Vehicle motor control method, electronic device and vehicle

Abstract

The application relates to the field of vehicle control, in particular to a vehicle motor control method, an electronic device and a vehicle. The method comprises the following steps: receiving a brake signal, determining whether the driving condition of the vehicle is a predetermined driving condition; in response to determining that the driving condition is the predetermined driving condition, generating an invalid trigger parameter of rear motor assistance; and inhibiting the activation of the rear motor assistance by using the invalid trigger parameter of the rear motor assistance, so that the front motor assistance is maintained in operation. After receiving the brake signal, it is determined that the driving condition belongs to the predetermined driving condition which will cause the vehicle to break down, the invalid trigger parameter of the rear motor assistance is generated, and then the rear motor assistance is not activated, so that the front motor assistance is maintained in operation during the predetermined driving condition, and the rear motor assistance and the front motor assistance are not switched, so that the vehicle will not break down due to the different torque gradients of the front and rear motors.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicle control, and in particular to a vehicle motor control method, an electronic device and a vehicle. BACKGROUND

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

[0003] However, through real vehicle testing, it is found that after the driver steps on the brake, the vehicle speed decreases, which activates the rear motor assistance of the vehicle, and then enters a low-speed direct drive state, at which time the rear motor assistance is switched back to the front motor assistance, so that the torque gradient of the front and rear motor assistance is different, which easily causes the vehicle to move forward, affecting the driving experience. SUMMARY

[0004] Therefore, the purpose of the present application is to provide a vehicle motor control method, an electronic device and a vehicle to solve the problem of vehicle movement caused by the switching of front and rear motor assistance during vehicle braking.

[0005] To achieve the above purpose, the present application provides a vehicle motor control method, comprising:

[0006] receiving a brake signal and determining whether the driving condition of the vehicle is a predetermined driving condition, wherein the predetermined driving condition is a driving condition in which the vehicle will move forward after the brake signal;

[0007] in response to determining that the driving condition is the predetermined driving condition, generating a rear motor assistance invalid trigger parameter;

[0008] inhibiting the activation of the rear motor assistance using the rear motor assistance invalid trigger parameter, so that the front motor assistance maintains operation.

[0009] In some embodiments, the predetermined driving condition comprises:

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

[0011] and / or,

[0012] a maintaining operation condition of the second direct drive mode.

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

[0014] the target operating mode and the actual operating mode are both direct drive modes;

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

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

[0017] In some embodiments, the switching condition is a condition of switching from the second direct-drive mode to the first direct-drive mode, and the corresponding satisfaction condition comprises:

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

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

[0020] The actual second direct-drive parameter called is valid.

[0021] In some embodiments, the satisfaction condition of the running condition comprises:

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

[0023] The target state parameter of the second direct-drive mode called and the actual state parameter of the second direct-drive mode called are both valid states.

[0024] In some embodiments, the generating of the invalid trigger parameter of the rear motor assist in response to the determination that the running condition is the predetermined running condition comprises:

[0025] The generating of the valid trigger parameter in response to the determination that the running condition is the predetermined running condition, and the sending of the valid trigger parameter to a rear motor assist controller;

[0026] The performing of the NOT operation on the valid trigger parameter by the rear motor assist controller to obtain the invalid trigger parameter of the rear motor assist.

[0027] In some embodiments, the generating of the invalid trigger parameter of the rear motor assist in response to the determination that the running condition is the predetermined running condition comprises:

[0028] The generating of the valid trigger parameter in response to the determination that the running condition is the predetermined running condition;

[0029] The setting of the gear shifting state as an invalid gear shifting state according to the valid trigger parameter, and the setting of the invalid gear shifting state as the invalid trigger parameter of the rear motor assist.

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

[0031] The invalid gear shifting is adjusted to a valid gear shifting in a clutch action process and / or in a gear action process.

[0032] Based on the same inventive concept, the application further 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 as described above when executing the computer program.

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

[0034] As can be seen from the above, the vehicle motor control method, the electronic device and the vehicle provided by the application can continuously determine the driving condition of the vehicle after receiving the brake signal, and if the driving condition belongs to the predetermined driving condition that causes the vehicle to move, the invalid trigger parameter of the rear motor assistance is generated, so that the rear motor assistance is not activated, and thus the front motor assistance is maintained during the predetermined driving condition, and the rear motor assistance and the front motor assistance are not switched, so that the vehicle does not move due to the different torque gradients of the front and rear motors, and the driving experience of the driver is better. BRIEF DESCRIPTION OF DRAWINGS

[0035] In order to more clearly illustrate the technical solutions in the application or the related art, the following will briefly introduce the drawings needed to be used in the embodiments or the related art description. Obviously, the drawings in the following description are only embodiments of the application, and other drawings can be obtained by those skilled in the art without creative labor.

[0036] Figure 1 Flow chart of the vehicle motor control method of the embodiment of the application;

[0037] Figure 2 Working schematic diagram of the EV operation mode of the embodiment of the application;

[0038] Figure 3 Working schematic diagram of the series operation mode of the embodiment of the application;

[0039] Figure 4 Working schematic diagram of the parallel / direct drive operation mode of the embodiment of the application;

[0040] Figure 5 Working schematic diagram of the Idle EAWD of the embodiment of the application;

[0041] Figure 6 Logical schematic diagram of the motor control of the embodiment of the application;

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

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

[0044] To make the objects, technical solutions and advantages of the present application clearer, the present application will be further described in detail below with reference to the embodiments and 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 be understood as the common meanings understood by those with ordinary skills in the art to which the present application belongs. The terms "first", "second" and similar terms used in the embodiments of the present application do not represent any order, number or importance, but are only used to distinguish different components. The terms "include", "contain" and similar terms mean that the elements or objects before the terms encompass the elements or objects listed after the terms and their equivalents, and do not exclude other elements or objects. The terms "connect" or "connected" and similar terms do not mean physical or mechanical connection, but can include electrical connection, whether direct or indirect. The terms "upper", "lower", "left", "right" and the like only represent relative positional relationships, and when the absolute positions of the described objects change, the relative positional relationships can also change accordingly.

[0046] Glossary:

[0047] VCU: Vehicle Control Unit, i.e. vehicle controller.

