Vehicle motor control method, electronic equipment and vehicle

Abstract

The invention relates to the field of vehicle control, in particular to a vehicle motor control method, electronic equipment and a vehicle. The method comprises the steps that a braking signal is received, and whether the running working condition of a vehicle is a preset running working condition or not is judged; in response to determining that the driving condition is the predetermined driving condition, generating an invalid trigger parameter of the rear motor assistance; and prohibiting the activation of the rear motor assisting power by using the invalid triggering parameter of the rear motor assisting power so as to enable the front motor assisting power to maintain operation. After a braking signal is received, it is determined that the driving working condition belongs to the preset driving working condition which can cause the running of the vehicle, the invalid triggering parameter of the rear motor assisting power can be generated, then the rear motor assisting power is not activated, and in this way, the front motor assisting power can keep running all the time in the process of the preset driving working condition; therefore, the situation that the vehicle rushes due to different torque gradients of the front motor and the rear motor is avoided.

Description

Technical Field

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

[0002] With the rapid development of the vehicle industry, vehicle control strategies are becoming more and more mature.

[0003] However, after actual vehicle testing, it was found that when the driver's speed drops after stepping on the brakes, the vehicle's rear motor power assist will be activated, and then the vehicle will enter a low-speed direct drive state. At this time, the rear motor power assist will be switched back to the front motor power assist. This makes the torque gradient of the front and rear motor power assists different, which can easily cause the vehicle to shake and affect the driving experience. Summary of the Invention

[0004] In view of this, the purpose of this application is to propose a vehicle motor control method, electronic equipment and vehicle to solve the problem of vehicle jerking caused by the back-and-forth switching of front and rear motor assist during vehicle braking.

[0005] Based on the above objectives, the present application provides a vehicle motor control method, comprising:

[0006] Upon receiving a braking signal, determining whether the vehicle's driving condition is a predetermined driving condition, wherein the predetermined driving condition is a driving condition that would cause the vehicle to jerk after the braking signal;

[0007] In response to determining that the driving condition is the predetermined driving condition, generating an invalid trigger parameter for rear motor assist;

[0008] The invalid trigger parameter of the rear motor assist is used to prohibit activation of the rear motor assist so that the front motor assist maintains operation.

[0009] In some embodiments, the predetermined driving conditions include:

[0010] A switching condition between a first direct drive mode and a second direct drive mode; wherein the vehicle speed in the first direct drive mode is greater than or equal to a speed threshold, and the vehicle speed in the second direct drive mode is less than the speed threshold;

[0011] and / or,

[0012] Maintain operating conditions of the second direct drive mode.

[0013] In some embodiments, the switching operating condition is a condition in which the first direct drive mode switches to the second direct drive mode, and the corresponding conditions to be satisfied include:

[0014] The target operation mode and the actual operation mode are both direct drive mode;

[0015] The retrieved target second direct drive parameter is valid;

[0016] The actual second direct drive parameter retrieved is invalid.

[0017] In some embodiments, the switching operating condition is a condition in which the second direct drive mode switches to the first direct drive mode, and the corresponding conditions to be satisfied include:

[0018] The target operation mode and the actual operation mode are both direct drive mode;

[0019] The retrieved target second direct drive parameter is invalid;

[0020] The actual second direct drive parameters retrieved are valid.

[0021] In some embodiments, the conditions for maintaining the operating condition include:

[0022] The target operation mode and the actual operation mode are both direct drive mode;

[0023] The retrieved target state parameter of the second direct drive mode and the retrieved actual state parameter of the second direct drive mode are both in a valid state.

[0024] In some embodiments, in response to determining that the driving condition is the predetermined driving condition, generating an invalid trigger parameter for the rear motor assist includes:

[0025] In response to determining that the driving condition is the predetermined driving condition, generating an effective trigger parameter, and sending the effective trigger parameter to a rear motor power assist controller;

[0026] The effective trigger parameter is inverted by using the rear motor power assist controller to obtain the invalid trigger parameter of the rear motor power assist.

[0027] In some embodiments, in response to determining that the driving condition is the predetermined driving condition, generating an invalid trigger parameter for the rear motor assist includes:

[0028] generating a valid trigger parameter in response to determining that the driving condition is the predetermined driving condition;

[0029] According to the valid trigger parameter, the gear shifting state is set to an invalid gear shifting state, and the invalid gear shifting state is used as an invalid trigger parameter for the rear motor assist.

[0030] In some embodiments, after setting the gear shifting state to an invalid gear shifting state according to the valid trigger parameter and using the invalid gear shifting state as an invalid trigger parameter for the rear motor assist, the method further includes:

[0031] During the clutch action process and / or during the gear action process, the invalid gear shifting state is adjusted to a valid gear shifting state.

[0032] Based on the same inventive concept, the present application also provides an electronic device, comprising a memory, a processor, and a computer program stored in the memory and executable by the processor, wherein the processor implements the method described above when executing the computer program.

[0033] Based on the same inventive concept, the present application also provides a vehicle, comprising the electronic device as described above.

[0034] From the above, it can be seen that the vehicle motor control method, electronic device and vehicle provided in the present application can continuously judge the driving condition of the vehicle after receiving the braking signal. If the driving condition belongs to a predetermined driving condition that will cause the vehicle to jerk, an invalid trigger parameter for the rear motor assist will be generated, and the rear motor assist will not be activated. In this way, the front motor assist will always be kept running during the predetermined driving condition, and there will be no switching between the rear motor assist and the front motor assist. In this way, the vehicle will not jerk due to the different torque gradients of the front and rear motors, which will provide the driver with a better driving experience. BRIEF DESCRIPTION OF THE DRAWINGS

[0035] In order to more clearly illustrate the technical solutions in this application or related technologies, the following briefly introduces the drawings required for use in the embodiments or related technical descriptions. Obviously, the drawings described below are merely embodiments of this application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0036] Figure 1 This is a flow chart of a vehicle motor control method according to an embodiment of the present application;

[0037] Figure 2 This is a working diagram of the EV operation mode of an embodiment of the present application;

[0038] Figure 3 This is a schematic diagram of the serial operation mode of an embodiment of the present application;

[0039] Figure 4 This is a schematic diagram of the operation of the parallel / direct drive mode of an embodiment of the present application;

[0040] Figure 5 This is a working diagram of the Idle EAWD according to an embodiment of the present application;

[0041] Figure 6 A logic diagram of motor control according to an embodiment of the present application;

[0042] Figure 7 This is a structural block diagram of a vehicle motor control device according to an embodiment of the present application;

[0043] Figure 8 This is a schematic structural diagram of an electronic device according to an embodiment of the present application. DETAILED DESCRIPTION

[0044] In order to make the objectives, technical solutions and advantages of this application more clear, this application is further described in detail below in combination with specific embodiments and with reference to the accompanying drawings.

[0045] It should be noted that, unless otherwise defined, the technical terms or scientific terms used in the embodiments of the present application should have the usual meanings understood by people with ordinary skills in the field to which this application belongs. The "first", "second" and similar words used in the embodiments of the present application do not indicate any order, quantity or importance, but are only used to distinguish different components. "Include" or "comprise" and similar words mean that the elements or objects appearing before the word cover the elements or objects listed after the word and their equivalents, without excluding other elements or objects. "Connect" or "connected" and similar words are not limited to physical or mechanical connections, but may include electrical connections, whether direct or indirect. "Up", "down", "left", "right" and the like are only used to indicate relative positional relationships. When the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0046] Glossary:

[0047] VCU: Vehicle Control Unit, that is, vehicle controller.

