0128] In one possible implementation, the vehicle load, vehicle speed, the third corresponding relationship, and the third candidate target speed satisfy the following fourth formula.

[0129] N Dobj3 =g(M,V veh ) The fourth formula.

[0130] Among them, N Dobj3 It can be used to represent the third candidate target speed. M can be used to represent the vehicle load. V veh It can be used to represent the vehicle speed. g() can be used to represent the second correspondence.

[0131] Exemplarily, as shown in Table 4, Table 4 shows an example of the third corresponding relationship.

[0132] Table 4

[0133] Vertical load / kg\vehicle speed / (km / h) 0 5 10 15 1200 200rpm 400rpm 820rpm 1250rpm 1400 220rpm 430rpm 850rpm 1280rpm 1600 250rpm 460rpm 880rpm 1310rpm 1800 300rpm 490rpm 910rpm 1350rpm

[0134] For example, in combination with Table 3, when the vertical load is 1200 kg and the vehicle speed is 5 km / h, the vehicle control device may determine the third candidate target speed to be 430 rpm based on Table 4.

[0135] S304 : Determine a target speed based on the first candidate target speed, the second candidate target speed, and the third candidate target speed.

[0136] In one possible implementation, the first candidate target speed, the second candidate target speed, the third candidate target speed, and the target speed satisfy the following fifth formula:

[0137] N Dobj =max(N Dobj1 ,N Dobj2 ,N Dobj3 ) Fifth formula.

[0138] Among them, N Dobj Can be used to characterize the target speed. N Dobj1 Can be used to characterize the first candidate target speed. N Dobj2 Can be used to represent the second candidate target speed. N Dobj2 It can be used to represent the third candidate target speed.

[0139] It can be understood that the target speed is the maximum value among the first candidate target speed, the second candidate target speed, and the third candidate target speed.

[0140] For example, when the vehicle load is 1200 kg, the slope is 10%, and the vehicle speed is 5 km / h, the vehicle control device determines the first candidate target speed to be 400 rpm based on the first formula. The vehicle control device can then determine the second candidate target speed to be 450 rpm based on Table 3. The vehicle control device can then determine the third candidate target speed to be 400 rpm based on Table 4. Furthermore, the vehicle control device can determine the maximum value of the first, second, and third candidate target speeds, 450 rpm, as the target speed.

[0141] For example, when the vehicle load is 1200 kg, the slope is 10%, and the vehicle speed is 0 km / h, the vehicle control device determines the first candidate target speed to be 200 rpm based on the first formula. The vehicle control device can then determine the second candidate target speed to be 250 rpm based on Table 3. The vehicle control device can then determine the third candidate target speed to be 230 rpm based on Table 4. Furthermore, the vehicle control device can determine the maximum value of the first, second, and third candidate target speeds, 230 rpm, as the target speed.

[0142] For example, when the vehicle load is 1400 kg, the slope is 10%, and the vehicle speed is 5 km / h, the vehicle control device determines the first candidate target speed to be 400 rpm based on the first formula. The vehicle control device can then determine the second candidate target speed to be 450 rpm based on Table 3. The vehicle control device can then determine the third candidate target speed to be 430 rpm based on Table 4. Furthermore, the vehicle control device can determine the maximum value of the first, second, and third candidate target speeds, 450 rpm, as the target speed.

[0143] Based on this, this application can determine the optimal target speed of the vehicle under different working conditions based on the three core parameters of vehicle speed, slope and vehicle load, ensuring that the motor torque output is accurately matched with actual needs.

[0144] In some embodiments, in a low adhesion scenario, the present application can recover the energy torque of the vehicle. The vehicle control method provided by the present application also includes the following steps: S401.

[0145] S401: In response to identifying that the driving scenario of the vehicle is a low adhesion scenario, the vehicle control device may determine a target energy recovery torque of the vehicle based on the vehicle speed and a fourth corresponding relationship in the low adhesion scenario.

[0146] The fourth correspondence may be a correspondence between vehicle speed and energy recovery torque, wherein the energy recovery torque corresponding to the low-adhesion scenario at the same vehicle speed is smaller than the energy recovery torque corresponding to the non-low-adhesion scenario.

