Vehicle control method, device and vehicle

Abstract

The application relates to a vehicle control method and device and a vehicle, and relates to the technical field of vehicles.The method comprises the following steps: in response to identifying that a driving scene of a vehicle is a low adhesion scene, determining a target rotating speed of the vehicle based on a vehicle speed, a slope and a total vehicle load of the vehicle; and determining a control mode of a driving motor of the vehicle based on the target rotating speed and a current rotating speed of the vehicle, wherein the control mode comprises a torque mode or a rotating speed mode. Therefore, the vehicle can adapt to the anti-skid requirements in multiple scenes.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and more particularly to the field of vehicle control technology, specifically to a vehicle control method, device, and vehicle. Background Technology

[0002] With the explosive growth of the new energy vehicle industry, users' demands for vehicle performance have expanded from basic range to power performance, and now to operational stability and comfort. In complex road conditions (such as low-traction surfaces like snow, ice, and water), the risk of vehicle skidding, sideslipping, and even loss of control increases significantly, becoming a core pain point restricting the full-scenario application of new energy vehicles.

[0003] Currently, the core of anti-skid technology for new energy vehicles mainly focuses on precise control of slip ratio. Mainstream solutions include Traction Control System (TCS) and Distributed Traction Control System (DTCS). For example, one related technology proposes determining the vehicle's slip state based on the actual slip ratio and maximum permissible slip ratio of the four tires, and then adjusting the torque of the corresponding motor according to the slip state and maximum permissible slip ratio. Another related technology proposes determining the target torque based on the road surface adhesion coefficient, tire slip ratio coefficient, and tire overall coefficient, and using the target torque to control the vehicle's motor for anti-skid drive. However, these technologies are difficult to adapt to the anti-skid requirements of various 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 are difficult to adapt to anti-skid requirements in multiple scenarios. The technical solution of this application is as follows:

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

[0006] Based on the above technical means, this application can dynamically determine the target rotation speed and the current rotation 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 driving stability of the vehicle 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: determining the control mode of the vehicle's drive motor as a speed mode when the target speed is greater than the current speed; or determining the control mode of the vehicle's drive motor as a torque mode when the target speed is less than or equal to the current speed.

[0008] Based on the aforementioned technical means, this application can precisely control the drive motor speed using a speed mode when the target speed of the vehicle is lower than the current speed in low-traction scenarios. This makes it easier for the vehicle to maintain or reach the desired speed and reduces tire slippage caused by insufficient power output. Furthermore, when the current speed of the vehicle in low-traction scenarios is less than or equal to the target speed, a torque mode can adjust the torque according to actual needs, keeping the friction between the tire and the ground within a suitable range and preventing vehicle slippage.

[0009] In one possible implementation, determining the target rotational speed of the vehicle based on its speed, gradient, and load includes: determining a first candidate target rotational speed based on its speed and a first correspondence, where the first correspondence is the relationship between speed and rotational speed; determining a second candidate target rotational speed based on gradient, speed, and a second correspondence, where the second correspondence is the relationship between gradient, speed, and rotational speed; determining a third candidate target rotational speed based on load, speed, and a third correspondence, where the third correspondence is the relationship between load, speed, and rotational speed; and determining the target rotational speed based on the first, second, and third candidate target rotational speeds.

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

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

[0012] Based on the above technical means, this 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 operating conditions.

[0013] In one possible implementation, the vehicle's driving scenario is identified as a low-adhesion scenario if at least one of the vehicle's location information, environmental information, and driving status information satisfies the low-adhesion scenario conditions.

[0014] Based on the aforementioned technical means, this application can identify low-adhesion scenarios through vehicle location, 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 skids within a preset distance exceeds a preset number threshold; the ambient temperature is lower than a first temperature threshold; the rainfall intensity is continuously greater than a preset intensity threshold for a preset duration; the vehicle's windshield wipers are in low speed mode and the ambient temperature is lower than a second temperature threshold; the altitude coefficient is lower than a preset coefficient threshold and the ambient temperature is lower than a third temperature threshold.

[0016] Based on the above technical means, this 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, enabling the vehicle to 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 further includes: in response to identifying the vehicle's driving scenario as a low-adhesion scenario, determining the vehicle's target energy recovery torque based on the vehicle's speed and a fourth correspondence under the low-adhesion scenario; wherein the fourth correspondence is the correspondence between vehicle speed and 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] Based on the aforementioned technical means, this application can reduce the possibility of wheel slippage and improve vehicle safety under adverse road conditions by decreasing the energy recovery torque in low-adhesion scenarios.

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

[0020] Based on the above technical means, this application can reduce the possibility of wheel slippage and improve the driving stability of the vehicle in low-traction scenarios by reducing the acceleration torque in low-traction scenarios.