[0048] TCU: Transmission Control Unit, transmission control unit.

[0049] FMCU: Front Drive Motor Control Unit, front drive motor controller, referred to as front motor.

[0050] RMCU: Rear Drive Motor Control Unit, rear drive motor controller, referred to as rear motor.

[0051] Direct drive: refers to the working mode in which the engine directly drives the wheels.

[0052] EAWD: Electric All-Wheel Drive, electric all-wheel drive.

[0053] Idle EAWD: Idle Electric All-Wheel Drive.

[0054] cali: Calibration switch. When it is on (cali is 1), it indicates that the predetermined driving condition is identified and the process of prohibiting the rear motor power assistance to maintain the front motor power assistance is executed; when it is off (cali is 0), it indicates that the predetermined driving condition is stopped and the process of prohibiting the rear motor power assistance to maintain the front motor power assistance is stopped.

[0055] Dog tooth transmission: also known as dog tooth transmission, it realizes power transmission and speed adjustment through the mutual engagement of long and short teeth (shaped like dog teeth).

[0056] In the related art, during the actual vehicle test of a hybrid new energy vehicle (for example, a hybrid new energy vehicle equipped with a dog gear transmission), the driver lightly steps on the brake (for example, the opening of the brake pedal is less than or equal to the opening threshold), the vehicle speed decreases, and the vehicle's operating mode switches from normal direct drive (that is, the first direct drive mode) to low-speed direct drive (that is, the second direct drive mode). In this way, since the operating mode has always been in the direct drive mode, there is no mode change, and since the normal direct drive and low-speed direct drive do not trigger a gear shift (for example, both are 1st gear). However, at this time, the state of the clutch will change from a closed state (for example, close) to a slipping state (for example, slip). This change in the clutch will cause the TCU to send a signal that a gear shift is in progress.

[0057] After the TCU sends a shift-in-progress signal, the VCU requests the rear motor to activate (activating the rear motor will turn off the front motor). Then the vehicle enters low-speed direct drive mode. If the TCU does not send a shift-in-progress signal, the VCU will request the rear motor to deactivate (disabling the rear motor will turn on the front motor).

[0058] Among them, when ordinary direct drive switches to low-speed direct drive, the front motor assist switches to the rear motor assist, and then switches back to the front motor assist. In this way, the torque gradients of the front and rear motor assists are different, one is a torque gradient exceeding 0, and the other is a torque gradient not exceeding 0, resulting in a change in the torque of the entire vehicle. If the torque of the entire vehicle changes suddenly, it is easy to cause a sudden change in the vehicle acceleration, and then the problem of the entire vehicle shaking is easy to occur.

[0059] The embodiments of the present application are described in detail below with reference to the accompanying drawings.

[0060] The vehicle motor control method proposed in the embodiments of the present application is applied to a vehicle controller, specifically to a VCU or TCU. The corresponding vehicle is a hybrid new energy vehicle (e.g., a hybrid new energy vehicle equipped with a dog gear transmission), and the execution scenario is to meet a predetermined driving condition after braking, which is: switching from another direct drive driving mode to a low-speed direct drive driving mode (i.e., a direct drive driving mode with a speed less than a speed threshold), or being in a low-speed direct drive driving mode, or switching from a low-speed direct drive driving mode to another direct drive driving mode.

[0061] like Figure 1 As shown, the method includes:

[0062] Step 101: receiving a braking signal, determining whether the vehicle's driving condition is a predetermined driving condition; wherein the predetermined driving condition is a driving condition that will cause the vehicle to jerk after the braking signal is received.

[0063] In specific implementations, when the driver lightly applies the brakes (e.g., the brake pedal is pressed to an opening angle less than or equal to a threshold) under various road conditions (e.g., snowy, icy, rainy, muddy, or other road conditions, particularly snowy roads), a brake signal is generated via the brake pedal. Upon receiving the brake signal, the controller continuously determines whether the vehicle's driving condition is within a pre-defined range that is likely to cause the vehicle to jerk after the brake signal is applied.

[0064] Then, the subsequent execution process can be determined based on the judgment result. If the judgment result is no, the vehicle is controlled according to normal driving (for example, since the engine response is relatively slow after braking, the front motor power assist is required to adjust the power assist to perform the braking process); if the judgment result is yes, the following steps 102 and 103 are executed.

[0065] Step 102 : In response to determining that the driving condition is the predetermined driving condition, generating an invalid trigger parameter for rear motor assist.

[0066] In specific implementations, when the vehicle is not in a predetermined driving condition, the controller uses the front motor to perform front motor assist. When the vehicle is in a predetermined driving condition and a risk of vehicle jerking is determined, the controller generates an invalid trigger parameter (e.g., 0) for rear motor assist to prevent jerking caused by switching between the front and rear motor assists.

[0067] Step 103 : Using the invalid trigger parameter of the rear motor power assist, activation of the rear motor power assist is prohibited, so that the front motor power assist maintains operation.

[0068] During specific implementation, the rear motor assist will not be started according to the invalid trigger parameters of the rear motor assist, so the front motor assist operation mode will be maintained. Therefore, during the process of reducing vehicle speed due to braking, the front motor assist will always be used for assist operation, and there will be no switching of front and rear motor assist, and the vehicle will not shake.

[0069] Through the above scheme, after receiving the braking signal, the vehicle's driving condition can be continuously judged. If the driving condition belongs to the predetermined driving condition that will cause the vehicle to jerk, an invalid trigger parameter for the rear motor assist will be generated, and the rear motor assist will not be activated. In this way, the front motor assist will always be kept running during the predetermined driving condition, and there will be no switching between the rear motor assist and the front motor assist. In this way, the vehicle will not jerk due to the different torque gradients of the front and rear motors, which gives the driver a better driving experience.

[0070] In addition, as a preferred embodiment, a calibration switch for the function of "disabling rear motor assist activation during braking" is pre-set (for example, using cali to characterize the calibration switch state). The user can choose whether to trigger the calibration switch according to actual needs. If the calibration switch is triggered, the above-mentioned steps 101 to 103 will be executed after receiving the braking signal. If the start switch is not triggered, the traditional control process will be executed after receiving the braking signal (this control process may cause the vehicle to jerk). In this way, adding a process for users to choose according to their actual needs can provide users with a variety of solutions.

[0071] In some embodiments, the predetermined driving conditions include:

[0072] A switching condition between a first direct drive mode and a second direct drive mode; wherein the vehicle speed in the first direct drive mode is greater than or equal to a speed threshold, and the vehicle speed in the second direct drive mode is less than the speed threshold;

[0073] And / or, the second direct drive mode remains in operation.

[0074] In specific implementation, after receiving the brake signal, the following three working conditions may occur:

[0075] Working condition 1: The vehicle speed will continue to decrease. As the vehicle speed decreases, it will switch from the first direct drive mode (for example, ordinary direct drive) in which the vehicle speed is greater than or equal to the speed threshold, to the second direct drive mode (for example, low-speed direct drive, engine driven, and the motor can be recovered to ensure the balance of power in the large battery and will not cause power feed) in which the vehicle speed is less than the speed threshold.

