Vehicle motor control method and device, electronic equipment and vehicle

Abstract

The application relates to the field of vehicle control, in particular to a vehicle motor control method and device, an electronic device and a vehicle. The method comprises the following steps: receiving a driving state switching signal, controlling the driving state to switch according to the driving state switching signal; and in response to receiving a driving state switching completion signal in any execution state of rear motor assistance, immediately activating front motor assistance. In this way, no matter what state the rear motor assistance is in, the front motor assistance will be started, torque assistance will be performed by using the front motor assistance, the actual execution torque of the whole vehicle is consistent with the requested torque, the vehicle can stably run, and the situation that the vehicle suddenly changes torque and causes the vehicle to suddenly move is avoided.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicle control, and in particular to a vehicle motor control method and device, 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, when the vehicle switches the driving state, the driver performs the actions of stepping on the accelerator and releasing the accelerator, and the front and rear axle torques interact, so that the assist ability of the rear axle is insufficient, the overall vehicle torque is unbalanced, and the vehicle appears to be running. SUMMARY

[0004] Therefore, the present application aims to provide a vehicle motor control method and device, an electronic device, and a vehicle to solve the problem that the vehicle appears to be running due to insufficient assist ability of the rear axle when the vehicle switches the driving state.

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

[0006] receiving a driving state switching signal, and controlling the driving state to switch according to the driving state switching signal;

[0007] in response to receiving a driving state switching completion signal in any execution state of rear motor assist, immediately activating front motor assist, wherein the any execution state of rear motor assist includes: rear motor assist not starting, rear motor assist in the process of exiting, or rear motor assist after exiting.

[0008] In some embodiments, the response to receiving the driving state switching completion signal in any execution state of rear motor assist includes:

[0009] generating an invalid trigger signal in response to receiving the driving state switching completion signal in any execution state of rear motor assist;

[0010] performing a NOT operation on the invalid trigger signal to obtain an effective activation signal of the front motor assist, and activating the front motor assist according to the effective activation signal.

[0011] In some embodiments, the generation of the invalid trigger signal includes:

[0012] determining whether the actual driving mode of the vehicle is a direct drive mode, and obtaining a first invalid signal by determining that the driving state is in a switching completion state; wherein the first invalid signal represents a switching completion signal corresponding to the end of driving state switching execution;

[0013] The mode signal is subjected to AND logic processing with the first invalid signal to obtain the invalid trigger signal.

[0014] In some embodiments, the pre-activation motor assistance comprises:

[0015] After obtaining the activation instruction of the pre-motor assistance, the pre-motor is activated by a motor commutator, and the pre-motor is used to perform the process of the pre-motor assistance.

[0016] In some embodiments, after the pre-activation motor assistance, the method further comprises:

[0017] In response to determining that the actual driving mode of the vehicle is the direct drive mode to obtain the first valid signal, and the driving state is in the switching process to obtain the second valid signal, the first valid signal is subjected to AND logic processing with the second valid signal to obtain a valid trigger signal.

[0018] The valid trigger signal is subjected to negation logic to obtain an invalid activation signal, and the pre-motor assistance is controlled to exit according to the invalid activation signal.

[0019] In some embodiments, after the pre-activation motor assistance, the method further comprises:

[0020] A brake signal is received, and it is determined 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.

[0021] In response to determining that the driving condition is the predetermined driving condition, a second invalid signal of the post-motor assistance is generated.

[0022] The second invalid signal of the post-motor assistance is used to prohibit the activation of the post-motor assistance, so that the pre-motor assistance is maintained to operate.

[0023] In some embodiments, in response to determining that the driving condition is the predetermined driving condition, the second invalid signal of the post-motor assistance is generated, comprising:

[0024] In response to determining that the driving condition is the predetermined driving condition, a third valid signal is generated and sent to a post-motor assistance controller.

[0025] The third valid signal is subjected to negation processing by the post-motor assistance controller to obtain the second invalid signal of the post-motor assistance.

[0026] Based on the same inventive concept, the application also provides a vehicle motor control device, comprising:

[0027] The driving state switching module is configured to receive a driving state switching signal, and control the driving state to switch according to the driving state switching signal.

[0028] The motor control module is configured to activate the front motor assistance immediately in response to receiving a driving state switching completion signal in any execution state of the rear motor assistance, wherein the any execution state of the rear motor assistance includes that the rear motor assistance is not started, the rear motor assistance is in a process of exiting, or the rear motor assistance is exited.

[0029] Based on the same inventive concept, the application further provides an electronic device, including 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.

[0030] Based on the same inventive concept, the application further provides a vehicle including the device as described above or the electronic device as described above.