[0021] In one possible implementation, when the control mode switches from speed mode to torque mode, the output torque of the drive motor is corrected multiple times until the output torque of the drive motor equals the target torque. In each correction process, a 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. The output torque of the drive motor is then determined based on the torque correction amount and the actual output torque.

[0022] Based on the above technical means, this application can smooth the target torque when the drive motor mode switches from speed mode to torque mode, which can avoid sudden changes in torque and make the vehicle's power output more stable.

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

[0024] Based on the above technical means, this application can directly control the motor to run at the target speed when the drive 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 a second aspect provided in this application, a vehicle control device is provided, comprising: a processing unit and a determining unit; the processing unit is configured to determine a target rotational speed of the vehicle based on the vehicle speed, gradient, and total vehicle load in response to identifying that the vehicle's driving scenario is a low-adhesion scenario; the determining unit is configured to determine a control mode of the vehicle's drive motor based on the target rotational speed and the vehicle's current rotational speed, the control mode including a torque mode or a speed mode.

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

[0027] In one possible implementation, the processing unit is specifically configured to: determine a first candidate target rotational speed based on vehicle speed and a first correspondence, wherein the first correspondence is the correspondence between vehicle speed and rotational speed; determine a second candidate target rotational speed based on gradient, vehicle speed, and a second correspondence, wherein the second correspondence is the correspondence between gradient, vehicle speed, and rotational speed; determine a third candidate target rotational speed based on vehicle load, vehicle speed, and a third correspondence, wherein the third correspondence is the correspondence between vehicle load, vehicle speed, and rotational speed; and determine a target rotational speed based on the first candidate target rotational speed, the second candidate target rotational speed, and the third candidate target rotational speed.

[0028] In one possible implementation, the determining 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 energy recovery torque based on the vehicle's speed and a fourth correspondence under the low-adhesion scenario; wherein the fourth correspondence is the correspondence between vehicle speed and 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 determining unit is further configured to, in response to identifying the vehicle's driving scenario as a low-adhesion scenario, determine the vehicle's target acceleration torque based on the vehicle's accelerator pedal opening, vehicle speed, and a fifth correspondence under the low-adhesion scenario; wherein the fifth correspondence is the correspondence between the accelerator pedal opening, vehicle speed, and acceleration torque; the acceleration torque corresponding to the same accelerator pedal opening and vehicle speed under the low-adhesion scenario is less than the acceleration torque under the non-low-adhesion scenario.

[0030] In one possible implementation, the vehicle control device further includes: a control unit; the control unit is configured to repeatedly correct the output torque of the drive motor when the control mode switches from a speed mode to a torque mode, until the output torque of the drive motor equals the target torque. Specifically, during each correction, a torque correction amount is determined based on the difference between the target torque and the actual output torque, wherein 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.

[0031] In one possible implementation, the control unit is also used to control the drive motor to run at a target speed when the control mode switches from torque mode to speed mode.

[0032] According to a third aspect provided in this 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 first aspect described above and any possible implementation thereof.

[0033] According to a fourth aspect provided in this application, a computer-readable storage medium is provided that, when the instructions in the computer-readable storage medium are executed by a processor of a vehicle, enables the vehicle to perform the methods described in the first aspect and any possible implementation thereof.

[0034] According to the fifth aspect provided in this application, a computer program product is provided, the computer program product including computer instructions that, when executed on a vehicle, cause the vehicle to perform the method described in the first aspect and any possible implementation thereof.

[0035] It should be noted that the technical effects of any of the implementation methods in aspects two through five can be found in the technical effects of the corresponding implementation methods in aspect one, and will not be repeated here.

[0036] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and do not limit this application. Attached Figure Description

[0037] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application, and do not constitute an undue limitation of this application.

[0038] Figure 1 This is a schematic diagram of the structure of a vehicle control system according to an exemplary embodiment;

[0039] Figure 2 This is a flowchart illustrating a vehicle control method according to an exemplary embodiment;

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

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

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

[0043] Figure 6 This is a block diagram illustrating a vehicle according to an exemplary embodiment. Detailed Implementation

[0044] To enable those skilled in the art to better understand the technical solutions of this application, the technical solutions in the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings.

[0045] It should be noted that the terms "first," "second," etc., used in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this application described herein can be implemented in orders other than those illustrated or described herein. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.

[0046] The technical solutions of the embodiments of this application will be described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments.