[0076] Working condition 2: Entering the driving process of maintaining the second direct drive mode.

[0077] Working condition three: If the driver steps on the accelerator, the vehicle speed will increase and it will switch from the second direct drive mode to the first direct drive mode.

[0078] The above-mentioned operating conditions 1 and 3 are the switching conditions between the first direct drive mode and the second direct drive mode, and the operating condition 2 is the driving condition in which the second direct drive mode remains in operation.

[0079] In order to avoid the problem of switching between front and rear motor assist, the rear motor assist will not be activated when any of the above three working conditions occurs. This ensures that the front motor assist always remains in operation, allowing the front motor to assist the engine and enable the vehicle to drive stably.

[0080] Through the above scheme, it is possible to ensure the switching conditions of the first direct drive mode to the second direct drive mode after braking and / or the switching conditions of the second direct drive mode to the first direct drive mode. Any one of them may lead to the process of switching the front and rear motor assist. Among them, the traditional working method is to maintain the rear motor assist in the driving condition where the second direct drive mode remains in operation. However, this embodiment maintains the use of the front motor assist in the switching conditions between the first direct drive mode and the second direct drive mode. Therefore, the front motor assist also needs to be maintained in the driving condition where the second direct drive mode remains in operation, so as to avoid the vehicle shaking caused by the switching of the front and rear motor assist.

[0081] In some embodiments, the switching operating condition is a condition in which the first direct drive mode switches to the second direct drive mode, and the corresponding conditions to be satisfied include:

[0082] The target operation mode and the actual operation mode are both direct drive mode;

[0083] The retrieved target second direct drive parameter is valid;

[0084] The actual second direct drive parameter retrieved is invalid.

[0085] In specific implementations, the target operating mode is the operating mode the controller instructs the vehicle to execute. The actual operating mode is the operating mode the controller reports to the vehicle as actually executed. The target second direct-drive parameters are the control parameters the controller instructs the vehicle to implement in response to the second direct-drive mode. The actual second direct-drive parameters are the parameters the controller reports to the vehicle as actually executed in response to the second direct-drive mode.

[0086] The target operating mode and the actual operating mode are both direct drive modes, which proves that the vehicle mode has not been switched and has always maintained direct drive mode; the target second direct drive parameter is valid (for example, the target second direct drive parameter is 1), and the actual second direct drive parameter is invalid (for example, the actual second direct drive parameter is 0), which proves that it is a process of switching from the first direct drive mode to the second direct drive mode; only after all of these are met, the execution process of subsequent steps 102 and 103 will be triggered, prohibiting the rear motor power assistance from being activated, and allowing the front motor power assistance to maintain operation.

[0087] Through the above solution, the working condition of switching from the first direct drive mode to the second direct drive mode can be accurately identified, which facilitates the subsequent prohibition process of the rear motor power assistance.

[0088] In some embodiments, the switching operating condition is a condition in which the second direct drive mode switches to the first direct drive mode, and the corresponding conditions to be satisfied include:

[0089] The target operation mode and the actual operation mode are both direct drive mode;

[0090] The retrieved target second direct drive parameter is invalid;

[0091] The actual second direct drive parameters retrieved are valid.

[0092] During specific implementation, the target operating mode and the actual operating mode are both direct drive modes, proving that the vehicle mode has not been switched and has always maintained direct drive mode operation; the target second direct drive parameter is invalid (for example, the target second direct drive parameter is 0), and the actual second direct drive parameter is valid (for example, the actual second direct drive parameter is 1), proving that it is a process of switching from the second direct drive mode to the first direct drive mode; only after all of these are met, the execution process of subsequent steps 102 and 103 will be triggered, prohibiting the rear motor from activating the power assist, and allowing the front motor to maintain power assist operation.

[0093] Through the above solution, the working condition of switching from the second direct drive mode to the first direct drive mode can be accurately identified, which facilitates the subsequent prohibition process of the rear motor power assistance.

[0094] In some embodiments, the conditions for maintaining the operating condition include:

[0095] The target operation mode and the actual operation mode are both direct drive mode;

[0096] The retrieved target state parameter of the second direct drive mode and the retrieved actual state parameter of the second direct drive mode are both in a valid state.

[0097] During specific implementation, the target operation mode and the actual operation mode are both direct drive modes, proving that the vehicle mode has not been switched and has always maintained direct drive mode operation; the target second direct drive parameter is valid (for example, the target second direct drive parameter is 1), and the actual second direct drive parameter is valid (for example, the actual second direct drive parameter is 1), proving that the second direct drive mode has been switched and is stably executed; after all of these are met, in order to ensure the continuity of this process and to ensure that the front motor power assist can always be used for operation, the execution process of subsequent steps 102 and 103 will also be triggered, prohibiting the activation of the rear motor power assist and allowing the front motor power assist to maintain operation.

[0098] Through the above solution, the maintaining operating condition of the second direct drive mode can be accurately identified, which facilitates the subsequent prohibition process of the rear motor assist.

[0099] In some embodiments, step 102 includes:

[0100] Step A1: In response to determining that the driving condition is the predetermined driving condition, generating effective trigger parameters, and sending the effective trigger parameters to a rear motor power assist controller.

[0101] In a specific implementation, the executing controller is the VCU controller. Upon receiving a braking signal, the VCU controller determines that any of the three predetermined driving conditions has occurred. It then generates a valid trigger parameter (e.g., 1) and sends the valid trigger parameter to the rear motor assist controller, instructing the rear motor assist controller to continue executing. The valid trigger parameter can indicate the presence of the predetermined driving condition.

[0102] Step A2: using the rear motor power assist controller to invert the effective trigger parameter to obtain the invalid trigger parameter of the rear motor power assist.

[0103] During specific implementation, the rear motor assist controller will set an inversion logic (for example, Not logic) for the valid trigger parameter (for example, the valid trigger parameter is 1), so that after the valid trigger parameter (for example, the valid trigger parameter is 1) is inverted, an invalid parameter (for example, the invalid parameter is 0) will be obtained, which will be used as the invalid trigger parameter for the rear motor assist. Based on the invalid trigger parameter, the rear motor assist controller will prohibit the activation of the rear motor assist, regardless of whether the other normal operating conditions of the rear motor assist are valid in combination with the invalid trigger parameter (for example, using And and logic processing), so that the front motor assist will not switch and can maintain operation. Among them, the rear motor assist controller is part of the VCU controller.

[0104] Through the above scheme, it is possible to ensure that the existence of a predetermined driving condition is known in a timely manner based on the effective trigger parameter, and then through a simple inversion operation, the effective trigger parameter can be made invalid, and it can be used as an invalid trigger parameter for the rear motor assist, thereby achieving the purpose of prohibiting the activation of the rear motor assist. This process is simple and convenient to operate, and the activation of the rear motor assist can be prohibited without adding any hardware structure, thereby ensuring that the front motor assist can maintain operation and the vehicle will not jerk.