[0031] As can be seen from the above, the vehicle motor control method, device, electronic device, and vehicle provided by the application can control the driving state to switch according to the driving state switching signal if the driving state switching signal is received, and then activate the front motor assistance immediately according to the switching completion signal after the driving state switching is completed, regardless of the any execution state of the rear motor assistance (for example, the rear motor assistance is not started, the rear motor assistance is in a process of exiting, or the rear motor assistance is exited). In this way, the front motor assistance is started regardless of whether the rear motor assistance is completely exited or not, the torque assistance is performed by the front motor assistance, the actual execution torque of the vehicle is consistent with the requested torque, the vehicle can be stably driven, and the situation that the vehicle suddenly changes torque and causes the vehicle to suddenly move is avoided. BRIEF DESCRIPTION OF DRAWINGS

[0032] 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 for those skilled in the art, other drawings can be obtained without creative labor based on these drawings.

[0033] Figure 1 The flowchart of the vehicle motor control method of the embodiment of the application;

[0034] Figure 2 The working schematic diagram of the EV operation mode of the embodiment of the application;

[0035] Figure 3Working schematic diagram of series operation mode of embodiments of the present application;

[0036] Figure 4 Working schematic diagram of parallel operation mode of embodiments of the present application;

[0037] Figure 5 Working schematic diagram of Idle EAWD of embodiments of the present application;

[0038] Figure 6 Interaction schematic diagram of front and rear motor assistance in general case;

[0039] Figure 7 Interaction schematic diagram of front and rear motor assistance of vehicle motor control method of embodiments of the present application;

[0040] Figure 8 Structure block diagram of vehicle motor control device of embodiments of the present application;

[0041] Figure 9 Structure schematic diagram of electronic device of embodiments of the present application. DETAILED DESCRIPTION

[0042] In order to make the purpose, technical solutions and advantages of the present application clearer, the present application is further described in detail below with reference to the embodiments and the accompanying drawings.

[0043] 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 general meaning understood by those skilled in the art to which the embodiments of the present application belong. The terms “first”, “second” and similar terms used in the embodiments of the present application do not represent any order, quantity or importance, but are only used to distinguish different components. The terms “include” or “contain” and similar terms mean that the elements or objects before the terms cover 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 are not limited to physical or mechanical connection, but can include electrical connection, whether direct or indirect. The terms “up”, “down”, “left”, “right” and the like only represent relative positional relationships, and when the absolute positions of the described objects change, the relative positional relationships may also change accordingly.

[0044] Noun explanation:

[0045] VCU: Vehicle Control Unit, i.e. vehicle controller.

[0046] TCU: Transmission Control Unit, transmission control unit.

[0047] FMCU: Front Drive Motor Control Unit, front drive motor controller, referred to as front motor.

[0048] RMCU: Rear Drive Motor Control Unit, rear drive motor controller, referred to as rear motor.

[0049] Direct drive: refers to the working mode of the engine directly driving the wheels.

[0050] EAWD: Electric All-Wheel Drive, electric all-wheel drive.

[0051] Idle EAWD: Idle EAWD, idle electric all-wheel drive.

[0052] Cali: calibration switch, when cali is 1, it means identifying the predetermined driving condition and executing the process of prohibiting the rear motor assistance to maintain the front motor assistance; when cali is 0, it means stopping identifying the predetermined driving condition and stopping executing the process of prohibiting the rear motor assistance to maintain the front motor assistance.

[0053] SQ structure module: usually refers to Sequential Logic, sequential logic module, which is a logic unit for managing and coordinating vehicle control instructions, and can keep the instructions in a holding state.

[0054] Dog-tooth transmission: also known as dog-tooth transmission, which realizes power transmission and speed adjustment by engaging long and short teeth (similar to dog teeth).

[0055] Based on the description of the background art, the causes of the technical problems solved by the present application are described in detail as follows:

[0056] For hybrid new energy vehicles (for example, hybrid new energy vehicles with dog-tooth transmission), when the 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).

[0057] For example, coast 2 down 1 (i.e., the vehicle is in a coasting (not stepping on the accelerator) state, and the gear is reduced from 2 to 1), the gear shifting time is about 2s, the torque of the front motor assistance during the gear shifting process (i.e., the driving state switching process) is 0, and the whole vehicle coasting torque is given to the rear motor assistance (for example, 65NM). Wherein, the whole vehicle coasting torque is originally given to the front motor assistance and the rear motor assistance, but the front motor assistance is 0 during the gear shifting process, so the torque that cannot be output by the front motor assistance is output by the rear motor assistance. After the gear shifting 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 exit needs to consume a long time, so that the rear motor assistance does not exit, according to the traditional control logic, the front motor assistance cannot be started, so that the whole vehicle torque suddenly changes (for example, suddenly increases or suddenly decreases), and the vehicle suddenly moves.