[0047] The vehicle control method provided in this application can be applied to vehicles. Vehicles can also be referred to as vehicles, mobile carriers, electric vehicles (EVs), hybrid electric vehicles (HEVs), plug-in hybrid electric vehicles (PHEVs), fuel cell vehicles (FCVs), autonomous vehicles, intelligent and connected vehicles (ICVs), driverless vehicles, etc.

[0048] In this application's embodiments, the vehicle can 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, an intelligent connected bus, an autonomous logistics vehicle, an electric truck, etc. Furthermore, this 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 specific limitations in this regard.

[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 can communicate with one or more data acquisition devices 102.

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

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

[0054] It is easy to understand that when the vehicle control device 101 and the data acquisition device 102 are functional modules integrated within the same device, the communication method between the vehicle control device 101 and the data acquisition device 102 is the same as the communication method between modules within the device. In this case, the communication process between the two is the same as the communication process when the vehicle control device 101 and the data acquisition device 102 are set up independently.

[0055] For ease of understanding, this application mainly uses the example of the vehicle control device 101 and the data acquisition device 102 being set up independently of each other.

[0056] Figure 1 The data acquisition device 102 can collect data on the driving scenario, vehicle speed, gradient, and passenger load, and send these data to the vehicle control device 101. The vehicle control device 101 can identify whether the vehicle's driving scenario is a low-adhesion scenario. In response to identifying a low-adhesion scenario, the vehicle control device 101 determines the target rotational speed of the vehicle based on its speed, gradient, and total load. Furthermore, based on the target rotational speed and the vehicle's current rotational speed, it determines the control mode of the vehicle's drive motor, which may be a torque mode or a speed mode.

[0057] Optionally, Figure 1 The vehicle control device 101 can be a terminal, a server, or other types of vehicles. Figure 1 The diagram shown is merely an example of the device configuration of the vehicle control device 101 and does not constitute a limitation thereof.

[0058] When the vehicle control unit 101 is a terminal, the terminal can be a device providing voice and / or data connectivity to a user, a handheld device with wireless connectivity, 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 that exchanges voice and / or data with the radio access network, such as a mobile phone, tablet, laptop, netbook, or personal digital assistant (PDA). This application does not impose any limitations on this.

[0059] When the vehicle control device 101 is a server, the server can be a single server or a server cluster consisting of multiple servers. In some embodiments, the server cluster can also be a distributed cluster. This application does not impose any limitations in this regard.

[0060] It should be noted that the structure illustrated in the embodiments of this application does not constitute a limitation on the vehicle control system 100. It may include more or fewer components than illustrated, or combine some components, or split some components, or have different component arrangements. The illustrated components may be implemented in hardware, software, or a combination of both.

[0061] like Figure 2 As shown, Figure 2 A flowchart of a vehicle control method is provided, which includes the following steps: S201-S202.

[0062] S201. In response to the recognition that the vehicle's driving scenario is a low-adhesion scenario, the target rotational speed of the vehicle is determined based on the vehicle's speed, slope, and overall vehicle load.

[0063] Among them, the low-adhesion scenario can be used to characterize the working conditions in which the friction between the tire and the road surface is significantly lower than the normal level during vehicle operation, that is, the scenario in which the tire is prone to slipping.

[0064] In one possible implementation, the vehicle control device can identify the vehicle's driving scenario as a low-adhesion scenario if at least one of the vehicle's location information, environmental information, and driving status information meets the low-adhesion scenario conditions.

[0065] The low-adhesion scenario conditions 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 a significant reduction in road surface adhesion coefficient due to factors such as dampness, oil stains, water accumulation, or epoxy floor coatings, creating a low-adhesion environment. Optionally, the vehicle control device can determine the vehicle's location information based on map information, or it can identify the vehicle's location information based on an external camera. This application does not impose specific limitations in this regard.

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

[0069] In one possible implementation, in low-traction scenarios, vehicles are prone to slipping due to insufficient friction between the tires and the ground. Therefore, if the number of slippages within a preset distance exceeds a preset threshold, it indicates insufficient friction between the tires and the current ground, meaning the current scenario is a low-traction scenario. Optionally, the preset distance can be set according to 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 of times threshold can be set according to actual needs. For example, the preset number of times threshold can be 3 times or 5 times. This application does not impose specific restrictions on this.

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

[0072] In one possible implementation, when the ambient temperature is below a preset temperature threshold, vehicle performance may degrade significantly, and low temperatures may cause water to accumulate and not evaporate easily, leading to icy roads or slippery wet roads, creating 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 limitations on this.

[0074] Condition 4: The rainfall intensity is continuously greater than the preset intensity threshold for a preset duration.

[0075] In one possible implementation, if the rainfall intensity is continuously greater than a preset intensity threshold for a preset duration, the vehicle's brake discs become damp, resulting in a delayed response. Furthermore, a large amount of rainwater washes away oil and mud from 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 limitations in this regard.