[0105] In addition, if the VCU controller determines that none of the above predetermined driving conditions are met, it will send the invalid trigger parameter to the rear motor assist controller. After the rear motor assist controller performs the inversion logic, it will obtain a valid parameter. The rear motor assist controller will then combine other normal operating conditions of the rear motor assist (for example, using AND logic processing) to determine whether the rear motor assist should be activated.

[0106] In some embodiments, step 102 includes:

[0107] Step B1: generating a valid trigger parameter in response to determining that the driving condition is the predetermined driving condition.

[0108] In a specific implementation, the executing controller is a TCU controller. Thus, after receiving a braking signal, the TCU controller determines that any of the three predetermined driving conditions has occurred and generates a valid trigger parameter (for example, the valid trigger parameter is 1). The valid trigger parameter can indicate the presence of the predetermined driving condition.

[0109] Step B2: setting the gear shifting state to an invalid gear shifting state according to the valid triggering parameter, and using the invalid gear shifting state as an invalid triggering parameter for the rear motor assist.

[0110] In specific implementation, the TCU controller will set the gear shift progress state to an invalid gear shift progress state (for example, the invalid gear shift state is 0) based on the valid trigger parameter, and then send the invalid gear shift progress state as the invalid trigger parameter for the rear motor assist to the rear motor assist controller. In this way, the rear motor assist controller can prohibit the activation of the rear motor assist.

[0111] Through the above solution, it is possible to ensure that the existence of the predetermined driving condition is known in time according to the effective trigger parameters, and the gear shifting status of the TCU controller will not be valid, so that the rear motor assist will not be triggered due to the valid gear shifting status, thereby achieving the purpose of prohibiting the activation of the rear motor assist. This process is simple and convenient to operate, and the activation of the rear motor assist can be prohibited without adding any hardware structure, ensuring that the front motor assist can maintain operation, so that the vehicle will not shake.

[0112] In some embodiments, after step B2, the method further includes:

[0113] Step C: During the clutch action process and / or during the gear action process, the invalid gear shifting state is adjusted to a valid gear shifting state.

[0114] In specific implementations, if the TCU controller receives a clutch action and / or a gear action indicating that a gear shift is in progress, it will adjust the inactive gear shift state (e.g., the inactive gear shift state is 0) to the active gear shift state (e.g., the active gear shift state is 1), thereby executing the gear shift process. After the gear shift is completed, the active gear shift state (e.g., the active gear shift state is 1) will be adjusted back to the inactive gear shift state (e.g., the inactive gear shift state is 0).

[0115] Through the above solution, the normal operation of the gear shifting process can be guaranteed, and the above implementation process can be prevented from affecting the subsequent clutch and / or gear movements.

[0116] For hybrid new energy vehicles (e.g., those with a dog-tooth transmission), when shifting, the front axle (engine + front motor) is reduced to zero torque, requiring the rear motor to assist. However, the recovery strategy for activating the rear motor is relatively strict and takes a long time (e.g., at least 5 seconds).

[0117] For example, when coasting from 2 to 1 (i.e., the vehicle is coasting (not pressing the accelerator) and downshifting from 2nd gear to 1st gear), the gear shifting takes about 2 seconds. During the gear shifting process (i.e., the driving state switching process), the torque of the front motor assist is 0, and the entire vehicle's coasting torque is given to the rear motor assist (e.g., 65NM). Originally, part of the vehicle's coasting torque was given to the front motor assist and part to the rear motor assist, but during the gear shifting process, the front motor assist was 0, so the torque that the front motor assist could not output was output by the rear motor assist. After the gear shifting is completed, the flag of the rear motor assist does not exit, and it will exit after 5 seconds. Therefore, it can be indicated that it takes a long time for the rear motor assist to exit. In this way, if the rear motor assist does not exit, according to the traditional control logic, the front motor assist cannot be started, causing the torque of the entire vehicle to suddenly increase, resulting in the problem of vehicle jerking.

[0118] The torque conditions for the gear shifting process when the accelerator pedal is pressed are shown in Table 1 below:

[0119] Table 1

[0120]

[0121] Based on Table 1 above, during this period, the driver presses the accelerator pedal:

[0122] Front axle torque request: rises from -77NM to 208NM, then stabilizes at 208NM.

[0123] However, the engine's requested torque increases from 30N*speed ratio 5.7=176NM to 131*5.7=746NM, resulting in a negative torque of -560NM from the front motor.

[0124] Moreover, the engine response has a lag. When the rear axle assist is activated, the rear motor outputs positive assist torque to compensate for the engine response difference (at this time, the front motor has the ability to output torque, and the front motor should assist the engine without outputting positive torque, rather than the rear motor suddenly increasing the torque and the front motor suddenly decreasing the torque).

[0125] Based on Table 1 above, when the driver releases the accelerator pedal:

[0126] The engine torque request is reduced from 131*5.7=746NM to 40NM*5.7=228NM.

[0127] Furthermore, the engine response has a lag (slow downshift response, requiring negative torque), requiring the rear motor to generate negative torque to compensate for the engine response difference. However, the vehicle's negative capacity is already occupied by the front motor, and its release gradient is smaller than the gradient required for the rear motor's torque. The rear motor is unable to output negative torque, resulting in a sudden increase in vehicle torque, which can easily cause the vehicle to jerk.

[0128] Based on the above problems, the vehicle motor control method of this embodiment is applied to a vehicle controller (e.g., a VCU controller), and the vehicle is a hybrid new energy vehicle (e.g., a hybrid new energy vehicle equipped with a dog gear transmission). The method further performs:

[0129] Step D1: receiving a driving state switching signal, and controlling the driving state to switch according to the driving state switching signal.

[0130] In specific implementations, when the vehicle switches its driving state, the controller receives a driving state switching signal and then controls the driving state to switch. For example, the driving state switching signal is a gear switching signal (e.g., downshifting from 2nd gear to 1st gear in coasting mode). The specific execution process is as follows: after the controller detects that the gear switching conditions (e.g., vehicle speed conditions and / or rotation speed conditions) are met, it obtains the gear switching signal and sends the gear switching signal to the driving switching controller; the driving switching controller has a corresponding driving switching program, which it executes. After the driving switching controller determines that the driving state switch is complete, it generates a switching completion signal and sends it to the controller, thereby achieving the purpose of the gear switch.

[0131] During the execution of the driving switching program, the corresponding status signal is the switching-in-progress signal. At this time, the vehicle's actual driving mode is direct drive. Once the controller determines that both conditions are met, it disables the front motor assist. The driving switching program is executed by the TCU.

[0132] Step D2, in response to receiving a driving state switching completion signal in any execution state of the rear motor assist, immediately activate the front motor assist, wherein any execution state of the rear motor assist includes: the rear motor assist is not started, the rear motor assist is in the process of exiting, or after the rear motor assist exit is completed.

[0133] During specific implementation, if it is determined that the driving state switching is completed (i.e., the conditions for switching completion are met), a switching completion signal will be obtained (for example, the TCU controller will send a switching completion signal). In this way, regardless of the execution state of the rear motor assist (for example, the rear motor assist is not started, the rear motor assist is in the process of exiting, or after the rear motor assist is exited), the controller will immediately activate the front motor assist after receiving the switching completion signal. The solution of this embodiment does not need to wait for the rear motor assist to completely exit, and will start the front motor assist, using the front motor assist to provide appropriate assistance to the engine torque control, so as to achieve the purpose of making the actual execution torque of the whole vehicle consistent with the requested torque.