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

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

[0050] RMCU: Rear Drive Motor Control Unit, i.e. rear 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, i.e. electric all-wheel drive.

[0053] Idle EAWD: Idle Electric All-Wheel Drive, i.e. idle electric all-wheel drive.

[0054] cali: calibration switch, when in the open state (cali is 1), it indicates that the process of identifying the predetermined driving condition and maintaining the front motor assistance after the prohibition of the rear motor assistance is performed; when in the closed state (cali is 0), it indicates that the process of identifying the predetermined driving condition and maintaining the front motor assistance after the prohibition of the rear motor assistance is stopped.

[0055] Dog-tooth transmission: also known as dog-tooth transmission, which realizes power transmission and speed adjustment through the meshing of long and short teeth (similar to dog teeth).

[0056] In the related art, during the real vehicle test of a hybrid new energy vehicle (for example, a hybrid new energy vehicle provided with a dog-tooth transmission), when the driver slightly steps on the brake (for example, the opening degree of the brake pedal is less than or equal to the opening degree threshold), the vehicle speed decreases, and the operating mode of the vehicle is switched from the normal direct drive (i.e., the first direct drive mode) to the low-speed direct drive (i.e., the second direct drive mode). In this way, since the operating mode is always in the direct drive mode, no mode switching occurs, and since the normal direct drive and the low-speed direct drive do not trigger gear shifting (for example, both are in gear 1). However, at this time, the state of the clutch changes from the closed state (for example, close) to the slip state (for example, slip), and this change of the clutch causes the TCU to send a signal that the gear shifting is in progress.

[0057] After the TCU sends the signal that the gear shifting is in progress, the VCU requests the rear motor assistance to be activated (the rear motor assistance is activated, and the front motor assistance is closed). Then, the low-speed direct drive mode is entered, and the TCU does not send the signal that the gear shifting is in progress, which causes the VCU to request the rear motor assistance to be inactivated (the rear motor assistance is inactivated, and the front motor assistance is opened).

[0058] Among them, when the normal direct drive is switched to the low-speed direct drive, the front motor assistance is switched to the rear motor assistance, and then switched back to the front motor assistance. In this way, the torque gradients of the front motor assistance and the rear motor assistance are different, one of which is a torque gradient that passes 0, and the other of which is a torque gradient that does not pass 0, causing the vehicle torque to change. If the vehicle torque suddenly changes, it is easy to cause the vehicle acceleration to suddenly change, and thus it is easy to cause the problem of the vehicle to suddenly accelerate.

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

[0060] The vehicle motor control method provided in the embodiments of the present application is applied to a controller of a vehicle, and in particular to a VCU or a TCU. The corresponding vehicle is a hybrid new energy vehicle (for example, a hybrid new energy vehicle provided with a dog-tooth transmission), and the scenario to be executed is that after braking, a predetermined driving condition is met, and the predetermined driving condition is that the vehicle is switched from another direct drive driving mode to a low-speed direct drive driving mode (that is, a direct drive driving mode with a vehicle speed less than a speed threshold), or is in the low-speed direct drive driving mode, or is switched from the low-speed direct drive driving mode to another direct drive driving mode.

[0061] As shown in Figure 1 , the method comprises:

[0062] Step 101, receiving a braking signal and determining whether the driving condition of the vehicle is a predetermined driving condition; wherein the predetermined driving condition is a driving condition in which the vehicle is likely to be in motion after the braking signal.

[0063] In specific implementation, when the driver performs light braking (for example, the opening degree of the brake pedal is less than or equal to an opening degree threshold) in various road conditions (for example, snow-covered road, icy road, rainy road, muddy road or other road, especially snow-covered road), a braking signal is formed through the brake pedal. Thus, after receiving the braking signal, the controller continuously determines whether the driving condition of the vehicle is a predetermined driving condition in which the vehicle is likely to be in motion after the braking signal.

[0064] Then, the subsequent process to be executed can be determined according to the determination result. If the determination result is no, the vehicle is controlled according to normal driving (for example, because the engine responds relatively slowly after braking, the front motor assist is used for assist adjustment to perform the braking process); if the determination result is yes, the processes of 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 of the rear motor assist.

[0066] In specific implementation, when the vehicle does not enter the predetermined driving condition, the controller uses the front motor to perform front motor assist. When the driving condition is the predetermined driving condition, it is determined that the vehicle has a risk of being in motion. At this time, in order to avoid the vehicle being in motion caused by the switching of the front and rear motor assists, the controller generates an invalid trigger parameter (for example, the invalid trigger parameter is 0) of the rear motor assist to prevent the rear motor from performing rear motor assist.

[0067] Step 103, using the invalid trigger parameter of the rear motor assist to prohibit the activation of the rear motor assist, so as to maintain the operation of the front motor assist.

[0068] In specific implementation, according to the invalid trigger parameter of the rear motor assistance, the rear motor assistance will not be started, so the front motor assistance will be kept running, and thus the front motor assistance will be used during the speed reduction process caused by braking, and the front and rear motor assistance switching will not occur, and thus the vehicle will not be accelerated.

[0069] Through the above scheme, after receiving the braking signal, the driving condition of the vehicle is continuously determined. If the driving condition belongs to the predetermined driving condition that causes the vehicle to accelerate, the invalid trigger parameter of the rear motor assistance is generated, and thus the rear motor assistance will not be activated. Thus, the front motor assistance will be kept running during the predetermined driving condition, and the rear motor assistance and the front motor assistance will not be switched, and thus the vehicle will not accelerate due to the torque gradient difference between the front and rear motors, and the driving experience of the driver is better.

[0070] In addition, as a preferred embodiment, a calibration switch of the function of "prohibiting the rear motor assistance from being activated during braking" is also provided (for example, the calibration switch is represented by a cali table). The user can select whether to trigger the calibration switch according to actual needs. If the calibration switch is triggered, the above steps 101 to 103 are executed after receiving the braking signal. If the calibration switch is not triggered, the traditional control process is executed after receiving the braking signal (the control process can cause the vehicle to accelerate). Thus, the process of selecting according to actual needs of the user is added, and diversified schemes are provided for the user.

[0071] In some embodiments, the predetermined driving condition includes:

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

[0073] and / or, a driving condition in which the second direct drive mode is kept running.