[0077] In one possible implementation, the vehicle control unit can be equipped with a rain sensor. The vehicle controller can determine the rainfall intensity based on the rain sensor data.

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

[0079] Table 1

[0080] 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, referring to 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 specific restrictions in this regard.

[0082] Condition 5: The vehicle's windshield wipers are in low speed mode and the ambient temperature is below the second temperature threshold.

[0083] In one possible implementation, if the vehicle's windshield wipers are in low speed mode and the ambient temperature is below a second temperature threshold, the current weather condition may be snowy, creating 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 limitations in this regard.

[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 altitude coefficient is less than a preset threshold and the ambient temperature is less than a third temperature threshold, the current road surface where the vehicle is driving may have black ice. The black ice ash reduces the adhesion between the tire and the road surface, creating a low-adhesion scenario.

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

[0088] Table 2

[0089] 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 altitude coefficient can be set according to actual needs. For example, the altitude coefficient can be 0.7 or 0.6. This application does not impose specific restrictions in this regard.

[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 limitations on this.

[0092] In one possible implementation, the vehicle control device can determine a first candidate target rotational speed based on vehicle speed and a first correspondence. The vehicle control device can determine a second candidate target rotational speed based on gradient, vehicle speed, and a second correspondence. The vehicle control device can determine a third candidate target rotational speed based on vehicle load, vehicle speed, and a third correspondence. The vehicle control device can determine the target rotational speed based on the first, second, and third candidate target rotational speeds. Specific implementation methods for determining the vehicle's target rotational speed based on vehicle speed, gradient, and vehicle load can be found in S301-S304 below. These will not be elaborated further here.

[0093] S202. Based on the target speed and the vehicle's current speed, determine the control mode of the vehicle's drive motor.

[0094] The control modes can include torque mode or speed mode. Torque mode directly controls the output torque, dynamically adjusting the motor torque based on the output signal (e.g., accelerator pedal opening). Speed ​​mode directly controls the motor speed, maintaining the set speed through closed-loop regulation (e.g., proportional-integral-derivative control (PID) algorithm) and automatically adjusting the torque according to the load.

[0095] In one possible implementation, the vehicle control unit can determine the control mode of the vehicle's drive motor as speed mode when the target speed is lower than the current speed.

[0096] It should be noted that in speed mode, the vehicle control unit 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-traction scenario and needs to accelerate, if the target speed is lower than the current speed, using speed mode can allow the drive motor to quickly adjust to the target speed, resulting in smoother power output and preventing tire slippage due to 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 output power quickly in speed mode, so that the vehicle can reach the desired driving speed as soon as possible and reduce tire slippage caused by insufficient power output.

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

[0099] It's important to note that in low-traction scenarios, excessive torque can easily cause tire slippage. Torque mode, however, can adjust the torque level according to actual needs, keeping the friction between the tire and the ground within a suitable range. When the target speed is greater than or equal to the current speed, using torque mode allows the vehicle control unit to precisely control the torque output of the drive motor based on the vehicle's driving status and road conditions.

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

[0101] In one possible implementation, when the control mode switches from torque mode to speed mode, the vehicle control unit can control the drive motor to operate at a target speed.

[0102] It should be noted that the speed mode focuses on controlling the motor's speed. Switching from torque mode to speed mode directly controls the motor 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 vehicle control device switches the control mode from speed mode to torque mode, it makes multiple corrections to the output torque of the drive motor until the output torque of the drive motor equals the target torque.

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

[0105] It's important to note that torque mode focuses on precise control of the motor's output torque. During vehicle operation, the magnitude of torque directly affects the vehicle's acceleration performance and driving stability. When switching from speed mode to torque mode, the target torque is smoothed out—that is, the drive motor's output torque is corrected multiple times until it equals the target torque. This avoids sudden torque changes and makes the vehicle's power output more stable.

[0106] Based on the above technical solution, this application can dynamically determine the target rotation speed and the vehicle's current rotation speed 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 rotational speed of the vehicle based on the vehicle speed, gradient, and vehicle load, the vehicle control method provided in this application further includes the following steps: S301-S304.

[0108] S301. Based on the vehicle speed and the first correspondence, determine the first candidate target rotational speed.

[0109] The first correspondence is the relationship between vehicle speed and engine speed.

[0110] In one possible implementation, the first correspondence can satisfy the following first formula. First formula:

[0111] N = k1 × V + b (First formula)

[0112] Where N can be used to characterize rotational speed. K1 can be used to characterize the factor fitted from experimental data. b can be used to characterize the fitting constant. V can be used to characterize vehicle speed.