[0147] In one possible implementation, the vehicle control device may determine the target energy recovery torque of the vehicle based on the vehicle speed and the fourth corresponding relationship in the non-low adhesion scenario in response to identifying that the vehicle's driving scenario is a non-low adhesion scenario.

[0148] In one possible implementation, in a low-adhesion scenario, due to the small friction coefficient of the road surface, if the energy recovery torque is set too large, it may cause wheel slippage, thereby affecting the stability and handling of the vehicle. By reducing the energy recovery torque in a low-adhesion scenario, the possibility of wheel slippage can be reduced, thereby improving the safety of the vehicle in harsh road conditions.

[0149] Exemplarily, as shown in Table 5, Table 5 shows a fourth corresponding relationship.

[0150] Table 5

[0151]

[0152] In one possible implementation, the vehicle control device may, in response to identifying the vehicle's driving scenario as a low adhesion scenario, determine a target regenerative energy intensity for the vehicle based on the vehicle speed and a sixth correspondence relationship in the low adhesion scenario. The vehicle control device may also determine a target regenerative energy torque corresponding to the target regenerative energy intensity based on a correspondence relationship between regenerative energy intensity and regenerative energy torque.

[0153] In one possible implementation, the vehicle control device may, in response to identifying that the vehicle's driving scenario is not a low-adhesion scenario, determine a target regenerative energy intensity for the vehicle based on the vehicle speed and a sixth corresponding relationship in the non-low-adhesion scenario. The vehicle control device may also determine a target regenerative energy torque corresponding to the target regenerative energy intensity based on a corresponding relationship between regenerative energy intensity and regenerative energy torque.

[0154] Exemplarily, as shown in Table 6, Table 6 shows a sixth corresponding relationship.

[0155] Table 6

[0156]

[0157] Based on this, the present application can reduce the possibility of wheel slippage and improve the safety of the vehicle in harsh road conditions by reducing the energy recovery torque in low-adhesion scenarios.

[0158] In some embodiments, in a low adhesion scenario, the present application can recover the energy torque of the vehicle. The vehicle control method provided by the present application also includes the following steps: S501.

[0159] S501 : In response to identifying that the driving scenario of the vehicle is a low adhesion scenario, determine a target acceleration torque of the vehicle based on an accelerator pedal opening, a vehicle speed, and a fifth corresponding relationship in the low adhesion scenario.

[0160] The fifth correspondence is a correspondence between the accelerator pedal opening, the vehicle speed, and the acceleration torque. For the same accelerator pedal opening and vehicle speed, the acceleration torque corresponding to the low adhesion scenario is smaller than the acceleration torque corresponding to the non-low adhesion scenario.

[0161] Optionally, the acceleration torque corresponding to the same accelerator pedal opening and vehicle speed in a low-adhesion scenario may be 20%-30% smaller than the acceleration torque in a non-low-adhesion scenario, or 30%-40% smaller. This application does not impose specific restrictions on this.

[0162] In one possible implementation, the vehicle control device may determine the target acceleration torque of the vehicle based on the vehicle's accelerator pedal opening and vehicle speed and a fifth corresponding relationship in the non-low adhesion scenario in response to identifying that the vehicle's driving scenario is a non-low adhesion scenario.

[0163] In one possible implementation, in low-adhesion situations, the adhesion between the vehicle's tires and the road is limited due to the low friction coefficient of the road surface. Excessive acceleration torque can easily cause wheel slip, leading to loss of vehicle control. Therefore, reducing the acceleration torque in low-adhesion situations can reduce the likelihood of wheel slip and improve vehicle stability in these situations.

[0164] Exemplarily, as shown in Table 7, Table 7 shows a fifth corresponding relationship.

[0165] Table 7

[0166]

[0167] It's understandable that Eco, Normal, and Sport modes are driving modes for vehicles in non-low-adhesion situations. In Eco mode, the vehicle's power output is limited, resulting in lower energy consumption. Compared to Eco mode, Normal mode consumes slightly more energy, but offers better power performance. Compared to Normal mode, Sport mode consumes more energy, but offers superior power performance.

[0168] Based on this, the present application can reduce the possibility of wheel slippage by reducing the acceleration torque in low-adhesion scenarios, thereby improving the driving stability of the vehicle in low-adhesion scenarios.

[0169] In some embodiments, as Figure 3 As shown, Figure 3 The invention comprises a vehicle control device, which may include a vehicle controller and a motor controller.