[0074] In specific implementation, after receiving the braking signal, the following three conditions can occur:

[0075] Condition one: the vehicle speed continuously decreases, and as the vehicle speed decreases, the first direct drive mode (for example, ordinary direct drive) in which the vehicle speed is greater than or equal to a speed threshold is switched to the second direct drive mode (for example, low-speed direct drive, engine driving, and motor recovery, which ensures the power balance of a large battery and does not cause power feeding) in which the vehicle speed is less than the speed threshold.

[0076] Condition two: a driving process in which the second direct drive mode is kept running is entered.

[0077] Case three: if the driver steps on the accelerator, the vehicle speed will rise, and the second direct drive mode will be switched to the first direct drive mode.

[0078] The above-mentioned case one and case three are the switching conditions of the first direct drive mode and the second direct drive mode, and the case two is the driving condition of the second direct drive mode remaining running.

[0079] In order to avoid the problem of switching of front motor assistance and rear motor assistance, the rear motor assistance will not be activated in any of the above-mentioned three cases, so that the front motor assistance can be maintained in a running state, and the operation of the front motor assistance engine is enabled, so that the vehicle can stably run.

[0080] Through the above-mentioned scheme, the switching condition of the first direct drive mode to the second direct drive mode and / or the switching condition of the second direct drive mode to the first direct drive mode can be ensured, and any one of them may cause the process of switching of front and rear motor assistance; wherein, the driving condition of the second direct drive mode remaining running is maintained by the traditional working mode, but the embodiment maintains the use of front motor assistance in the switching condition of the first direct drive mode and the second direct drive mode, so the use of front motor assistance needs to be maintained in the driving condition of the second direct drive mode remaining running, so as to avoid the situation of vehicle starting caused by switching of front and rear motor assistance.

[0081] In some embodiments, the switching condition is the switching condition of the first direct drive mode to the second direct drive mode, and the corresponding conditions include:

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

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

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

[0085] In specific implementation, the target operating mode is the operating mode of the vehicle executed by the controller. The actual operating mode is the operating mode of the vehicle actually executed by the controller. The target second direct drive parameter is the control parameter required by the controller for the second direct drive mode. The actual second direct drive parameter is the actual execution parameter of the vehicle for the second direct drive mode collected by the controller.

[0086] 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 been running in the 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), proving that it is the process of switching from the first direct drive mode to the second direct drive mode; after both conditions are met, the execution process of subsequent steps 102 and 103 is triggered, which prohibits the rear motor assistance from being activated and maintains the operation of the front motor assistance.

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

[0088] In some embodiments, the switching condition is a switching condition from the second direct drive mode to the first direct drive mode, and the corresponding satisfaction conditions include:

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

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

[0091] The actual second direct drive parameter is valid.

[0092] In 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 been running in the direct drive mode; 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 the process of switching from the second direct drive mode to the first direct drive mode; after both conditions are met, the execution process of subsequent steps 102 and 103 is triggered, which prohibits the rear motor assistance from being activated and maintains the operation of the front motor assistance.

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

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

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

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

[0097] In a specific implementation, the target operation mode and the actual operation mode are both direct drive mode, which proves that the vehicle mode does not switch and remains in 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 valid (for example, the actual second direct drive parameter is 1), which proves that the second direct drive mode has been switched and is stably executed; after all conditions are met, in order to ensure the continuity of the process and ensure that the front motor assistance can be used at all times, the subsequent steps 102 and 103 are triggered to execute the process of prohibiting the activation of the rear motor assistance and maintaining the operation of the front motor assistance.

[0098] Through the above scheme, the second direct drive mode running condition can be accurately identified, and the subsequent process of prohibiting the rear motor assistance can be facilitated.

[0099] In some embodiments, step 102 comprises:

[0100] Step A1, in response to determining that the running condition is the predetermined running condition, generating a valid trigger parameter, and sending the valid trigger parameter to the rear motor assistance controller.

[0101] In a specific implementation, the controller executed is a VCU controller, so that after the VCU controller receives the brake signal, it determines that any one of the above three predetermined running conditions occurs, generates a valid trigger parameter (for example, the valid trigger parameter is 1), and sends the valid trigger parameter to the rear motor assistance controller to continue execution. The valid trigger parameter can indicate the presence of a predetermined running condition.

[0102] Step A2, using the rear motor assistance controller to perform a NOT operation on the valid trigger parameter to obtain an invalid trigger parameter of the rear motor assistance.

[0103] In a specific implementation, the rear motor assistance controller sets a NOT 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) is obtained as the invalid trigger parameter of the rear motor assistance. The rear motor assistance controller will combine (for example, using And and logic processing) the invalid trigger parameter with other normal operating conditions of the rear motor assistance, regardless of whether the other normal operating conditions are valid, to prohibit the activation of the rear motor assistance, so that the front motor assistance is not switched and can remain in operation. The rear motor assistance controller is part of the VCU controller.

[0104] Through the above scheme, it can be ensured that the existence of the predetermined driving condition is learned in time according to the effective trigger parameter, and then the effective trigger parameter is changed to be invalid through a simple negation operation, and the effective trigger parameter is used as an invalid trigger parameter of the rear motor assist, so that the purpose of prohibiting the activation of the rear motor assist is achieved. This process is simple and convenient, and does not increase any hardware structure to prohibit the activation of the rear motor assist, ensures that the front motor assist can maintain operation, and makes the vehicle not appear to be running.

[0105] In addition, if the VCU controller determines that the conditions of each of the predetermined driving conditions are not met, the invalid trigger parameter obtained is sent to the rear motor assist controller. In this way, after the rear motor assist controller is negated through the negation logic, an effective parameter is obtained, and then the rear motor assist controller will also combine the normal other operating conditions of the rear motor assist (for example, using And and logic processing) to determine whether the rear motor assist is started.

[0106] In some embodiments, step 102 comprises:

[0107] Step B1, in response to determining that the driving condition is the predetermined driving condition, an effective trigger parameter is generated.

[0108] In specific implementation, the controller executed is a TCU controller, so that the TCU controller generates an effective trigger parameter (for example, the effective trigger parameter is 1) after receiving the brake signal and determining that any one of the three predetermined driving conditions occurs. The effective trigger parameter can represent the existence of the predetermined driving condition.