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

[0114] N Dobj1 =k1×V veh +b Second Formula.

[0115] Where, N Dobj1 It can be used to characterize the first candidate target rotational speed. K1 can be used to characterize the factor fitted by experimental data. b can be used to characterize the fitting constant. V veh It 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 unit can determine, based on a first formula, that the first candidate target speed is 400 revolutions per minute (rpm).

[0117] S302. Based on the slope, vehicle speed, and the second correspondence, determine the second candidate target rotational speed.

[0118] The second correspondence is the relationship between gradient, vehicle speed, and engine speed. This second correspondence can include engine speeds corresponding to multiple combinations of gradients and vehicle speeds.

[0119] In one possible implementation, the gradient, vehicle speed, second correspondence, and second candidate target rotational speed satisfy the following third formula: Third Formula:

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

[0121] Where, N Dobj2 It can be used to characterize the rotational speed of the second candidate target. α can be used to characterize the slope. V veh It can be used to represent vehicle speed. f() can be used to represent the second correspondence.

[0122] For example, as shown in Table 3, Table 3 illustrates an example of the second correspondence.

[0123] Table 3

[0124] 0％ 200rpm 400rpm 820rpm 1250rpm 10％ 250rpm 450rpm 870rpm 1300rpm 20％ 300rpm 500rpm 920rpm 1350rpm 30％ 350rpm 550rpm 970rpm 1400rpm

[0125] For example, referring to Table 3, with a gradient of 10% and a vehicle speed of 5 km / h, the vehicle control unit can determine the second candidate target speed as 450 rpm based on Table 3.

[0126] S303. Based on the vehicle load and the third correspondence, the third candidate target speed is determined.

[0127] The third correspondence is the relationship between vehicle load, vehicle speed and rotational speed.

[0128] In one possible implementation, the vehicle load, vehicle speed, third correspondence, and third candidate target rotational speed satisfy the following fourth formula. Fourth Formula:

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

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

[0131] For example, as shown in Table 4, Table 4 illustrates an example of a third correspondence.

[0132] Table 4

[0133] 1200 200rpm 400rpm 820rpm 1250rpm 1400 220rpm 430rpm 850rpm 1280rpm 1600 250rpm 460rpm 880rpm 1310rpm 1800 300rpm 490rpm 910rpm 1350rpm

[0134] For example, referring to Table 3, with a vertical load of 1200 kg and a vehicle speed of 5 km / h, the vehicle control device can determine the third candidate target speed as 430 rpm based on Table 4.

[0135] S304. Determine the 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. Fifth Formula:

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

[0138] Where, N Dobj It can be used to characterize the target rotational speed. N Dobj1 It can be used to characterize the rotational speed of the first candidate target. N Dobj2 It can be used to characterize the rotational speed of the second candidate target. N Dobj2 It can be used to characterize the rotational speed of the third candidate target.

[0139] It is understandable 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, with a vehicle load of 1200 kg, a gradient of 10%, and a vehicle speed of 5 km / h, the vehicle control device determines a first candidate target speed of 400 rpm based on a first formula. The vehicle control device can determine a second candidate target speed of 450 rpm based on Table 3. The vehicle control device can determine a third candidate target speed of 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, with a vehicle load of 1200 kg, a gradient of 10%, and a vehicle speed of 0 km / h, the vehicle control device determines a first candidate target speed of 200 rpm based on a first formula. The vehicle control device can then determine a second candidate target speed of 250 rpm based on Table 3. Finally, the vehicle control device can determine a third candidate target speed of 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, with a vehicle load of 1400 kg, a gradient of 10%, and a vehicle speed of 5 km / h, the vehicle control device determines a first candidate target speed of 400 rpm based on the first formula. The vehicle control device can determine a second candidate target speed of 450 rpm based on Table 3. The vehicle control device can determine a third candidate target speed of 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 three core parameters: vehicle speed, gradient, and vehicle load, to ensure that the motor torque output is accurately matched with actual needs.

[0144] In some embodiments, under low-adhesion scenarios, this application can recover energy torque from the vehicle. The vehicle control method provided by this application further includes the following step: S401.

[0145] S401, the vehicle control device can, in response to recognizing that the vehicle's driving scenario is a low-adhesion scenario, determine the vehicle's target energy recovery torque based on the vehicle's speed and the fourth correspondence under the low-adhesion scenario.

[0146] The fourth correspondence can be the relationship between vehicle speed and energy recovery torque. At the same vehicle speed, the energy recovery torque in a low-adhesion scenario is less than the energy recovery torque in a non-low-adhesion scenario.