[0058] The torque during the gear shifting process of stepping on the accelerator pedal is shown in Table 1 as follows:

[0059] Table 1

[0060]

[0061]

[0062] Based on the above Table 1, during this period, the driver steps on the accelerator pedal:

[0063] The front axle torque request rises from -77NM to 208NM, and then stabilizes at 208NM.

[0064] But the engine request torque rises from 30N*5.7=176NM to 131*5.7=746NM, resulting in a negative torque of the front motor of -560NM.

[0065] Moreover, the engine response has hysteresis, and the rear axle assistance is activated, resulting in a positive assistance torque of the rear motor to compensate for the difference in engine response (at this time, the front motor has the ability to output torque, and the front motor assistance should be allowed to output positive torque, instead of allowing the rear motor assistance torque to suddenly increase and the front motor torque to suddenly decrease).

[0066] Based on the above Table 1, when the driver releases the accelerator pedal:

[0067] The engine request torque decreases from 131*5.7=746NM to 40NM*5.7=228NM,

[0068] And the engine response has hysteresis (slow response, need to help negative torque), the need for the rear motor to output negative assist torque to compensate for the poor engine response. But the negative capacity of the whole vehicle has been occupied by the front motor, and the release gradient is less than the gradient required by the assist torque of the rear motor. The rear motor has no ability to output negative assist torque, resulting in sudden increase of the whole vehicle torque, which is easy to cause the problem of vehicle sudden movement.

[0069] Based on the above problems, the embodiments of the present application will be described in detail below in combination with the drawings.

[0070] The vehicle motor control method proposed in the embodiments of the present application is applied to a controller (for example, a VCU controller) of a vehicle. The vehicle is a hybrid new energy vehicle (for example, a hybrid new energy vehicle provided with a dog-tooth transmission).

[0071] As Figure 1 shown, the method comprises:

[0072] Step 101, receiving a driving state switching signal, and controlling the driving state to switch according to the driving state switching signal.

[0073] In specific implementation, when the vehicle switches the driving state, the controller will receive the driving state switching signal, and then control the driving state to switch. For example, the driving state switching signal is a gear switching signal (for example, 2-1 downshift in the coasting state), and the specific execution process is as follows: after the controller detects that the conditions for gear switching (for example, vehicle speed conditions and / or rotational speed conditions) are met, the gear switching signal is obtained and sent to the driving switching controller; the driving switching controller has a corresponding driving switching program, which will be executed; the driving switching controller will generate a switching completion signal and send it to the controller after determining that the driving state switching is completed, thereby achieving the purpose of gear switching.

[0074] The corresponding state signal in the execution process of the driving switching program is a switching in progress signal, at this time the actual driving mode of the vehicle is the direct drive mode, and the controller determines that the two conditions are met, and controls the front motor assist to prohibit operation. The execution process of the driving switching program is executed by using the TCU controller.

[0075] Step 102, in response to receiving the driving state switching completion signal in any execution state of the rear motor assist, immediately activating the front motor assist, 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 has exited.

[0076] In a specific implementation, if it is determined that the driving state switching is completed (i.e., the condition for completion of switching is met), a switching completion signal is obtained (for example, the TCU controller sends the switching completion signal). In this way, no matter 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 controller activates the front motor assistance immediately after receiving the switching completion signal. The scheme of the embodiment starts the front motor assistance without waiting for the rear motor assistance to completely exit, uses the front motor assistance 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.

[0077] There are three cases:

[0078] The first case is that the rear motor assistance is not started, and the front motor assistance is directly used to assist the torque of the engine, so that the vehicle can stably travel.

[0079] The second case is that the rear motor assistance has not completely exited (for example, in the process of execution of the rear motor assistance, or in the process of exiting of the rear motor assistance), and the rear motor assistance cooperates with the front motor assistance to assist the torque of the engine, so that the vehicle can stably travel.

[0080] The third case is that the rear motor assistance completely exits, and the front motor assistance is used to assist the torque of the engine, so that the vehicle can stably travel.

[0081] In this way, after the driving switching procedure is completed, no matter whether the driver steps on the accelerator pedal or releases the accelerator pedal, the front motor assistance (if the rear motor assistance does not exit, the rear motor assistance cooperates with the front motor assistance) is used to assist the torque of the engine, so that the vehicle can stably travel without sudden increase of the torque of the vehicle.