[0134] There are three situations:

[0135] The first one: the rear motor assist is not started, and the front motor assist is directly used to provide torque assistance to the engine, so that the vehicle can drive stably.

[0136] The second type: the rear motor assist has not been completely withdrawn (for example, it is in the process of executing the rear motor assist, or in the process of withdrawing the rear motor assist), and the rear motor assist works together with the front motor assist to provide torque assistance to the engine, so that the vehicle can drive stably.

[0137] The third type: the rear motor assist is completely withdrawn, so that the front motor assist is used to provide torque assistance to the engine, allowing the vehicle to drive stably.

[0138] In this way, after the driving switching program is completed, no matter whether the driver steps on the accelerator pedal or releases the accelerator pedal, the front motor assist can be used (if the rear motor assist has not been exited, it will be used together with the rear motor assist) to provide torque assistance to the engine, which will prevent the torque of the entire vehicle from suddenly changing, avoiding the problem of vehicle jerking.

[0139] Through the above scheme, if a driving state switching signal is received, the driving state will be controlled to switch according to the driving state switching signal; then, after the driving state switching is completed, a switching completion signal is received. At this time, no matter what execution state the rear motor assist is in (for example, the rear motor assist is not started, the rear motor assist is in the process of exiting, or the rear motor assist is completed), there is no need to wait for the rear motor assist to completely exit. The front motor assist will be immediately activated according to the switching completion signal. In this way, regardless of whether the rear motor assist is completely exited, the front motor assist will be started and the front motor assist will be used for torque assistance, so that the actual execution torque of the whole vehicle is consistent with the requested torque, so that the vehicle can drive stably and avoid sudden changes in vehicle torque that cause the vehicle to jerk.

[0140] In some embodiments, step D2 comprises:

[0141] Step D21 , in response to receiving a driving state switching completion signal in any execution state of the rear motor assist, generating an invalid trigger signal.

[0142] In a specific implementation, a controller (e.g., a VCU controller) sends a driving switching instruction to a driving switching controller (e.g., a TCU controller) based on a driving state switching signal. The driving switching controller controls the driving state switching according to the driving switching instruction. After the driving switching program is completed, the driving switching controller receives a switching completion signal in any rear motor assist state. The switching completion signal is sent to a rear motor assist controller within the controller. The rear motor assist controller within the controller generates an invalid trigger signal (e.g., 0) based on the switching completion signal.

[0143] Step D22: invert the invalid trigger signal to obtain a valid activation signal for the front motor assist, and activate the front motor assist according to the valid activation signal.

[0144] In specific implementations, the rear motor assist controller in the controller will send an invalid trigger signal (e.g., 0) to the front motor assist controller. The front motor assist controller is equipped with inversion logic, which inverts the invalid trigger signal (e.g., 0) to obtain a valid activation signal for the front motor assist (e.g., 1). In this way, the front motor assist controller can activate the front motor assist function according to the valid activation signal, using the front motor to assist the engine torque, so that the vehicle can drive stably.

[0145] Through the above scheme, the original generation process of the invalid trigger signal can be utilized, and an inversion processing path can be added to it, so that after the invalid trigger signal is inverted, a valid activation signal for activating the front motor assist can be directly obtained. In this way, the front motor assist can be activated immediately after the driving switch is completed, without waiting for the signal that the rear motor assist is exited.

[0146] In some embodiments, generating the invalid trigger signal in step D21 includes:

[0147] Step D211, determining whether the actual driving mode of the vehicle is a mode signal of a direct drive mode, and determining that the driving state is in a switching completion state to obtain a first invalid signal; wherein, the first invalid signal indicates a switching completion signal corresponding to the completion of the driving state switching execution.

[0148] In a specific implementation, the rear motor assist controller in the controller determines that the actual driving mode is the direct drive mode, and the mode signal is a first valid signal (e.g., 1). If the actual driving mode is not the direct drive mode, the mode signal is a second invalid signal (e.g., 0). The rear motor assist controller also obtains a switching completion signal corresponding to the end of the driving state switching execution from the driving switching controller, so that the corresponding first invalid signal (e.g., 0) can be obtained based on the switching completion signal.

[0149] Step D212: performing a logical AND process on the mode signal and the first invalid signal to obtain the invalid trigger signal.

[0150] In a specific implementation, an AND logic is set between the mode signal indicating whether the actual driving mode is the direct drive mode and the state signal (e.g., the first invalid signal) fed back by the driving switching controller to determine whether the driving state switching is in progress. In this way, after performing an AND logic process (e.g., AND process) on the mode signal obtained in step D211 and the first invalid signal (e.g., 0), an invalid trigger signal (e.g., 0) is obtained. In this way, a valid activation signal is obtained by inverting the invalid trigger signal to activate the front motor assist execution.

[0151] Through the above scheme, it can be ensured that when the actual driving mode is direct drive mode, if the driving state switching is completed, an invalid trigger signal can be generated immediately, and then a valid activation signal is obtained after inversion to activate the front motor power assist execution, thereby achieving the purpose of immediately activating the front motor power assist once the driving state switching is completed.

[0152] In some embodiments, activating the front motor assist in step D2 includes:

[0153] Step D21 , after determining that the activation instruction of the front motor power assist is obtained, the front motor is activated by controlling the motor commutator, and the front motor is used to perform the front motor power assist process.

[0154] During specific implementation, the front motor assist controller in the controller is used to obtain a valid activation signal according to the above embodiment, and then combined with other conditions for activating the front motor assist (for example, the determination of the front motor assist torque and the determined torque request for the front motor assist), the activation instruction for the front motor assist is determined, and then the front motor assist controller will send the activation instruction to the motor commutator, and use the motor commutator to activate the front motor, so that the front motor executes according to the activation instruction, thereby realizing the function of the front motor assist.

[0155] Through the above scheme, the process of activating the front motor power assist is specifically explained, ensuring that the front motor power assist can be executed accurately and smoothly, so that the entire vehicle can travel stably.

[0156] In some embodiments, after step D2, the method further comprises:

[0157] Step D3, in response to determining that the actual driving mode of the vehicle is a direct drive mode and obtaining a first valid signal, and the driving state is in switching in progress and obtaining a second valid signal, the first valid signal and the second valid signal are logically processed to obtain a valid trigger signal.

[0158] In a specific implementation, the rear motor assist controller in the controller is used to execute the process of obtaining the above-mentioned effective trigger signal. The triggering conditions of the effective trigger signal are: first, the actual driving mode is the direct drive mode (i.e., a first effective signal is obtained, such as 1), and second, the driving state is in the process of switching (i.e., a second effective signal is obtained, such as 1). If both conditions are met, a valid trigger signal is obtained (i.e., the first effective signal and the second effective signal are logically processed, for example, 1 and 1 are logically processed to obtain 1). If either condition is not met, the above-mentioned invalid trigger signal is obtained.

[0159] Step D4, using the inversion logic to invert the valid trigger signal to obtain an invalid activation signal, and controlling the front motor to assist in exiting according to the invalid activation signal.