[0147] In one possible implementation, the vehicle control unit can determine the target energy recovery torque of the vehicle based on the vehicle speed and a fourth correspondence under the non-low adhesion scenario, in response to recognizing that the vehicle's driving scenario is a non-low adhesion scenario.

[0148] In one possible approach, in low-adhesion scenarios, due to the low coefficient of friction of the road surface, if the energy recovery torque is set too high, it may cause wheel slippage, thereby affecting the stability and handling of the vehicle. By reducing the energy recovery torque in low-adhesion scenarios, the possibility of wheel slippage can be reduced, and the safety of the vehicle in adverse road conditions can be improved.

[0149] For example, as shown in Table 5, Table 5 illustrates the fourth correspondence.

[0150] Table 5

[0151]

[0152] In one possible implementation, the vehicle control unit can, in response to recognizing that the vehicle's driving scenario is a low-adhesion scenario, determine the target energy recovery intensity of the vehicle based on the vehicle speed and a sixth correspondence under the low-adhesion scenario. The vehicle control unit can then determine the target energy recovery torque corresponding to the target energy recovery intensity based on the correspondence between energy recovery intensity and energy recovery torque.

[0153] In one possible implementation, the vehicle control unit can, in response to recognizing that the vehicle's driving scenario is a non-low-adhesion scenario, determine the target energy recovery intensity of the vehicle based on the vehicle speed and a sixth correspondence under the non-low-adhesion scenario. The vehicle control unit can then determine the target energy recovery torque corresponding to the target energy recovery intensity based on the correspondence between energy recovery intensity and energy recovery torque.

[0154] For example, as shown in Table 6, Table 6 illustrates the sixth correspondence.

[0155] Table 6

[0156]

[0157] Based on this, this application can reduce the possibility of wheel slippage by decreasing the energy recovery torque in low-adhesion scenarios, thereby improving vehicle safety in adverse road conditions.

[0158] In some embodiments, under low-adhesion scenarios, this application can recover energy torque from the vehicle. The vehicle control method provided by this application further includes the following step: S501.

[0159] S501, in response to the recognition that the vehicle's driving scenario is a low-adhesion scenario, the target acceleration torque of the vehicle is determined based on the vehicle's accelerator pedal opening, vehicle speed, and the fifth correspondence under the low-adhesion scenario.

[0160] The fifth correspondence is between accelerator pedal opening, vehicle speed, and acceleration torque. For the same accelerator pedal opening and vehicle speed, the acceleration torque in a low-traction scenario is less than the acceleration torque in a non-low-traction scenario.

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

[0162] In one possible implementation, the vehicle control unit can, in response to recognizing that the vehicle's driving scenario is a non-low-adhesion scenario, determine the vehicle's target acceleration torque based on the vehicle's accelerator pedal opening and vehicle speed, as well as the fifth correspondence under the non-low-adhesion scenario.

[0163] In one possible approach, under low-traction conditions, the adhesion between the vehicle's tires and the road surface is limited due to the low coefficient of friction. If the acceleration torque is too high, the wheels are prone to slipping, leading to loss of vehicle control. Therefore, reducing the acceleration torque under low-traction conditions can decrease the likelihood of wheel slippage and improve the vehicle's driving stability in such situations.

[0164] For example, as shown in Table 7, Table 7 illustrates the fifth correspondence.

[0165] Table 7

[0166]

[0167] Understandably, Eco mode, Normal mode, and Sport mode represent the vehicle's driving models in non-low-traction scenarios. In Eco mode, the vehicle's power output is somewhat limited, resulting in lower energy consumption. Compared to Eco mode, Normal mode has slightly higher energy consumption but better power performance. Compared to Normal mode, Sport mode has even higher energy consumption but superior power performance.

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

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

[0170] In one possible implementation, the vehicle controller can be used for low-adhesion scene identification, calculation of target acceleration torque and target energy recovery torque. Based on the target acceleration torque and target energy recovery torque, the vehicle controller can perform target torque smoothing. The vehicle controller can determine the control mode of the motor controller. The vehicle controller can determine the target torque and target speed. The vehicle controller can send a control mode request, target speed, and target torque to the motor controller.

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

[0172] In some embodiments, such as Figure 4 As shown, Figure 4 This includes a vehicle control process.

[0173] In one possible implementation, the vehicle control device can determine whether the current scenario is a low-adhesion scenario. If so, the vehicle is controlled according to the control strategy for low-adhesion scenarios; otherwise, the vehicle is controlled according to the control strategy for non-low-adhesion scenarios.

[0174] Figure 5 This is a block diagram illustrating a vehicle control device according to an exemplary embodiment. (Refer to...) 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 the target rotational speed of the vehicle based on the vehicle speed, gradient, and total vehicle load in response to the identification that the vehicle's driving scenario is a low-adhesion scenario.