[0082] Through the above scheme, if the driving state switching signal is received, the driving state is switched according to the driving state switching signal; and after the driving state switching is completed, the switching completion signal is received. At this time, no matter 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 front motor assistance is activated immediately according to the switching completion signal without waiting for the rear motor assistance to completely exit. In this way, no matter whether the rear motor assistance completely exits, the front motor assistance is started, torque assistance is performed by using the front motor assistance, the actual execution torque of the vehicle is kept consistent with the requested torque, the vehicle can stably travel, and the situation that the vehicle suddenly changes in torque and causes the vehicle to jerk is avoided.

[0083] In some embodiments, step 102 includes:

[0084] Step 1021, in response to receiving the switching completion signal of the driving state in any execution state of the rear motor assist, generating an invalid trigger signal.

[0085] In specific implementation, the controller (for example, the VCU controller) sends a 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 procedure is executed. After the completion, the driving switching controller in the rear motor assist state will obtain a switching completion signal, and send the switching completion signal to the rear motor assist controller in the controller. The rear motor assist controller in the controller can generate an invalid trigger signal (for example, 0) based on the switching completion signal.

[0086] Step 1022, performing a NOT operation on the invalid trigger signal to obtain an effective activation signal of the front motor assist, and activating the front motor assist according to the effective activation signal.

[0087] In specific implementation, the rear motor assist controller in the controller will send the invalid trigger signal (for example, 0) to the front motor assist controller. The front motor assist controller is provided with a NOT logic, which will perform a NOT operation on the invalid trigger signal (for example, 0) to obtain an effective activation signal (for example, 1) of the front motor assist. In this way, the front motor assist controller can activate the function of the front motor assist according to the effective activation signal, and use the torque of the engine with the front motor assist to make the vehicle travel stably.

[0088] Through the above scheme, the original generation process of the invalid trigger signal can be used, and a NOT operation path is added to the invalid trigger signal. After the NOT operation, the effective 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 switching is completed, without waiting for the signal of the rear motor assist exiting completion.

[0089] In some embodiments, the generating of the invalid trigger signal in step 1021 comprises:

[0090] Step 10211, determining whether the actual driving mode of the vehicle is a mode signal of the direct drive mode, and obtaining a first invalid signal by determining that the driving state is in the switching completion state; wherein the first invalid signal represents the switching completion signal corresponding to the end of the driving state switching execution.

[0091] In a specific implementation, the rear motor assist controller in the controller determines whether the actual driving mode is the direct drive mode according to the mode signal, and obtains the first valid signal (for example, 1) when the actual driving mode is the direct drive mode, and obtains the second invalid signal (for example, 0) when the actual driving mode is not the direct drive mode. The rear motor assist controller obtains the switching completion signal corresponding to the end of the driving state switching execution from the driving switching controller, and obtains the corresponding first invalid signal (for example, 0) according to the switching completion signal.

[0092] In step 10212, the mode signal and the first invalid signal are subjected to AND logic processing to obtain the invalid trigger signal.

[0093] In a specific implementation, the rear motor assist controller in the controller is subjected to AND logic between the mode signal of whether the actual driving mode is the direct drive mode and the state signal (for example, the first invalid signal) fed back by the driving switching controller whether it is in the driving state switching execution. After the mode signal obtained in step 10211 and the first invalid signal (for example, 0) are subjected to AND logic processing (for example, And processing), an invalid trigger signal (for example, 0) is obtained. An effective activation signal obtained by inverting the invalid trigger signal can be used to activate the front motor assist execution.

[0094] The above scheme can ensure that if the driving state switching is completed when the actual driving mode is the direct drive mode, an invalid trigger signal is immediately generated, and an effective activation signal is obtained by inverting the invalid trigger signal to activate the front motor assist execution, so as to achieve the purpose of activating the front motor assist as soon as the driving state switching is completed.

[0095] In some embodiments, the activation of the front motor assist in step 102 includes:

[0096] In step 1021, after the activation instruction of the front motor assist is obtained, the front motor is activated by the motor commutator, and the front motor executes the front motor assist.

[0097] In a specific implementation, the front motor assist controller in the controller obtains the effective activation signal according to the above embodiments, and determines the activation instruction of the front motor assist in combination with other conditions (for example, determination of the front motor assist torque and determination of the torque request of the front motor assist). Then, the front motor assist controller sends the activation instruction to the motor commutator, activates the front motor by the motor commutator, and makes the front motor execute according to the activation instruction, so as to realize the function of the front motor assist.

[0098] Through the above scheme, the process of activating the front motor assistance is specifically explained, so that the front motor assistance can be accurately and smoothly executed, and the whole vehicle can stably travel.

[0099] In some embodiments, after step 102, the method further comprises:

[0100] Step A1, in response to determining that the actual driving mode of the vehicle is the direct drive mode to obtain the first valid signal, and the driving state is in the switching process to obtain the second valid signal, the first valid signal and the second valid signal are processed by AND logic to obtain the valid trigger signal.