[0160] During specific implementation, the rear motor assist controller in the controller will send a valid trigger signal to the front motor assist controller. In this way, the front motor assist controller is provided with an inversion logic, which can invert the valid trigger signal (for example, 1) and obtain an invalid activation signal (for example, 0). In this way, the front motor assist controller will control the exit of the front motor assist function according to the invalid activation signal.

[0161] Through the above solution, the conditions for exiting the front motor assist can be accurately identified, and the front motor assist can be exited in time to avoid the front motor assist being continuously executed and affecting the vehicle's function.

[0162] The vehicle motor control method of the present application is described below using a specific embodiment, which is mainly implemented for hybrid new energy vehicles (for example, hybrid new energy vehicles with a new dog gear transmission). The specific implementation process is as follows:

[0163] The power structure of hybrid new energy vehicles includes the front axle and rear axle.

[0164] Among them, the front axle includes a front motor and an engine. The specific execution process is: the front motor determines the output torque of the front motor according to a certain speed ratio (which may be 0 when the front motor is not working), the engine outputs the output torque of the engine through the clutch (which may be 0 when the engine is not working or the clutch is disconnected), the front axle transmission is used to combine the output torque of the front motor with the output torque of the engine, and the front differential is used to control the rotation of the left and right front wheels.

[0165] The rear axle includes a rear motor. The specific execution process is: the rear motor determines the corresponding output torque (which may be 0 when the front motor is not working) and transmits it to the rear axle transmission. The rear axle transmission uses the rear differential to control the rotation of the left and right rear wheels.

[0166] Several operating modes for the power architecture of hybrid new energy vehicles:

[0167] (1) EV: The engine does not participate in the work (not driving, not generating electricity, such as Figure 2 Shown in gray) + TCU clutch is disconnected, using the battery to power the front and rear motors (such as Figure 2 shown, the battery is orange and the front and rear motors are green).

[0168] (2) Series: Engine operation (generating electricity, such as Figure 3 Orange) + TCU clutch closed (as shown Figure 3 As shown, the engine is used to drive the front motor to charge the battery, the front motor and battery are both orange, and the battery and front motor are used to power the rear motor, the rear motor is green).

[0169] (3) Parallel / direct drive: engine operation (drive, such as Figure 4 Green) + TCU clutch closed (as shown Figure 4 As shown, the battery providing power is orange, and the front and rear motors are working are green).

[0170] (4) Idle EAWD: Engine working (idling, not driving, not generating electricity, such as Figure 5 Shown in blue) + TCU clutch disconnect (as Figure 5As shown, the battery provides electricity (orange), and drives the front motor and rear motor to work (green).

[0171] (5) Low-speed parallel / low-speed direct drive (i.e., the second direct drive mode): engine operation (drive) + TCU clutch slip.

[0172] There was no working condition table for this mode before (5) as shown in Table 2:

[0173] Table 2

[0174]

[0175]

[0176] Based on the technical problems in Table 2 above, it is necessary to add setting (5) to ensure that the vehicle is in four-wheel drive mode as much as possible when driving on roads with poor road conditions (for example, snowy roads, icy roads, rainy roads, muddy roads or other roads), and the low speed will not be in Idle EAWD for a long time, causing power feeding problems.

[0177] The working condition table of this mode (5) is as follows:

[0178] Table 3

[0179]

[0180] Based on the above situation, when a hybrid new energy vehicle is driving on a road with bad road conditions (for example, snowy roads, icy roads, rainy roads, muddy roads or other roads), the vehicle speed drops by lightly pressing the brake. The vehicle operation mode will switch from normal direct drive (i.e., the first direct drive mode) to low-speed direct drive (i.e., the second direct drive mode). There is no mode change (normal direct drive and low-speed direct drive are both direct drive modes) and no gear shifting (both are 1st gear). However, the TCU issues a valid gear shift status, causing the VCU to request the rear motor to assist. When the power assist of the rear motor is activated, the power assist of the front motor will be turned off, and the vehicle will enter low-speed direct drive. Then the TCU will stop shifting (i.e., the gear shifting state is invalid), and the power assist of the rear motor will be switched back to the power assist of the front motor, resulting in different torque gradients of the front and rear motors. The torque of one motor exceeds 0NM, and the torque of the other motor is less than 0NM (for example, the torque of the front motor exceeds 0NM, and the torque of the rear motor is less than 0NM; or, the torque of the rear motor exceeds 0NM, and the torque of the front motor is less than 0NM). The torque of the entire vehicle changes, and the whole vehicle will shake.

[0181] In response to the above problems, Figure 6 As shown, the VCU controller or TCU controller is used to identify predetermined driving conditions where the vehicle is likely to jerk, as follows:

[0182] Predetermined driving condition 1, the switching condition from normal direct drive to low-speed direct drive, requires the following five conditions to be met simultaneously:

[0183] (1) Target operation mode: direct drive;

[0184] (2) Actual operation mode: direct drive;

[0185] (3) Target low-speed direct drive: valid (for example, the parameter value of the target low-speed direct drive is 1);

[0186] (4) Actual low-speed direct drive: invalid (for example, the parameter value of actual low-speed direct drive is 0);

[0187] (5) The calibration switch (e.g., cali) is in the on state (e.g., the cali value is 1, and the specific on state value can be calibrated according to actual needs).

[0188] Predetermined driving condition 2: The switching condition from low-speed direct drive to normal direct drive requires the following five conditions to be met simultaneously:

[0189] (1) Target operation mode: direct drive;

[0190] (2) Actual operation mode: direct drive;

[0191] (3) Target low-speed direct drive: invalid (for example, the parameter value of the target low-speed direct drive is 0);

[0192] (4) Actual low-speed direct drive: valid (for example, the parameter value of actual low-speed direct drive is 1);

[0193] (5) The calibration switch (e.g., cali) is in the on state (e.g., the cali value is 1, and the specific on state value can be calibrated according to actual needs).

[0194] Predetermined driving condition 3: Low-speed direct drive maintenance operating condition, which requires the following five conditions to be met simultaneously:

[0195] (1) Target operation mode: direct drive;

[0196] (2) Actual operation mode: direct drive;

[0197] (3) Target low-speed direct drive: valid (for example, the parameter value of the target low-speed direct drive is 1);

[0198] (4) Actual low-speed direct drive: valid (for example, the parameter value of actual low-speed direct drive is 1);

[0199] (5) The calibration switch (e.g., cali) is in the on state (e.g., the cali value is 1, and the specific on state value can be calibrated according to actual needs).

[0200] Condition (5) in the above three predetermined driving conditions can be removed, and it can be assumed that the calibration switch of this embodiment is always in the open state, and is in a state where the solution of this embodiment can be executed.

[0201] The TCU controller or the VCU controller will determine whether any of the above three predetermined driving conditions will occur, and if any of them occurs, a valid trigger parameter (for example, 1) will be generated.

[0202] Solution 1: If the VCU controller executes, it will send the valid trigger parameter (e.g., 1) to the rear motor assist controller. The rear motor assist controller has inversion logic that inverts the valid trigger parameter (e.g., 1) to form an invalid parameter (e.g., 0). The rear motor assist controller then uses this invalid trigger parameter as the invalid trigger parameter for rear motor assist. Based on this invalid trigger parameter, the rear motor assist controller will prohibit the activation of the rear motor assist, preventing the front motor assist from switching and allowing the vehicle to maintain operation.