[0176] In one possible implementation, the determining unit 602 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 may include a torque mode or a speed mode.

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

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

[0179] In one possible implementation, the determining 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 energy recovery torque based on the vehicle's speed and the fourth correspondence under the low-adhesion scenario.

[0180] In one possible implementation, the determining 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 the fifth correspondence under the low-adhesion scenario.

[0181] In one possible implementation, the control unit 603 is used to make multiple corrections to the output torque of the drive motor when the control mode switches from speed mode to torque mode, until the output torque of the drive motor equals the target torque.

[0182] In one possible implementation, the control unit 603 is also used to control the drive motor to run at a target speed when the control mode switches from torque mode to speed mode.

[0183] Regarding the apparatus in the above embodiments, the specific manner in which each module performs its operation has been described in detail in the embodiments related to the method, and will not be elaborated upon here.

[0184] Figure 6 This is a block diagram illustrating 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 aforementioned memory 702 is used to store the executable instructions of the aforementioned processor 701. It is understood that the aforementioned processor 701 is configured to execute instructions to implement the vehicle control method in the above embodiments.

[0186] It should be noted that those skilled in the art will understand that Figure 6 The vehicle structure shown does not constitute a limitation on the vehicle; a vehicle may include, but is not limited to, other types of vehicles. Figure 6 This may indicate more or fewer components, or combinations of certain components, or different component arrangements.

[0187] The processor 701 is the control center of the vehicle, connecting various parts of the vehicle through various interfaces and lines. It performs various vehicle functions and processes data by running or executing software programs and / or modules stored in the memory 702, and by calling data stored in the memory 702, thereby providing overall vehicle monitoring. The processor 701 may include one or more processing units. Optionally, the processor 701 may integrate an application processor and a modem processor, wherein the application processor mainly handles the operating system, user interface, and applications, while the modem processor mainly handles wireless communication. It is understood that the modem processor may also not be integrated into the 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 the operating system, application programs required by at least one functional module (such as a determination unit, processing unit, etc.), etc. Furthermore, the memory 702 may include high-speed random access memory, and may also include non-volatile memory, such as at least one disk storage device, 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, which can be executed by a vehicle processor 701 to implement the methods in the above embodiments.

[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 provided by... Figure 6 The processor 701 calls the computer program stored in the memory 702 to implement the process. The specific execution process can be found in the description of the method section in the previous embodiment, and will not be repeated here.

[0191] Optionally, the computer-readable storage medium may be a non-transitory computer-readable storage medium, such as a read-only memory (ROM), a random access memory (RAM), a compact disc read-only memory (CD-ROM), magnetic tape, floppy disk, and optical data storage device.

[0192] In an exemplary embodiment, this application also provides a computer program product including one or more instructions, which can be executed by a vehicle processor 701 to perform the methods described above.

[0193] It should be noted that when one or more instructions in the computer-readable storage medium or computer program product are executed by the vehicle's processor, they implement the various processes of the above method embodiments and achieve the same technical effects as the above methods. To avoid repetition, they will not be described again here.

[0194] Through the above description of the embodiments, those skilled in the art can clearly understand that, for the sake of convenience and brevity, only the division of the above functional modules is used as an example. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0195] In the several embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another apparatus, or some features may be ignored or not executed. Furthermore, the mutual coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between apparatuses or units may be electrical, mechanical, or other forms.

[0196] The units described as separate components may or may not be physically separate. A component shown as a unit can be one or more physical units; that is, it can be located in one place or distributed in multiple different locations. Some or all of the classified units can be selected to achieve the purpose of this embodiment, depending on actual needs.

[0197] Furthermore, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0198] If the integrated unit is implemented as 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 embodiments of this application, essentially, or the part that contributes to the prior art, or a complete or partial classification of the technical solution, can be embodied in the form of a software product. This software product is stored in a storage medium and includes several instructions to cause a device (which may be a microcontroller, chip, etc.) or processor to execute all or part of the steps of the methods of the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, ROM, RAM, magnetic disks, or optical disks.