[0170] In one possible implementation, a vehicle controller (VCU) can identify low-adhesion scenarios and calculate target acceleration torque and target regenerative torque. The VCU can smooth the target torque based on the target acceleration torque and target regenerative torque. The VCU can determine a control mode for the motor controller. The VCU can determine a target torque and target speed. The VCU can send a control mode request, target speed, and target torque to the motor controller.

[0171] The motor controller can receive the control mode request, target speed and target torque, and send the actual motor speed and actual motor torque to the vehicle controller.

[0172] In some embodiments, as Figure 4 As shown, Figure 4 A vehicle control process is included.

[0173] In one possible implementation, the vehicle control device may determine whether the current scene is a low adhesion scene. If so, the vehicle is controlled according to the control strategy for the low adhesion scene; if not, the vehicle is controlled according to the control strategy for the non-low adhesion scene.

[0174] Figure 5 FIG. 1 is a block diagram of a vehicle control device according to an exemplary embodiment. Figure 5 The vehicle control device includes: a processing unit 601, a determination unit 602 and a control unit 603.

[0175] In one possible implementation, the processing unit 601 is configured to determine a target rotational speed of the vehicle based on the vehicle speed, slope, and vehicle load in response to identifying that the vehicle's driving scenario is a low adhesion scenario.

[0176] In one possible implementation, the determination unit 602 is configured to determine a control mode of the driving motor of the vehicle based on the target speed and the current speed of the vehicle, where the control mode includes a torque mode or a speed mode.

[0177] In one possible implementation, the determining unit 602 is specifically configured to: determine that the control mode of the vehicle's drive motor is a speed mode when the target speed is less than the current speed; or determine that the control mode of the vehicle's drive motor is a torque mode when the target speed is greater than or equal to the current speed.

[0178] In one possible implementation, the processing unit 601 is specifically configured to: determine a first candidate target speed based on the vehicle speed and the first correspondence; determine a second candidate target speed based on the slope, the vehicle speed, and the second correspondence; determine a third candidate target speed based on the vehicle load, the vehicle speed, and the third correspondence; and determine a target speed based on the first candidate target speed, the second candidate target speed, and the third candidate target speed.

[0179] In one possible implementation, the determination unit 602 is further configured to, in response to identifying that the driving scenario of the vehicle is a low adhesion scenario, determine the target energy recovery torque of the vehicle based on the vehicle speed and the fourth corresponding relationship in the low adhesion scenario.

[0180] In one possible implementation, the determination unit 602 is further configured to, in response to identifying that the vehicle's driving scenario is a low adhesion scenario, determine the vehicle's target acceleration torque based on the vehicle's accelerator pedal opening, vehicle speed, and a fifth corresponding relationship under the low adhesion scenario.

[0181] In one possible implementation, the control unit 603 is configured to correct the output torque of the drive motor multiple times when the control mode is switched from the speed mode to the torque mode, until the output torque of the drive motor is equal to the target torque.

[0182] In a possible implementation, the control unit 603 is further configured to control the drive motor to operate at a target speed when the control mode is switched from the torque mode to the speed mode.

[0183] Regarding the apparatus in the above embodiment, the specific manner in which each module performs operations has been described in detail in the embodiment of the method, and will not be elaborated here.

[0184] Figure 6 FIG. 1 is a block diagram of a vehicle according to an exemplary embodiment. Figure 6 As shown, the vehicle includes but is not limited to: a processor 701 and a memory 702 .

[0185] The memory 702 is used to store executable instructions of the processor 701. It is understood that the processor 701 is configured to execute instructions to implement the vehicle control method in the above embodiment.

[0186] It should be noted that those skilled in the art can understand that Figure 6 The vehicle structure shown in the figure does not constitute a limitation on the vehicle, and the vehicle may include Figure 6 More or fewer components may be shown, or certain components may be combined, or the components may be arranged differently.

[0187] Processor 701 is the vehicle's control center, connecting all parts of the vehicle using various interfaces and lines. By running or executing software programs and / or modules stored in memory 702 and accessing data stored in memory 702, it performs various vehicle functions and processes data, thereby providing overall vehicle monitoring. Processor 701 may include one or more processing units. Optionally, processor 701 may integrate an application processor and a modem processor, with the application processor primarily handling the operating system, user interface, and application programs, while the modem processor primarily handles wireless communications. It is understood that the modem processor may not be integrated into processor 701.