[0101] In specific implementation, the above process of obtaining the valid trigger signal is executed by the rear motor assistance controller in the controller. The trigger condition of the valid trigger signal is: first, the actual driving mode is the direct drive mode (i.e., the first valid signal is obtained, for example, 1), and second, the driving state is in the switching process (i.e., the second valid signal is obtained, for example, 1). Both conditions are met to obtain the valid trigger signal (i.e., the first valid signal and the second valid signal are processed by AND logic, for example, 1 and 1 are processed by AND logic to obtain 1); if any condition is not met, the above invalid trigger signal will be obtained.

[0102] Step A2, using the NOT logic to process the valid trigger signal to obtain the invalid activation signal, and controlling the front motor assistance to exit according to the invalid activation signal.

[0103] In specific implementation, the rear motor assistance controller in the controller will send the valid trigger signal to the front motor assistance controller, so that the front motor assistance controller is provided with the NOT logic, which can process the valid trigger signal (for example, 1) by NOT, and then obtain the invalid activation signal (for example, 0), so that the front motor assistance controller will control the front motor assistance to exit according to the invalid activation signal.

[0104] Through the above scheme, the condition of exiting the front motor assistance can be accurately identified, and the front motor assistance can be exited in time, so as to avoid the front motor assistance being executed all the time and affecting the function of the vehicle.

[0105] Based on the above scheme, the following problems may also exist:

[0106] When the driver is in various road conditions (for example, snow-covered road, ice road, rain road, muddy road or other road, especially snow-covered road), and performs light braking (for example, the opening degree of the brake pedal is less than or equal to the opening degree threshold value), the vehicle speed decreases, and the operating mode of the vehicle is switched from normal direct drive (i.e., the first direct drive mode) to 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, there is no mode switching, 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 gear shifting in progress signal.

[0107] After the TCU sends the gear shifting in progress signal, the VCU requests the rear motor assist to be activated (the rear motor assist is activated, and the front motor assist is closed). Then, the low-speed direct drive mode is entered, and the TCU does not send the gear shifting in progress signal, which causes the VCU to request the rear motor assist to be deactivated (the rear motor assist is deactivated, and the front motor assist is opened).

[0108] Among them, when the normal direct drive is switched to the low-speed direct drive, the front motor assist is switched to the rear motor assist, and then the front motor assist is switched back, so that the torque gradients of the front motor assist and the rear motor assist 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 changes suddenly, the vehicle acceleration is likely to change suddenly, and the vehicle is likely to have a sudden jerk.

[0109] Based on the above problems, in some embodiments, after the front motor assist is activated, the method further comprises:

[0110] Step B1, 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 a vehicle jerk is likely to occur after the brake signal.

[0111] In specific implementation, when the driver is in various road conditions (for example, snow-covered road, ice road, rain road, muddy road or other road, especially snow-covered road), and performs light braking (for example, the opening degree of the brake pedal is less than or equal to the opening degree threshold value), a brake signal is formed through the brake pedal. In this way, after the controller receives the brake signal, it constantly determines whether the driving condition of the vehicle is a predetermined driving condition in which a vehicle jerk is likely to occur after the brake signal.

[0112] Then the subsequent process can be determined according to the judgment result, if the judgment result is no, the normal vehicle driving control is performed (for example, due to the relatively slow engine response after braking, the front motor assist needs to be used for assist adjustment to perform the braking process), if the judgment result is yes, the processes of steps B2 and B3 are performed.

[0113] Step B2, in response to determining that the driving condition is the predetermined driving condition, a second invalid signal of the rear motor assist is generated.

[0114] In specific implementation, when the predetermined driving condition is not entered, the controller uses the front motor to perform the front motor assist. When the driving condition is the predetermined driving condition, it is determined that the vehicle has a risk of running away, at this time, in order to avoid the vehicle running away caused by the switching of the front and rear motor assists, the controller generates a second invalid signal of the rear motor assist (for example, the second invalid signal is 0) to prevent the rear motor from performing the rear motor assist.

[0115] Step B3, the second invalid signal is used to prohibit the activation of the rear motor assist, so that the front motor assist is maintained.

[0116] In specific implementation, according to the second invalid signal of the rear motor assist, the rear motor assist is not started, so that the front motor assist is always maintained, so in the process of vehicle speed reduction caused by braking, the front motor assist is always used for assist operation, and the switching of the front and rear motor assists does not occur, so the vehicle does not run away.

[0117] Through the above scheme, after receiving the braking signal, the driving condition of the vehicle is continuously judged, if the driving condition belongs to the predetermined driving condition which causes the vehicle to run away, the invalid trigger parameter of the rear motor assist is generated, so that the rear motor assist is not activated, so that the front motor assist is always maintained during the predetermined driving condition, and the switching of the front and rear motor assists does not occur, so that the vehicle does not run away due to the different torque gradients of the front and rear motors, and the driving experience of the driver is better.