[0199] The above are merely specific embodiments of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions within the technical scope disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A vehicle control method, characterized in that, The method includes: In response to the identification that the vehicle's driving scenario is a low-adhesion scenario, the target rotational speed of the vehicle is determined based on the vehicle's speed, gradient, and overall vehicle load. Based on the target speed and the vehicle's current speed, the control mode of the vehicle's drive motor is determined, and the control mode includes either torque mode or speed mode. Determining the target rotational speed of the vehicle based on its speed, gradient, and load includes: Based on the vehicle speed and the first correspondence, a first candidate target rotational speed is determined, wherein the first correspondence is the correspondence between vehicle speed and rotational speed. Based on the slope, the vehicle speed, and the second correspondence, a second candidate target rotational speed is determined, wherein the second correspondence is the correspondence between the slope, the vehicle speed, and the rotational speed. Based on the vehicle load, the vehicle speed, and the third correspondence, a third candidate target rotational speed is determined, wherein the third correspondence is the correspondence between the vehicle load, the vehicle speed, and the rotational speed. The target speed is determined by the maximum value among the first candidate target speed, the second candidate target speed, and the third candidate target speed. Determining the control mode of the vehicle's drive motor based on the vehicle's target speed and current speed includes: If the target rotational speed is less than the current rotational speed, the control mode of the vehicle's drive motor is determined to be a speed mode; or, If the target rotational speed is greater than or equal to the current rotational speed, the control mode of the vehicle's drive motor is determined to be torque mode.

2. The vehicle control method according to claim 1, characterized in that, The method further includes: If at least one of the vehicle's location information, environmental information, and driving status information meets the low-adhesion scenario conditions, the vehicle's driving scenario is identified as a low-adhesion scenario.

3. The vehicle control method according to claim 2, characterized in that, The low-adhesion scenario conditions include at least one of the following: The vehicle was 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 the first temperature threshold. The rainfall intensity remains greater than a preset intensity threshold for a preset duration. The vehicle's windshield wipers are in low speed mode and the ambient temperature is less than the second temperature threshold. The plateau coefficient is less than a preset coefficient threshold and the ambient temperature is less than a third temperature threshold.

4. The vehicle control method according to claim 1, characterized in that, The method further includes: In response to the identification that the vehicle's driving scenario is a low-adhesion scenario, the target energy recovery torque of the vehicle is determined based on the vehicle speed and the fourth correspondence relationship under the low-adhesion scenario; wherein, the fourth correspondence relationship is the correspondence relationship between vehicle speed and energy recovery torque; the energy recovery torque corresponding to the same vehicle speed under the low-adhesion scenario is less than the energy recovery torque under the non-low-adhesion scenario.

5. The vehicle control method according to claim 1, characterized in that, The method further includes: In response to the identification that the vehicle's driving scenario is a low-adhesion scenario, the target acceleration torque of the vehicle is determined based on the vehicle's accelerator pedal opening, vehicle speed, and the fifth correspondence relationship under the low-adhesion scenario; wherein, the fifth correspondence relationship is the correspondence 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 under the low-adhesion scenario is less than the acceleration torque under the non-low-adhesion scenario.

6. The vehicle control method according to claim 1, characterized in that, The method further includes: When the control mode is switched from speed mode to 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 each correction process, a torque correction amount is determined based on the difference between the target torque and the actual output torque, wherein 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.

7. The vehicle control method according to claim 1, characterized in that, The method further includes: When the control mode is switched from torque mode to speed mode, the drive motor is controlled to run at the target speed.

8. A vehicle control device, characterized in that, The device includes: a processing unit and a determination unit; The processing unit is configured to, in response to the identification that the vehicle's driving scenario is a low-adhesion scenario, determine the target rotational speed of the vehicle based on the vehicle's speed, gradient, and overall vehicle load. The determining unit is used to determine the control mode of the vehicle's drive motor based on the target rotational speed and the vehicle's current rotational speed. The control mode includes either a torque mode or a speed mode. Determining the target rotational speed of the vehicle based on its speed, gradient, and load includes: Based on the vehicle speed and the first correspondence, a first candidate target rotational speed is determined, wherein the first correspondence is the correspondence between vehicle speed and rotational speed. Based on the slope, the vehicle speed, and the second correspondence, a second candidate target rotational speed is determined, wherein the second correspondence is the correspondence between the slope, the vehicle speed, and the rotational speed. Based on the vehicle load, the vehicle speed, and the third correspondence, a third candidate target rotational speed is determined, wherein the third correspondence is the correspondence between the vehicle load, the vehicle speed, and the rotational speed. The target speed is determined by the maximum value among the first candidate target speed, the second candidate target speed, and the third candidate target speed. Determining the control mode of the vehicle's drive motor based on the vehicle's target speed and current speed includes: If the target rotational speed is less than the current rotational speed, the control mode of the vehicle's drive motor is determined to be a speed-based mode; or, If the target rotational speed is greater than or equal to the current rotational speed, the control mode of the vehicle's drive motor is determined to be torque mode.

9. A vehicle, characterized in that, include: processor; Memory used to store the processor's executable instructions; The processor is configured to execute the instructions to implement the vehicle control method as described in any one of claims 1 to 7.

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