[0203] Solution 2: If the TCU controller is executing, it will set the shift-in-progress state to an invalid shift-in-progress state (for example, the invalid shift state is 0) based on the valid trigger parameter (for example, 1). Then, this invalid shift-in-progress state is sent to the rear motor assist controller as the invalid trigger parameter for rear motor assist. In this way, the rear motor assist controller can prohibit the activation of rear motor assist.

[0204] To sum up, the front motor can always maintain power assist when switching between normal direct drive and low-speed direct drive, as well as when maintaining low-speed direct drive, thus avoiding the problem of vehicle shaking caused by cutting off the rear motor power assist.

[0205] It should be noted that the method of the embodiment of the present application can be performed by a single device, such as a computer or server. The method of this embodiment can also be applied in a distributed scenario and performed by multiple devices working together. In such a distributed scenario, one of the multiple devices may only perform one or more steps of the method of the embodiment of the present application, and the multiple devices will interact with each other to complete the method.

[0206] It should be noted that the above description is limited to some embodiments of the present application. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recited in the claims may be performed in an order different from that described in the above embodiments and still achieve the desired results. Furthermore, the processes depicted in the accompanying drawings do not necessarily require the specific order or sequential order shown to achieve the desired results. In certain embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0207] Based on the same inventive concept, corresponding to any of the above-mentioned embodiments and methods, the present application also provides a vehicle motor control device.

[0208] refer to Figure 7 , the device comprises:

[0209] The judgment module 201 is configured to receive a braking signal and judge whether the vehicle's driving condition is a predetermined driving condition; wherein the predetermined driving condition is a driving condition that will cause the vehicle to move after the braking signal;

[0210] a parameter generating module 202 configured to generate an invalid trigger parameter for rear motor assist in response to determining that the driving condition is the predetermined driving condition;

[0211] The motor control module 203 is configured to use the invalid trigger parameter of the rear motor assist to prohibit the activation of the rear motor assist so that the front motor assist maintains operation.

[0212] In some embodiments, the predetermined driving conditions include:

[0213] A switching condition between a first direct drive mode and a second direct drive mode; wherein the vehicle speed in the first direct drive mode is greater than or equal to a speed threshold, and the vehicle speed in the second direct drive mode is less than the speed threshold;

[0214] and / or,

[0215] The second direct drive mode maintains the running driving condition.

[0216] In some embodiments, the switching operating condition is a condition in which the first direct drive mode switches to the second direct drive mode, and the corresponding conditions to be satisfied include:

[0217] The target operation mode and the actual operation mode are both direct drive mode;

[0218] The retrieved target second direct drive parameter is valid;

[0219] The actual second direct drive parameter retrieved is invalid.

[0220] In some embodiments, the switching operating condition is a condition in which the second direct drive mode switches to the first direct drive mode, and the corresponding conditions to be satisfied include:

[0221] The target operation mode and the actual operation mode are both direct drive mode;

[0222] The retrieved target second direct drive parameter is invalid;

[0223] The actual second direct drive parameters retrieved are valid.

[0224] In some embodiments, the conditions for maintaining the operating condition include:

[0225] The target operation mode and the actual operation mode are both direct drive mode;

[0226] The retrieved target state parameter of the second direct drive mode and the retrieved actual state parameter of the second direct drive mode are both in a valid state.

[0227] In some embodiments, the parameter generation module 202 is specifically configured to:

[0228] In response to determining that the driving condition is the predetermined driving condition, generating an effective trigger parameter, and sending the effective trigger parameter to a rear motor power assist controller;

[0229] The effective trigger parameter is inverted by using the rear motor power assist controller to obtain the invalid trigger parameter of the rear motor power assist.

[0230] In some embodiments, the parameter generation module 202 is further configured to:

[0231] generating a valid trigger parameter in response to determining that the driving condition is the predetermined driving condition;

[0232] According to the valid trigger parameter, the gear shifting state is set to an invalid gear shifting state, and the invalid gear shifting state is used as an invalid trigger parameter for the rear motor assist.

[0233] In some embodiments, the device further includes a gear shifting state adjustment module configured to:

[0234] According to the effective trigger parameter, the gear shifting state is set to the invalid gear shifting state. After the invalid gear shifting state is used as the invalid trigger parameter of the rear motor assist, the invalid gear shifting state is adjusted to the effective gear shifting state during the clutch action process and / or during the gear action process.

[0235] For the convenience of description, the above devices are described as being divided into various modules according to their functions. Of course, when implementing this application, the functions of each module can be implemented in the same or multiple software and / or hardware.

[0236] The apparatus of the above embodiment is used to implement the corresponding method in any of the above embodiments, and has the beneficial effects of the corresponding method embodiment, which will not be described in detail here.

[0237] Based on the same inventive concept, corresponding to any of the above-mentioned embodiments and methods, the present application also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor implements the method described in any of the above embodiments when executing the computer program.

[0238] Figure 8 10 is a schematic diagram showing a more specific hardware structure of an electronic device provided in this embodiment. The device may include: a processor 1010, a memory 1020, an input / output interface 1030, a communication interface 1040, and a bus 1050. The processor 1010, the memory 1020, the input / output interface 1030, and the communication interface 1040 are communicatively connected to each other within the device via the bus 1050.

[0239] The processor 1010 can be implemented using a general-purpose CPU (Central Processing Unit), a microprocessor, an application-specific integrated circuit (ASIC), or one or more integrated circuits, and is used to execute relevant programs to implement the technical solutions provided in the embodiments of this specification.

[0240] The memory 1020 can be implemented in the form of ROM (Read Only Memory), RAM (Random Access Memory), static storage devices, dynamic storage devices, etc. The memory 1020 can store an operating system and other application programs. When the technical solutions provided in the embodiments of this specification are implemented through software or firmware, the relevant program code is stored in the memory 1020 and is called and executed by the processor 1010.

[0241] The input / output interface 1030 is used to connect input / output modules to implement information input and output. The input / output modules can be configured as components within the device (not shown in the figure) or can be externally connected to the device to provide corresponding functions. Input devices may include a keyboard, mouse, touch screen, microphone, various sensors, etc., and output devices may include a display, speaker, vibrator, indicator light, etc.

[0242] The communication interface 1040 is used to connect to a communication module (not shown) to enable communication between the device and other devices. The communication module can communicate via a wired method (such as USB, network cable, etc.) or a wireless method (such as mobile network, WiFi, Bluetooth, etc.).

[0243] The bus 1050 comprises a path for transmitting information between the various components of the device (eg, the processor 1010 , the memory 1020 , the input / output interface 1030 , and the communication interface 1040 ).

[0244] It should be noted that although the above device only shows the processor 1010, the memory 1020, the input / output interface 1030, the communication interface 1040, and the bus 1050, in a specific implementation, the device may also include other components necessary for normal operation. In addition, it will be understood by those skilled in the art that the above device may only include the components necessary to implement the embodiments of this specification, and does not necessarily include all the components shown in the figure.

[0245] The electronic device of the above embodiment is used to implement the corresponding method in any of the above embodiments, and has the beneficial effects of the corresponding method embodiment, which will not be described in detail here.