[0188] The memory 702 can be used to store software programs and various data. The memory 702 may primarily include a program storage area and a data storage area. The program storage area may store an operating system and application programs required by at least one functional module (such as a determination unit, a processing unit, etc.). Furthermore, the memory 702 may include high-speed random access memory and non-volatile memory, such as at least one disk storage device, a flash memory device, or other volatile solid-state storage device.

[0189] In an exemplary embodiment, a computer-readable storage medium including instructions is also provided, such as a memory 702 including instructions. The instructions may be executed by a processor 701 of a vehicle to implement the method in the above embodiment.

[0190] In actual implementation, Figure 5 The functions of the processing unit 601, the determining unit 602 and the control unit 603 can all be accomplished by Figure 6 The processor 701 in the embodiment calls the computer program stored in the memory 702. The specific execution process can be referred to the description of the method part in the above embodiment, which will not be repeated here.

[0191] Optionally, the computer-readable storage medium may be a non-temporary computer-readable storage medium, for example, the non-temporary computer-readable storage medium may be a read-only memory (ROM), a random access memory (RAM), a compact disc read-only memory (CD-ROM), a magnetic tape, a floppy disk, an optical data storage device, etc.

[0192] In an exemplary embodiment, the present application also provides a computer program product comprising one or more instructions, which can be executed by the processor 701 of the vehicle to implement the method in the above embodiment.

[0193] It should be noted that when the instructions in the above-mentioned computer-readable storage medium or one or more instructions in the computer program product are executed by the vehicle's processor, the various processes of the above-mentioned method embodiment are implemented and the same technical effect as the above-mentioned method can be achieved. To avoid repetition, they will not be repeated here.

[0194] Through the description of the above implementation methods, technical personnel in the relevant field can clearly understand that for the convenience and simplicity of description, only the division of the above-mentioned functional modules is used as an example. In actual applications, the above-mentioned functions can be distributed and completed by different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete the full classification or partial functions described above.

[0195] In the several embodiments provided in this application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are merely schematic. For example, the division of modules or units is only a logical function division. In actual implementation, there may be other division methods, such as multiple units or components can be combined or integrated into another device, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0196] The units described as separate components may or may not be physically separate, and the components shown as units may be one physical unit or multiple physical units, that is, they may be located in one place or distributed in multiple places. Some or all of the units may be selected according to actual needs to achieve the purpose of the present embodiment.

[0197] In addition, the functional units in the various embodiments of the present application may be integrated into a single processing unit, or each unit may exist physically separately, or two or more units may be integrated into a single unit. The aforementioned integrated units may be implemented in the form of hardware or software functional units.

[0198] If the integrated unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a readable storage medium. Based on this understanding, the technical solution of the embodiment of the present application is essentially or the part that contributes to the prior art or the full classification part or part of the technical solution can be embodied in the form of a software product, which is stored in a storage medium and includes several instructions to enable a device (which can be a single-chip microcomputer, chip, etc.) or a processor (processor) to execute the full classification part or part of the steps of the various embodiments of the present application. The aforementioned storage medium includes: various media that can store program codes, such as USB flash drives, mobile hard drives, ROM, RAM, magnetic disks or optical disks.

[0199] The above are only specific embodiments of the present application, but the scope of protection of the present application is not limited thereto. Any changes or replacements within the technical scope disclosed in this application should be included in the scope of protection of the present application. Therefore, the scope of protection of the present application should be based on the scope of protection of the claims.

Claims

1. A vehicle control method, characterized in that: The method comprises: In response to identifying that the driving scenario of the vehicle is a low adhesion scenario, determining a target speed of the vehicle based on the vehicle speed, slope, and vehicle load; Based on the target speed and the current speed of the vehicle, a control mode of the driving motor of the vehicle is determined, where the control mode includes a torque mode or a speed mode.

2. The vehicle control method according to claim 1, characterized in that: The determining of a control mode of a drive motor of the vehicle based on a target speed and a current speed of the vehicle includes: In a case where the target speed is less than the current speed, determining that the control mode of the vehicle's drive motor is a speed mode; or When the target speed is greater than or equal to the current speed, it is determined that the control mode of the driving motor of the vehicle is a torque mode.