[0118] In addition, as a preferred embodiment, a calibration switch of the function of "prohibiting the activation of the rear motor assist during braking" is also set in advance (for example, the calibration switch state is represented by a cali table), and the user can select whether to trigger the calibration switch according to actual needs, if the calibration switch is triggered, the above steps B1 to B3 are executed after receiving the braking signal. If the start switch is not triggered, the traditional control process is executed after receiving the braking signal (this control process may cause the vehicle to run away). This increases the process selected by the user according to actual needs, and provides diversified schemes for the user.

[0119] In some embodiments, the predetermined driving conditions include:

[0120] a switching condition of the first direct drive mode and the second direct drive mode; wherein the first direct drive mode has a vehicle speed greater than or equal to a speed threshold, and the second direct drive mode has a vehicle speed less than the speed threshold;

[0121] and / or, a driving condition in which the second direct drive mode remains running.

[0122] In particular implementation, after receiving the braking signal, the following three conditions may occur:

[0123] Condition one: the vehicle speed will continuously decrease, and as the vehicle speed decreases, the vehicle will switch from the first direct drive mode (e.g., normal direct drive) with a vehicle speed greater than or equal to a speed threshold to the second direct drive mode (e.g., low-speed direct drive) with a vehicle speed less than the speed threshold.

[0124] Condition two: enter the process of maintaining low-speed direct drive.

[0125] Condition three: if the driver steps on the accelerator, the vehicle speed will increase, and the vehicle will switch from the second direct drive mode to the first direct drive mode.

[0126] In order to avoid the problem of switching between front motor assistance and rear motor assistance, the rear motor assistance will not be activated in any of the above three conditions, which can ensure that the front motor assistance remains running, and the front motor assistance engine operates, so that the vehicle can stably travel.

[0127] Through the above scheme, it can be ensured that the switching condition of the first direct drive mode switching to the second direct drive mode and / or the switching condition of the second direct drive mode switching to the first direct drive mode may occur, either of which may cause the process of switching between front motor assistance and rear motor assistance; wherein the driving condition in which the second direct drive mode remains running will maintain the rear motor assistance in the traditional working mode, but in this embodiment, the front motor assistance is used in the switching condition of the first direct drive mode and the second direct drive mode, so the front motor assistance needs to be maintained in the driving condition in which the second direct drive mode remains running, so as to avoid the situation that the vehicle is moving caused by the switching between front motor assistance and rear motor assistance.

[0128] In some embodiments, the switching condition is the condition of the first direct drive mode switching to the second direct drive mode, and the corresponding conditions include:

[0129] The target operating mode and the actual operating mode are both direct drive modes;

[0130] The target second direct drive parameter is valid;

[0131] The actual second direct-drive parameter is invalid.

[0132] In practice, the target operation mode is an operation mode that the controller instructs the vehicle to perform, the actual operation mode is an operation mode that the controller collects from the vehicle, the target second direct-drive parameter is a control parameter that the controller instructs the vehicle to implement for the second direct-drive mode, and the actual second direct-drive parameter is an actual implementation parameter that the controller collects from the vehicle for the second direct-drive mode.

[0133] The target operation mode and the actual operation mode are both direct-drive modes, proving that the vehicle mode does not switch and remains 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 subsequent steps B2 and B3 are triggered to execute the process of prohibiting the rear motor assistance from being activated and maintaining the front motor assistance from running.

[0134] 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 process of prohibiting the rear motor assistance.

[0135] 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:

[0136] The target operation mode and the actual operation mode that are collected are both direct-drive modes;

[0137] The target second direct-drive parameter that is collected is invalid;

[0138] The actual second direct-drive parameter that is collected is valid.

[0139] In practice, the target operation mode and the actual operation mode are both direct-drive modes, proving that the vehicle mode does not switch and remains 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 subsequent steps B2 and B3 are triggered to execute the process of prohibiting the rear motor assistance from being activated and maintaining the front motor assistance from running.

[0140] 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 process of prohibiting the rear motor assistance.

[0141] In some embodiments, the satisfaction conditions for the running condition include:

[0142] The target operation mode and the actual operation mode are both direct drive modes;

[0143] 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.

[0144] In specific implementation, the target operation mode and the actual operation mode are both direct drive modes, which proves that the vehicle mode does not switch and remains 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 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, and the rear motor assistance is prohibited from being activated, and the front motor assistance is maintained.

[0145] Through the above scheme, the second direct drive mode running in the driving condition can be accurately identified, and the prohibition process of the rear motor assistance can be facilitated.