[0109] Step B2, according to the effective trigger parameter, setting the shift-on state to be an invalid shift-on state, and using the invalid shift-on state as an invalid trigger parameter of the rear motor assist.

[0110] In specific implementation, the TCU controller sets the shift-on state to be an invalid shift-on state (for example, the invalid shift state is 0) according to the effective trigger parameter, and then sends the invalid shift-on state to the rear motor assist controller as an invalid trigger parameter of the rear motor assist. In this way, the rear motor assist controller can prohibit the activation of the rear motor assist.

[0111] Through the above scheme, it can be ensured that the existence of the predetermined driving condition is learned in time according to the effective trigger parameter, and the shift-on state of the TCU controller is not valid, so that the rear motor assist is not triggered due to the valid shift-on state, and the purpose of prohibiting the activation of the rear motor assist is achieved. This process is simple and convenient, and does not increase any hardware structure to prohibit the activation of the rear motor assist, ensures that the front motor assist can maintain operation, and makes the vehicle not appear to be running.

[0112] In some embodiments, after step B2, further comprising:

[0113] Step C, adjusting the invalid shift state to a valid shift state during the clutch action and / or during the gear action.

[0114] In implementation, if the TCU controller receives the clutch action and / or the gear action, it proves that the shift is in progress at this time, and then adjusts the invalid shift state (for example, the invalid shift state is 0) to the valid shift state (for example, the valid shift state is 1), so that the shift action process is executed. Then, after waiting for the shift action to complete, the valid shift state (for example, the valid shift state is 1) is adjusted back to the invalid shift state (for example, the invalid shift state is 0).

[0115] Through the above scheme, the normal operation of the shift state can be ensured, and the subsequent clutch and / or gear action is avoided.

[0116] For a hybrid new energy vehicle (for example, a hybrid new energy vehicle provided with a dog clutch transmission), when the shift mode is changed, the front axle (engine + front motor) is reduced to 0, and the front axle cannot output the torque demand of the rear motor assistance. However, the recovery strategy activated by the rear motor assistance is relatively strict and takes a long time (for example, at least 5s).

[0117] For example, in the process of coasting 2 to 1 (that is, the vehicle is in a coasting state (not stepping on the accelerator) and is shifted from 2 to 1), the shift time is about 2s, and in the shift process (that is, the driving state switching process), the torque of the front motor assistance is 0, and the whole vehicle sliding torque is given to the rear motor assistance (for example, 65NM). Among them, the whole vehicle sliding torque originally gives part of the torque to the front motor assistance and part of the torque to the rear motor assistance, but the front motor assistance is 0 in the shift process, so the torque that cannot be output by the front motor assistance is output by the rear motor assistance. After the shift is completed, the flag bit of the rear motor assistance does not exit, and needs to exit after 5s, so it can be shown that the rear motor assistance needs to consume a long time to exit, so that the rear motor assistance does not exit, and according to the traditional control logic, the front motor assistance cannot be started, so that the whole vehicle torque suddenly increases, and the vehicle suddenly moves.

[0118] The torque in the process of stepping on the accelerator pedal is shown in the following table 1:

[0119] Table 1

[0120]

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

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

[0123] But the engine request torque from 30N*5.7=176NM, to 131*5.7=746NM, resulting in the front motor out negative torque -560NM.

[0124] And the engine response has a lag, the rear axle boost is activated, resulting in the rear motor out positive boost torque to compensate for the engine response difference (at this time the front motor has the ability to output torque, the front motor should help the engine to output positive torque, instead of the rear motor to suddenly increase the torque and the front motor to suddenly reduce the torque).

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

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

[0127] And the engine response has a lag (slow response to drop, need boost negative torque), need the rear motor to output negative boost torque to compensate for the engine response difference. But the negative ability of the whole vehicle has been occupied by the front motor, its release gradient is less than the gradient required by the boost torque of the rear motor, the rear motor has no ability to output negative boost torque, resulting in a sudden increase in the whole vehicle torque, which is easy to cause the vehicle to move.

[0128] Based on the above problems, the vehicle motor control method of the embodiment, the method is applied to the controller (for example, VCU controller) of the vehicle (for example, hybrid new energy vehicle provided with dog-tooth transmission), the method will also be executed:

[0129] Step D1, receiving a driving state switching signal, according to the driving state switching signal, the driving state is switched.

[0130] In specific implementation, when the vehicle switches the driving state, the controller will receive the driving state switching signal, and then the driving state will be switched. For example, the driving state switching signal is a gear switching signal (for example, 2 gear down 1 gear in sliding state), the specific execution process is: after the controller detects that the gear switching condition (for example, vehicle speed condition and / or rotating speed condition) is met, the gear switching signal is obtained, and the gear switching signal is sent to the driving switching controller; the driving switching controller has a corresponding driving switching program, which will execute the driving switching program, and the driving switching controller will generate a switching completion signal to the controller after determining that the driving state switching is completed, thereby achieving the purpose of gear switching.

[0131] The corresponding state signal in the execution process of the driving switching program is a switching in progress signal, and the actual driving mode of the vehicle is the direct drive mode. After the controller determines that the two conditions are met, the controller determines that the front motor assist is prohibited from running. The execution process of the driving switching program is executed by the TCU controller.

[0132] Step D2, in response to receiving a driving state switching completion signal in any execution state of the rear motor assist, the front motor assist is activated immediately, wherein the 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 the rear motor assist is completed after exiting.

[0133] In specific implementation, if it is determined that the driving state switching is completed (i.e., the condition for switching completion is met), the switching completion signal is obtained (for example, the TCU controller sends the switching completion signal). In this way, no matter what 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 after exiting), the controller activates the front motor assist immediately after receiving the switching completion signal. The scheme of the embodiment starts the front motor assist without waiting for the rear motor assist to completely exit, uses the front motor assist to provide appropriate assistance for the torque control of the engine, and achieves the purpose of keeping the actual execution torque of the vehicle consistent with the requested torque.

[0134] There are three cases:

[0135] The first case is that the rear motor assist is not started, and the front motor assist is directly used to assist the torque of the engine, so that the vehicle can stably travel.