[0246] Based on the same inventive concept, corresponding to any of the above-mentioned embodiments and methods, the present application also provides a non-transitory computer-readable storage medium, wherein the non-transitory computer-readable storage medium stores computer instructions, and the computer instructions are used to enable the computer to execute the method described in any of the above embodiments.

[0247] The computer-readable media of this embodiment include permanent and non-permanent, removable and non-removable media, and information storage can be implemented by any method or technology. Information can be computer-readable instructions, data structures, program modules or other data. Examples of computer storage media include, but are not limited to, phase change memory (PRAM, Parameter Random Access Memory), static random access memory (SRAM, Static Random-Access Memory), dynamic random access memory (DRAM, Dynamic Random Access Memory), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM, Electrically Erasable Programmable read only memory), flash memory or other memory technology, read-only compact disc read-only memory (CD-ROM, Compact Disc Read-Only Memory), digital versatile disc (DVD, Digital Video Disc) or other optical storage, magnetic cassettes, magnetic tape magnetic disk storage or other magnetic storage devices or any other non-transmission media that can be used to store information that can be accessed by a computing device.

[0248] The computer instructions stored in the storage medium of the above embodiment are used to enable the computer to execute the method described in any of the above embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0249] Based on the same concept, corresponding to any of the above-mentioned embodiments, the present application also provides a computer program product, including computer program instructions. When the computer program instructions are run on a computer, the computer executes the method described in any of the above embodiments, which has the beneficial effects of the corresponding method embodiments and will not be repeated here.

[0250] Based on the same inventive concept, the present application further provides a vehicle including the vehicle motor control device or the electronic device described in the above embodiments. The beneficial effects of the corresponding vehicle motor control device or electronic device embodiments are not further described here.

[0251] It is understandable that before using the technical solutions of each embodiment of this application, the type, scope of use, usage scenarios, etc. of the personal information involved will be informed to the user in an appropriate manner, and the user's authorization will be obtained.

[0252] For example, in response to receiving a user's active request, a prompt message is sent to the user to clearly inform the user that the operation requested will require the acquisition and use of the user's personal information. Thus, the user can independently choose whether to provide personal information to the electronic device, application, server, storage medium, or other software or hardware that performs the operation of the technical solution of this application based on the prompt message.

[0253] As an optional but non-limiting implementation, in response to a user's active request, the prompt information may be sent to the user in the form of a pop-up window, in which the prompt information may be presented in text form. Furthermore, the pop-up window may also contain a selection control for the user to select "agree" or "disagree" to provide personal information to the electronic device.

[0254] It is understandable that the above notification and user authorization process are merely illustrative and do not constitute a limitation on the implementation of this application. Other methods that comply with relevant laws and regulations may also be applied to the implementation of this application.

[0255] Those skilled in the art should understand that the discussion of any of the above embodiments is merely illustrative and is not intended to imply that the scope of the present application (including the claims) is limited to these examples. Within the scope of the present application, the technical features in the above embodiments or different embodiments may be combined, the steps may be implemented in any order, and there are many other variations of the different aspects of the embodiments of the present application as described above, which are not provided in detail for the sake of simplicity.

[0256] In addition, for simplicity of description and discussion, and in order not to make the embodiment of the application difficult to understand, the known power supply / ground connection with integrated circuit (IC) chip and other components may or may not be shown in the accompanying drawings provided. In addition, the device can be shown in the form of a block diagram to avoid making the embodiment of the application difficult to understand, and this also takes into account the following fact, that is, the details of the embodiment of these block diagram devices are highly dependent on the platform to be implemented in the embodiment of the application (that is, these details should be fully within the scope of understanding of those skilled in the art). When specific details (for example, circuit) are set forth to describe exemplary embodiments of the application, it will be apparent to those skilled in the art that the embodiment of the application can be implemented without these specific details or when these specific details are changed. Therefore, these descriptions should be considered to be illustrative rather than restrictive.

[0257] Although the present invention has been described in conjunction with specific embodiments thereof, many alternatives, modifications, and variations of these embodiments will be apparent to those skilled in the art based on the foregoing description. For example, other memory architectures (e.g., dynamic RAM (DRAM)) may utilize the embodiments discussed.

[0258] The embodiments of the present application are intended to cover all such substitutions, modifications, and variations that fall within the broad scope of the appended claims. Therefore, any omissions, modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the embodiments of the present application should be included in the scope of protection of this application.

Claims

1. A vehicle motor control method, characterized in that: include: Upon receiving the braking signal, determining whether the vehicle's driving condition is a predetermined driving condition; wherein the predetermined driving condition is a driving condition that will cause the vehicle to move after the braking signal; In response to determining that the driving condition is the predetermined driving condition, generating an invalid trigger parameter for rear motor assist; The invalid trigger parameter of the rear motor assist is used to prohibit activation of the rear motor assist so that the front motor assist maintains operation.

2. The method according to claim 1, characterized in that The predetermined driving conditions include: A switching condition between a first direct drive mode and a second direct drive mode; wherein the vehicle speed in the first direct drive mode is greater than or equal to a speed threshold, and the vehicle speed in the second direct drive mode is less than the speed threshold; and / or, The second direct drive mode maintains the running driving condition.

3. The method according to claim 2, characterized in that The switching operating condition is a condition in which the first direct drive mode switches to the second direct drive mode, and the corresponding conditions to be satisfied include: The target operation mode and the actual operation mode are both direct drive mode; The retrieved target second direct drive parameter is valid; The actual second direct drive parameter retrieved is invalid.

4. The method according to claim 2, characterized in that The switching operating condition is a condition in which the second direct drive mode switches to the first direct drive mode, and the corresponding conditions to be satisfied include: The target operation mode and the actual operation mode are both direct drive mode; The retrieved target second direct drive parameter is invalid; The actual second direct drive parameters retrieved are valid.

5. The method according to claim 2, characterized in that The conditions for maintaining the operating condition include: The target operation mode and the actual operation mode are both direct drive mode; The retrieved target state parameter of the second direct drive mode and the retrieved actual state parameter of the second direct drive mode are both in a valid state.

6. The method according to claim 1, characterized in that In response to determining that the driving condition is the predetermined driving condition, generating an invalid trigger parameter for the rear motor assist includes: In response to determining that the driving condition is the predetermined driving condition, generating an effective trigger parameter, and sending the effective trigger parameter to a rear motor power assist controller; The effective trigger parameter is inverted by using the rear motor power assist controller to obtain the invalid trigger parameter of the rear motor power assist.

7. The method according to claim 1, characterized in that In response to determining that the driving condition is the predetermined driving condition, generating an invalid trigger parameter for rear motor assist, including: generating a valid trigger parameter in response to determining that the driving condition is the predetermined driving condition; According to the valid trigger parameter, the gear shifting state is set to an invalid gear shifting state, and the invalid gear shifting state is used as an invalid trigger parameter for the rear motor assist.

8. The method according to claim 7, characterized in that After setting the gear shifting state to an invalid gear shifting state according to the valid trigger parameter and using the invalid gear shifting state as an invalid trigger parameter for the rear motor assist, the method further includes: During the clutch action process and / or during the gear action process, the invalid gear shifting state is adjusted to a valid gear shifting state.

9. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein: When the processor executes the computer program, the method according to any one of claims 1 to 8 is implemented.

10. A vehicle, characterized in that: The electronic device comprising claim 9.

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