[0146] In some embodiments, step B2 includes:

[0147] Step B21, in response to determining that the driving condition is the predetermined driving condition, a third valid signal is generated and sent to the rear motor assistance controller.

[0148] In specific implementation, the controller is a VCU controller, so that after the VCU controller receives the brake signal, it determines that any one of the above three predetermined driving conditions occurs, and generates a third valid signal (for example, the third valid signal is 1) and sends the third valid signal to the rear motor assistance controller to continue execution. The third valid signal can represent the existence of a predetermined driving condition.

[0149] Step B22, the third valid signal is inverted by the rear motor assistance controller to obtain a second invalid signal of the rear motor assistance.

[0150] In a specific implementation, the rear motor assist controller sets a NOT logic (for example, a Not logic) for the third valid signal (for example, the third valid signal is 1), so that the third valid signal (for example, the third valid signal is 1) becomes an invalid parameter (for example, the invalid parameter is 0) after being inverted, which is used as a second invalid signal of the rear motor assist. The rear motor assist controller will disable the activation of the rear motor assist according to the second invalid signal, regardless of whether the normal other operating conditions of the rear motor assist are valid in combination with the second invalid signal (for example, using And logic processing), so that the front motor assist is not switched and can maintain operation. The rear motor assist controller is part of the VCU controller.

[0151] Through the above scheme, it can be ensured that the existence of the predetermined driving condition is learned in a timely manner according to the third valid signal, and then the third valid signal is changed to invalid through a simple inversion operation, which is used as a second invalid signal of the rear motor assist to achieve the purpose of disabling the activation of the rear motor assist. This process is simple and convenient, and does not increase any hardware structure to disable the activation of the rear motor assist, so as to ensure that the front motor assist can maintain operation and the vehicle will not appear to be moving.

[0152] In addition, if the VCU controller determines that the conditions of the above-mentioned various predetermined driving conditions are not met, a second invalid signal is obtained and sent to the rear motor assist controller. After inversion by the rear motor assist controller through the inversion 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 logic processing) to determine whether the rear motor assist is started.

[0153] In some embodiments, step B2 comprises:

[0154] Step B21', in response to determining that the driving condition is the predetermined driving condition, a third valid signal is generated.

[0155] In a specific implementation, the controller executed is a TCU controller, so that the TCU controller generates a third valid signal (for example, the third valid signal is 1) after receiving the brake signal and determining that any one of the above-mentioned three predetermined driving conditions occurs. The third valid signal can represent the existence of a predetermined driving condition.

[0156] Step B22', according to the third valid signal, setting the shift-on state to an invalid shift-on state, and using the invalid shift-on state as a second invalid signal of the rear motor assist.

[0157] In a specific implementation, the TCU controller sets the shift-in-progress state to an invalid shift-in-progress state (for example, the invalid shift state is 0) according to the third valid signal, and then sends the invalid shift-in-progress state as a second invalid signal of the rear motor assist to the rear motor assist controller. In this way, the rear motor assist controller can prohibit the rear motor assist from being activated.

[0158] Through the above scheme, it can be ensured that the existence of the predetermined driving condition is learned in a timely manner according to the third valid signal, and the shift-in-progress state of the TCU controller is not allowed to be valid, so that the rear motor assist is not triggered due to the valid shift-in-progress state, the purpose of prohibiting the rear motor assist from being activated is achieved, the process is simple and convenient, and the rear motor assist is prohibited from being activated without increasing any hardware structure, the front motor assist can be ensured to maintain operation, and the vehicle cannot appear to be running.

[0159] In some embodiments, after step B22', the method further comprises:

[0160] Step C: adjusting the invalid shift-in-progress state to a valid shift-in-progress state during the clutch action and / or during the gear action.

[0161] In a specific implementation, when 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-in-progress state (for example, the invalid shift state is 0) to a valid shift-in-progress state (for example, the valid shift state is 1), so that the shift action process is performed. Then, after waiting for the shift action to complete, the valid shift-in-progress state (for example, the valid shift state is 1) is adjusted back to the invalid shift-in-progress state (for example, the invalid shift state is 0).

[0162] Through the above scheme, the normal operation of the shift-in-progress state can be ensured, and the subsequent clutch and / or gear action is avoided from being affected by the process of the above implementation.

[0163] The vehicle motor control method of the present application is described below with a specific embodiment, mainly implemented for hybrid new energy vehicles (for example, hybrid new energy vehicles with a dog-tooth transmission), and the specific implementation process is as follows:

[0164] The power architecture of the hybrid new energy vehicle includes a front axle and a rear axle.