[0136] The second case is that the rear motor assist has not completely exited (for example, in the execution process of the rear motor assist, or in the exit process of the rear motor assist), and the rear motor assist cooperates with the front motor assist to assist the torque of the engine, so that the vehicle can stably travel.

[0137] The third case is that the rear motor assist completely exits, and the front motor assist is used to assist the torque of the engine, so that the vehicle can stably travel.

[0138] In this way, after the driving switching program is completed, whether the driver is stepping on the accelerator pedal or releasing the accelerator pedal, the front motor assist (if the rear motor assist has not exited, it cooperates with the rear motor assist) is used to assist the torque of the engine, so that the vehicle torque does not suddenly change, and the problem of the vehicle suddenly moving is avoided.

[0139] According to the above scheme, if the driving state switching signal is received, the driving state is controlled to switch according to the driving state switching signal; then the switching completion signal is received after the driving state switching is completed, at this time, regardless of whether the rear motor assistance is in any execution state (for example, the rear motor assistance is not started, the rear motor assistance is in the process of exiting or the rear motor assistance is completed after exiting), the rear motor assistance does not need to be completely exited, and the front motor assistance is directly activated immediately according to the switching completion signal. In this way, whether the rear motor assistance is completely exited or not, the front motor assistance is started, the torque assistance is utilized by the front motor assistance, the actual execution torque of the vehicle is consistent with the request torque, the vehicle can be stably driven, and the situation that the vehicle suddenly changes torque and causes the vehicle to move suddenly is avoided.

[0140] In some embodiments, step D2 comprises:

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

[0142] In specific implementation, the controller (for example, the VCU controller) sends the driving switching instruction to the driving switching controller (for example, the TCU controller) according to the driving state switching signal. The driving switching controller controls the driving state to switch according to the driving switching instruction, and determines that the driving switching program is executed. After the driving switching controller in any execution state of the rear motor assistance, the switching completion signal is obtained, and the switching completion signal is sent to the rear motor assistance controller in the controller. The rear motor assistance controller in the controller can generate an invalid trigger signal (for example, 0) based on the switching completion signal.

[0143] Step D22, performing the NOT operation on the invalid trigger signal to obtain the effective activation signal of the front motor assistance, and activating the front motor assistance according to the effective activation signal.

[0144] In specific implementation, the rear motor assistance controller in the controller sends the invalid trigger signal (for example, 0) to the front motor assistance controller. The front motor assistance controller is provided with the NOT logic, and the invalid trigger signal (for example, 0) is processed by the NOT operation to obtain the effective activation signal (for example, 1) of the front motor assistance. In this way, the front motor assistance controller can activate the function of the front motor assistance according to the effective activation signal, utilize the torque of the front motor assistance engine, and enable the vehicle to be stably driven.

[0145] By the above scheme, the original generation process of the invalid trigger signal can be utilized, and an inversion processing path is added to the invalid trigger signal, so that the invalid trigger signal can directly obtain an effective activation signal for activating the front motor assist after inversion. In this way, the front motor assist can be activated immediately after the driving switch is completed, without waiting for the signal of the rear motor assist exiting completion.

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

[0147] In step D211, a mode signal is determined whether the actual driving mode of the vehicle is the direct drive mode, and a first invalid signal is determined whether the driving state is in the switch completion state. The first invalid signal represents the switch completion signal corresponding to the end of the driving state switch execution.

[0148] In specific implementation, the rear motor assist controller in the controller is used to determine whether the actual driving mode is the direct drive mode, so that the mode signal is the first valid signal (for example, 1), and to determine whether the actual driving mode is not the direct drive mode, so that the mode signal is the second invalid signal (for example, 0). The rear motor assist controller obtains the switch completion signal corresponding to the end of the driving state switch execution from the driving switch controller, so that the corresponding first invalid signal (for example, 0) can be obtained according to the switch completion signal.

[0149] In step D212, the mode signal and the first invalid signal are subjected to AND logic processing to obtain the invalid trigger signal.

[0150] In specific implementation, the rear motor assist controller in the controller is used to determine whether the actual driving mode is the direct drive mode, so that the mode signal is the first valid signal (for example, 1), and to determine whether the actual driving mode is not the direct drive mode, so that the mode signal is the second invalid signal (for example, 0). The rear motor assist controller obtains the switch completion signal corresponding to the end of the driving state switch execution from the driving switch controller, so that the corresponding first invalid signal (for example, 0) can be obtained according to the switch completion signal.

[0151] By the above scheme, it can be ensured that if the driving state switch is completed when the actual driving mode is the direct drive mode, an invalid trigger signal can be generated immediately, and an effective activation signal can be obtained after inversion to activate the front motor assist execution, so as to achieve the purpose of activating the front motor assist immediately after the driving state switch is completed.

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

[0153] Step D21, after determining the activation instruction of the front motor assist, the front motor is activated by the motor commutator, and the front motor assist is executed by the front motor.

[0154] In practice, the front motor assist controller in the controller determines the activation instruction of the front motor assist according to the effective activation signal obtained in the above embodiment, in combination with other conditions for activating the front motor assist (for example, determination of the front motor assist torque and determination of the torque request of the front motor assist), and then the front motor assist controller sends the activation instruction to the motor commutator, activates the front motor by the motor commutator, and executes the front motor according to the activation instruction, thereby realizing the function of the front motor assist.

[0155] The above scheme specifically describes the activation process of the front motor assist, ensures that the front motor assist can be accurately and smoothly executed, and enables the vehicle to 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 the direct drive mode to obtain the first effective signal, and the driving state is in the switching process to obtain the second effective signal, the first effective signal and the second effective signal are subjected to AND logic processing to obtain an effective trigger signal.

[0158] In practice, the rear motor assist controller in the controller executes the above process of obtaining the effective trigger signal. The trigger conditions of the effective trigger signal are: first, the actual driving mode is the direct drive mode (i.e., the first effective signal is obtained, for example, 1); second, the driving state is in the switching process (i.e., the second effective signal is obtained, for example, 1). Both conditions are met to obtain the effective trigger signal (i.e., the first effective signal and the second effective signal are subjected to AND logic processing, for example, 1 and 1 are subjected to AND logic processing to obtain 1); if either condition is not met, the above invalid trigger signal is obtained.