3. The vehicle control method according to claim 1, characterized in that: The determining of the target speed of the vehicle based on the vehicle speed, slope, and vehicle load includes: determining a first candidate target speed based on the vehicle speed and a first correspondence relationship, wherein the first correspondence relationship is a correspondence relationship between the vehicle speed and the speed; determining a second candidate target speed based on the slope, the vehicle speed, and a second correspondence relationship, wherein the second correspondence relationship is a correspondence relationship between the slope, the vehicle speed, and the speed; determining a third candidate target speed based on the vehicle load, the vehicle speed, and a third corresponding relationship, wherein the third corresponding relationship is a corresponding relationship between the vehicle load, the vehicle speed, and the speed; The target speed is determined based on the first candidate target speed, the second candidate target speed, and the third candidate target speed.

4. The vehicle control method according to claim 3, characterized in that: The target speed is a maximum value among the first candidate target speed, the second candidate target speed, and the third candidate target speed.

5. The vehicle control method according to any one of claims 1 to 4, characterized in that: The method further comprises: When at least one of the position information, the environment information, and the driving state information of the vehicle meets a low adhesion scenario condition, it is identified that the driving scenario of the vehicle is a low adhesion scenario.

6. The vehicle control method according to claim 5, characterized in that: The low adhesion scenario condition includes at least one of the following: The vehicle is located in an underground parking lot; The number of times the vehicle skids within a preset distance exceeds a preset threshold; The ambient temperature is lower than a first temperature threshold; The rainfall intensity is continuously greater than the preset intensity threshold within the preset time period; The wiper gear state of the vehicle is low gear and the ambient temperature is less than a second temperature threshold; The plateau coefficient is less than a preset coefficient threshold and the ambient temperature is less than a third temperature threshold.

7. The vehicle control method according to any one of claims 1 to 4, characterized in that: The method further comprises: In response to identifying that the driving scenario of the vehicle is a low adhesion scenario, a target energy recovery torque of the vehicle is determined based on the vehicle speed and a fourth corresponding relationship in the low adhesion scenario; wherein the fourth corresponding relationship is a corresponding relationship between the vehicle speed and the energy recovery torque; the energy recovery torque corresponding to the low adhesion scenario for the same vehicle speed is less than the energy recovery torque in a non-low adhesion scenario.

8. The vehicle control method according to any one of claims 1 to 4, characterized in that: The method further comprises: In response to identifying that the driving scenario of the vehicle is a low adhesion scenario, a target acceleration torque of the vehicle is determined based on the accelerator pedal opening, the vehicle speed, and a fifth corresponding relationship in the low adhesion scenario; wherein the fifth corresponding relationship is a corresponding relationship between the accelerator pedal opening, the vehicle speed, and the acceleration torque; the acceleration torque corresponding to the same accelerator pedal opening and vehicle speed in the low adhesion scenario is less than the acceleration torque in a non-low adhesion scenario.

9. The vehicle control method according to any one of claims 1 to 4, characterized in that: The method further comprises: When the control mode is switched from the speed mode to the torque mode, the output torque of the drive motor is corrected multiple times until the output torque of the drive motor is equal to the target torque; In which, during each correction process, the torque correction amount is determined based on the difference between the target torque and the actual output torque, and the absolute value of the torque correction amount is less than or equal to the absolute value of the difference; based on the torque correction amount and the actual output torque, the output torque of the drive motor is determined.

10. The vehicle control method according to any one of claims 1 to 4, characterized in that: The method further comprises: When the control mode is switched from the torque mode to the rotational speed mode, the drive motor is controlled to operate at the target rotational speed.

11. A vehicle control device, characterized in that: The device includes: a processing unit and a determining unit; the processing unit is configured to, in response to identifying that the driving scenario of the vehicle is a low adhesion scenario, determine a target speed of the vehicle based on the vehicle speed, slope, and vehicle load; The determining unit is configured to determine a control mode of the driving motor of the vehicle based on the target speed and the current speed of the vehicle, where the control mode includes a torque mode or a speed mode.

12. A vehicle, characterized in that: include: processor; a memory for storing instructions executable by the processor; The processor is configured to execute the instructions to implement the vehicle control method according to any one of claims 1 to 10.

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