[0159] Step D4, the effective trigger signal is subjected to NOT logic processing to obtain an invalid activation signal, and the front motor assist is controlled to exit according to the invalid activation signal.

[0160] In practice, the rear motor assist controller in the controller sends the effective trigger signal to the front motor assist controller, so that the front motor assist controller is provided with NOT logic and can perform NOT processing on the effective trigger signal (for example, 1), thereby obtaining the invalid activation signal (for example, 0), so that the front motor assist controller can control the front motor assist to exit according to the invalid activation signal.

[0161] Through the above scheme, the condition of the front motor assisting force exiting can be accurately identified, and then the front motor assisting force is exited in time, so that the front motor assisting force is avoided from being executed all the time, and the function of the vehicle is affected.

[0162] The vehicle motor control method of the application is described below with a specific embodiment, mainly implemented for a hybrid new energy vehicle (for example, a hybrid new energy vehicle with a dog-tooth transmission added), and the specific implementation process is as follows:

[0163] The power architecture of the hybrid new energy vehicle includes a front axle and a rear axle.

[0164] The front axle includes a front motor and an engine, and the specific implementation process is as follows: the front motor determines the output torque of the front motor according to a certain speed ratio (may be 0 when the front motor is not working), the engine outputs the output torque of the engine through a clutch (may be 0 when the engine is not working or the clutch is disconnected), the output torque of the front motor and the output torque of the engine are combined by using a front axle transmission, and the left and right front wheels are controlled by using a front differential.

[0165] The rear axle includes a rear motor, and the specific implementation process is as follows: the rear motor determines the corresponding output torque (may be 0 when the front motor is not working) to be transmitted to a rear axle transmission, and the left and right rear wheels are controlled by using a rear differential.

[0166] Several operation modes of the power architecture of the hybrid new energy vehicle are as follows:

[0167] (1) EV: the engine does not participate in work (does not drive, nor generates electricity, such as Figure 2 is gray) + TCU clutch is disconnected, and the battery provides power for the front motor and the rear motor (such as Figure 2 , the battery is orange, and the front motor and the rear motor are green).

[0168] (2) Series: the engine works (generates electricity, such as Figure 3 is orange) + TCU clutch is closed (such as Figure 3 , the engine drives the front motor to charge the battery, the front motor and the battery are both orange, and the battery and the front motor provide power for the rear motor, and the rear motor is green).

[0169] (3) Parallel / direct drive: the engine works (drives, such as Figure 4 is green) + TCU clutch is closed (such as Figure 4 , the battery provides electrical energy, which is orange, and the front motor and the rear motor work, which are green).

[0170] (4) Idle EAWD: the engine works (idling, does not drive, nor generates electricity, such as Figure 5 is blue) + TCU clutch is disconnected (such as Figure 5As shown, the use of battery power is orange, and the green color drives the front motor and rear motor.

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

[0172] The working condition table of (5) mode before is as follows Table 2:

[0173] Table 2

[0174]

[0175]

[0176] Based on the technical problems existing in the above Table 2, it is necessary to increase the setting of (5) mode, which is to ensure that the vehicle is in four-wheel drive mode as much as possible when driving on poor road surfaces (e.g., snow-covered road, ice road, rain road, muddy road or other road), and the low vehicle speed will not cause the problem of long time idle EAWD.

[0177] The working condition table of (5) mode is as follows Table 3:

[0178] Table 3

[0179]

[0180] Based on the above situation, when the hybrid new energy vehicle drives on poor road surfaces (e.g., snow-covered road, ice road, rain road, muddy road or other road), the brake is lightly pressed for braking, the vehicle speed decreases, and the vehicle operating mode is switched from ordinary direct drive (i.e., first direct drive mode) to low speed direct drive (i.e., second direct drive mode) without mode switching (ordinary direct drive and low speed direct drive are both direct drive modes) and without gear shifting (both are 1 gear), but the TCU sends an effective gear shifting state, causing the VCU to request rear motor assistance, and the rear motor assistance activates to turn off the front motor assistance and enter low speed direct drive. Then the TCU stops sending gear shifting (i.e., gets an invalid gear shifting state), and the rear motor assistance is switched back to the front motor assistance, causing the torque gradient of the front and rear motors to be different, one motor torque exceeds 0NM, and the other motor torque is less than 0NM (e.g., the front motor torque exceeds 0NM, and the rear motor torque is less than 0NM; or the rear motor torque exceeds 0NM, and the front motor torque is less than 0NM), the vehicle torque changes, and the vehicle jerk problem occurs.

[0181] To solve the above problems, as shown in Figure 6 VCU controller or TCU controller is used to identify the predetermined driving conditions that are prone to vehicle jerk, as follows:

[0182] The predetermined driving condition 1 is a switching condition of switching from normal direct drive to low-speed direct drive, which needs to meet the following five conditions 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 the actual low-speed direct drive is 0);

[0187] (5) The calibration switch (for example, cali) is in an open state (for example, the value of cali is 1, and the specific value of the open state can be calibrated according to actual needs).

[0188] The predetermined driving condition 2 is a switching condition of switching from low-speed direct drive to normal direct drive, which needs to meet the following five conditions 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 the actual low-speed direct drive is 1);

[0193] (5) The calibration switch (for example, cali) is in an open state (for example, the value of cali is 1, and the specific value of the open state can be calibrated according to actual needs).

[0194] The predetermined driving condition 3 is a low-speed direct drive maintaining operation condition, which needs to meet the following five conditions 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 the actual low-speed direct drive is 1);

[0199] (5) The calibration switch (for example, cali) is in an open state (for example, the value of cali is 1, and the specific value of the open state can be calibrated according to actual needs).

[0200] The condition (5) among the above three predetermined driving conditions can be removed, and it can be defaulted that the calibration switch of the embodiment is always in an open state, and is in a state that the embodiment can be executed.

[0201] The TCU controller or the VCU controller determines whether any of the above three predetermined driving conditions occurs, and generates a valid trigger parameter (for example, 1) if any of the above three predetermined driving conditions occurs.

[0202] Solution one: if the VCU controller executes, the valid trigger parameter (for example, 1) is sent to the rear motor assist controller, and the rear motor assist controller is provided with a NOT logic to invert (for example, Not) the valid trigger parameter (for example, 1) to form an invalid parameter (for example, 0), so that the rear motor assist controller takes the invalid parameter as an invalid trigger parameter of the rear motor assist. The rear motor assist controller will disable the rear motor assist activation according to the invalid trigger parameter, so that the front motor assist cannot be switched and can be kept running.

[0203] Solution two: if the TCU controller executes, the shift execution state is set to an invalid shift execution state (for example, the invalid shift state is 0) according to the valid trigger parameter (for example, 1), and then the invalid shift execution state is taken as an invalid trigger parameter of the rear motor assist and sent to the rear motor assist controller. In this way, the rear motor assist controller can disable the rear motor assist activation.

[0204] In summary, the front motor assist can be maintained in the ordinary direct drive and low-speed direct drive switching condition, and the low-speed direct drive running condition, and the problem of vehicle running due to the rear motor assist is avoided.

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

[0206] It should be noted that some embodiments of the application are described above. Other embodiments are within the scope of the appended claims. In some cases, the acts or steps recited in the claims can be performed in a different order than those described above and still achieve desirable results. In addition, the processes depicted in the figures do not necessarily require the particular order shown, or sequential order to achieve the desired results. In certain implementations, multitasking and parallel processing can be advantageous.

[0207] Corresponding to the method of any of the above embodiments, the application further provides a vehicle motor control device based on the same inventive concept.

[0208] Reference Figure 7 , the device comprises:

[0209] The determination module 201 is configured to receive a brake signal and determine whether a driving condition of the vehicle is a predetermined driving condition; wherein the predetermined driving condition is a driving condition in which a vehicle braking situation will be formed after the brake signal;

[0210] The parameter generation module 202 is configured to generate an invalid trigger parameter of post-motor assistance in response to determining that the driving condition is the predetermined driving condition;

[0211] The motor control module 203 is configured to disable post-motor assistance activation by using the invalid trigger parameter of post-motor assistance, so as to maintain the operation of pre-motor assistance.

[0212] In some embodiments, the predetermined driving condition comprises:

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

[0214] And / or,

[0215] A driving condition in which the second direct drive mode remains running.

[0216] In some embodiments, the switching condition is a condition of switching from the first direct drive mode to the second direct drive mode, and the corresponding conditions include:

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

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

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

[0220] In some embodiments, the switching condition is a condition of switching from the second direct drive mode to the first direct drive mode, and the corresponding conditions include:

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

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

[0223] The actual second direct drive parameter is valid.

[0224] In some embodiments, the condition for maintaining the running working condition comprises:

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

[0226] The called target state parameter of the second direct drive mode and the actual state parameter of the second direct drive mode are both valid states.

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

[0228] In response to determining that the running working condition is the predetermined running working condition, generate a valid trigger parameter, and send the valid trigger parameter to the rear motor assist controller;

[0229] Perform a NOT operation on the valid trigger parameter by using the rear motor assist controller to obtain an invalid trigger parameter of the rear motor assist.

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

[0231] In response to determining that the running working condition is the predetermined running working condition, generate a valid trigger parameter;

[0232] According to the valid trigger parameter, set the gear engagement state to an invalid gear engagement state, and take the invalid gear engagement state as an invalid trigger parameter of the rear motor assist.

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

[0234] After the gear engagement state is set to the invalid gear engagement state according to the valid trigger parameter, and the invalid gear engagement state is taken as the invalid trigger parameter of the rear motor assist, the invalid gear engagement state is adjusted to a valid gear engagement state during the clutch action and / or during the gear action.

[0235] For the convenience of description, the above device is described in various modules according to functions. Of course, in the implementation of the present application, the functions of each module can be implemented in one or more software and / or hardware.

[0236] The device of the above embodiments is used to implement the corresponding method in any of the preceding embodiments, and has the beneficial effects of the corresponding method embodiments, which are not described here.

[0237] Based on the same inventive concept, the application also provides an electronic device corresponding to the method of any of the above embodiments, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the method of any of the above embodiments.

[0238] Figure 8 A more specific hardware structure of an electronic device is shown in this embodiment. The device can 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 connected to each other through the bus 1050 for internal communication within the device.

[0239] The processor 1010 can be implemented by a general-purpose CPU (Central Processing Unit), a microprocessor, an ASIC (Application Specific Integrated Circuit), or one or more integrated circuits, etc., for executing related programs to implement the technical solutions provided by the embodiments of the present specification.

[0240] The memory 1020 can be implemented by a ROM (Read Only Memory), a RAM (Random Access Memory), a static storage device, a dynamic storage device, etc. The memory 1020 can store an operating system and other application programs. When the technical solutions provided by the embodiments of the present specification are implemented by software or firmware, the related program codes are stored in the memory 1020 and executed by the processor 1010.

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

[0242] The communication interface 1040 is used to connect a communication module (not shown in the figure) to realize the communication interaction between the device and other devices. The communication module can realize communication through wired means (such as USB, network cable, etc.) or through wireless means (such as mobile network, WIFI, Bluetooth, etc.).

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

[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 the specific implementation process, the device can also include other components necessary for normal operation. In addition, those skilled in the art can understand that the above device can also only contain the components necessary to implement the embodiments of the present specification, and does not have to contain 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 preceding embodiments, and has the beneficial effects of the corresponding method embodiment, which will not be repeated here.

[0246] Based on the same inventive concept, corresponding to the method of any of the above embodiments, the present application also provides a non-transitory computer readable storage medium, which stores computer instructions for causing the computer to execute the method of any of the above embodiments.

[0247] The computer readable medium of the present embodiment includes permanent and non-permanent, removable and non-removable media, which can be realized by any method or technology to store information. The 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 technologies, compact disc read-only memory (CD-ROM, Compact Disc Read-Only Memory), digital versatile disc (DVD, Digital Video Disc) or other optical storage, magnetic cassette, magnetic tape magnetic disk storage or other magnetic storage devices or any other non-transmission medium 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 embodiments are used to make the computer execute the method as described in any of the above embodiments, and have the beneficial effects of the corresponding method embodiments, which are not described here again.

[0249] Based on the same concept, the present application also provides a computer program product corresponding to the method of any of the above embodiments, comprising computer program instructions, which, when running on a computer, make the computer execute the method as described in any of the above embodiments, and have the beneficial effects of the corresponding method embodiments, which are not described here again.

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

[0251] It can be understood that, before using the technical solutions of the embodiments of the present application, the type of personal information involved, the scope of use, the scene of use, etc. will be informed to the user in a proper manner, and the authorization of the user will be obtained.

[0252] For example, in response to receiving the active request of the user, prompt information is sent to the user to explicitly prompt the user that the operation requested to be executed will require the acquisition and use of personal information of the user. Thus, the user can voluntarily choose whether to provide personal information to the software or hardware such as electronic device, application program, server or storage medium, etc. that executes the technical solutions of the present application according to the prompt information.

[0253] As an optional but not limited implementation manner, in response to accepting the active request of the user, the manner of sending prompt information to the user may, for example, be a pop-up window manner, in which the prompt information can be presented in the form of text. In addition, the pop-up window can also carry selection controls for the user to select "agree" or "disagree" to provide personal information to the electronic device.

[0254] It can be understood that the above notification and user authorization process is only illustrative, and does not limit the implementation manner of the present application, and other manners meeting the relevant laws and regulations can also be applied to the implementation manner of the present application.

[0255] Those skilled in the art will understand that the discussion of any of the above embodiments is only exemplary and is not intended to imply that the scope of the present application (including claims) is limited to these examples; under the idea of the present application, the technical features of the above embodiments or different embodiments can also be combined, the steps can be implemented in any order, and there are many other changes of different aspects of the embodiments of the present application as described above, which are not provided in details for the sake of brevity.

[0256] In addition, to simplify the description and discussion, and so as not to obscure the embodiments of the application with details that are well known to those skilled in the art, some conventional attributes of integrated circuit (IC) chips and other components can or can not be shown in the drawings and can not be described. Furthermore, devices can be shown in block diagram form in order to avoid obscuring the embodiments of the application, and this also acknowledges the fact that the details in regard to how such block devices are implemented are highly dependent on the platform within which the embodiments of the application are being implemented (i.e., such details should be readily apparent to those skilled in the art). Where specific details are set forth in order to describe an illustrative embodiment of the application, it should be apparent to those skilled in the art that the embodiment described can not specifically address some nuances, or options or modifications, etc. that can be significant in a non-illustrative embodiment. The description is thus to be considered in all respects as illustrative and not restrictive.

[0257] While the application has been described in connection with specific embodiments thereof, many alternatives, modifications, and variations will be apparent to those skilled in the art in light of the foregoing description. For example, other memory architectures (e.g., dynamic RAM (DRAM)) can use the embodiments discussed.

[0258] Embodiments of the application are intended to cover all such alternatives, modifications, and variations as falling within the scope of the appended claims. Accordingly, any omission, modification, equivalent replacement, improvement, etc. made in the spirit and principle of the embodiments of the application should be included in the protection scope of the application.

Claims

1. A vehicle electric motor control method characterized by, A controller applied to a vehicle, the vehicle being a hybrid new energy vehicle; The method comprises: receiving a brake signal, determining whether the driving condition of the vehicle is a predetermined driving condition; wherein the predetermined driving condition is a driving condition in which a vehicle braking situation will be formed after the brake signal, and the predetermined driving condition includes switching from another direct drive mode to a low-speed direct drive mode, being in the low-speed direct drive mode, or switching from the low-speed direct drive mode to another direct drive mode; the low-speed direct drive mode is a direct drive mode with a vehicle speed less than a speed threshold; in response to determining that the driving condition is the predetermined driving condition, generating an invalid trigger parameter of rear motor assistance; inhibiting the activation of rear motor assistance by using the invalid trigger parameter of rear motor assistance, so as to maintain the operation of front motor assistance.

2. The method of claim 1, wherein, The predetermined driving condition includes: a switching condition of a first direct drive mode and a second direct drive mode; wherein the vehicle speed of the first direct drive mode is greater than or equal to a speed threshold, and the vehicle speed of the second direct drive mode is less than the speed threshold; and / or, a driving condition in which the second direct drive mode remains running.

3. The method of claim 2, wherein, The switching condition is a condition of switching from the first direct drive mode to the second direct drive mode, and the corresponding conditions include: the target operating mode and the actual operating mode are both direct drive modes; the target second direct drive parameter is valid; the actual second direct drive parameter is invalid.

4. The method of claim 2, wherein, The switching condition is a condition of switching from the second direct drive mode to the first direct drive mode, and the corresponding conditions include: the target operating mode and the actual operating mode are both direct drive modes; the target second direct drive parameter is invalid; the actual second direct drive parameter is valid.

5. The method of claim 2, wherein, The conditions for the running condition include: the target operating mode and the actual operating mode are both direct drive modes; the target state parameter of the second direct drive mode and the actual state parameter of the second direct drive mode are both valid states.

6. The method of claim 1, wherein, The response to determining that the driving condition is the predetermined driving condition includes: in response to determining that the driving condition is the predetermined driving condition, generating a valid trigger parameter, and sending the valid trigger parameter to a rear motor assistance controller; using the rear motor assistance controller to perform a NOT operation on the valid trigger parameter to obtain the invalid trigger parameter of the rear motor assistance.

7. The method of claim 1, wherein, The response to determining that the driving condition is the predetermined driving condition includes: in response to determining that the driving condition is the predetermined driving condition, generating a valid trigger parameter; according to the valid trigger parameter, setting the gear shifting state to an invalid gear shifting state, and taking the invalid gear shifting state as the invalid trigger parameter of the rear motor assistance.

8. The method of claim 7, wherein, After setting the gear shifting state to the invalid gear shifting state according to the valid trigger parameter, and taking the invalid gear shifting state as the invalid trigger parameter of the rear motor assistance, the method further comprises: during the action of the clutch and / or during the action of the gear, adjusting the invalid gear shifting state to a valid gear shifting state.

9. An electronic device comprising a memory, a processor, and a computer program stored on the memory and executable on the processor, characterized in that, The processor implements the method as claimed in any one of claims 1 to 8 when executing the computer program.

10. A vehicle characterized by comprising: An electronic device comprising the electronic device of claim 9.

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