[0165] 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 (which can be 0 when the front motor is not working), the engine outputs the output torque of the engine through the clutch (which can 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 the front axle transmission, and the left and right front wheels are controlled by using the front differential.

[0166] The rear axle includes a rear motor, and the specific execution process is that the rear motor determines the corresponding output torque (which can be 0 when the front motor does not work) transmitted to the rear axle transmission, and the rear axle transmission controls the rotation of the left and right rear wheels through the rear differential.

[0167] For several operating modes of the hybrid new energy vehicle:

[0168] (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 is orange, the front motor and the rear motor are green).

[0169] (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, and the battery and the front motor provide power for the rear motor, and the rear motor is green).

[0170] (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 power and is orange, and the front motor and the rear motor work and are green).

[0171] (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 5 , the battery provides power and is orange, and the front motor and the rear motor work and are green).

[0172] (5) Low-speed parallel / low-speed direct drive (i.e., the second direct drive mode): the engine works (drives) + TCU clutch slips.

[0173] This mode of setting (5) is to ensure that the vehicle is in four-wheel drive as much as possible when driving on poor road surfaces (for example, snow-covered road surfaces, ice road surfaces, rain road surfaces, muddy road surfaces, or other road surfaces), and low vehicle speed does not cause power feeding problems for a long time in Idle EAWD.

[0174] Generally, the corresponding control process is executed based on the red signal. As shown in Figure 6 : the activation of the red signal (i.e., the red signal is 1) is conditioned on (1) the actual driving mode is the direct drive mode (i.e., the first valid signal is obtained); and (2) the TCU gear shifting is in progress (i.e., the driving state is in the switching progress, and the second valid signal is obtained).

[0175] As shown in Figure 6 The deactivation condition of the red signal is:

[0176] (1) {(actual driving mode is not direct drive mode or TCU shifting in progress == 0 (i.e., the driving state is in the switching process state to obtain the first invalid signal)}; and (2) front axle allowable torque > front axle torque threshold (for example, 3000 Nm, the specific value can be calibrated); and (3) | front axle requested torque - engine actual torque - front motor actual torque | < torque threshold (for example, 20 Nm, the specific value can be calibrated); and (4) the above three conditions are met at the same time for a certain time (for example, 1000 ms, the specific value can be calibrated).

[0177] Among them, for the deactivation condition (2), the front axle allowable torque is restored to exceed the front axle torque threshold, which indicates that the front axle is allowed to drive, and the front axle has the ability to be one of the necessary conditions for the rear motor to assist the exit.

[0178] For the deactivation condition (3), the actual front axle torque and the requested front axle torque difference is within the torque threshold, which indicates that the rear axle assist torque value is small, and the working condition is stable.

[0179] In this way, since the deactivation condition of the red signal is not easy to meet, the deactivation condition of the red signal is the condition for the rear motor to completely exit assistance, so the rear motor completely exits assistance is not easy to meet. If the deactivation condition cannot be met, the rear motor assistance cannot completely exit, so the front motor assistance cannot be started. Among them, the red signal is obtained by using the SQ structure module, and the SQ structure module has a signal retention function, so when the deactivation condition is not met, the red signal will always be activated (for example, 1) The state of the signal is kept, and the front motor assistance is not started by taking the inverse (Not).

[0180] Therefore, the front motor assistance cannot be started all the time, which will cause the vehicle torque to change suddenly and cause the vehicle to move.

[0181] Therefore, the present embodiment increases the purple signal (as shown in Figure 7 The activation (i.e., obtaining an effective trigger signal 1) condition of the purple signal is: (1) the actual driving mode is direct drive mode; and (2) TCU shifting in progress == 1 (i.e., the driving state is in the switching process to obtain the second effective signal). The deactivation (i.e., obtaining an invalid trigger signal 0) condition of the purple signal is: (1) the actual driving mode is not direct drive mode; or (2) TCU shifting in progress == 0 (i.e., the driving state is in the switching completion state to obtain the first invalid signal).

[0182] The activation condition of the purple signal is the same as that of the red signal, so the condition for stopping the operation of the front motor assistance corresponding to the control is the same, and the deactivation condition of the purple signal is relatively simple. As long as the shift is completed (TCU shift in progress == 0), the deactivation condition of the purple signal can be met, an invalid trigger signal 0 is obtained, and after the not logic (Not) processing, an effective activation signal 1 is obtained, thereby triggering the activation of the front motor assistance, without waiting for the rear motor assistance to exit.

[0183] In this way, the front motor assistance is activated in advance when the rear motor assistance is not exited, regardless of whether the driver is stepping on the accelerator or releasing the accelerator. The torque response of the front axle engine is poor, and the front motor assistance is involved, without interaction with the rear axle torque, without torque gradient mismatching, and without causing torque mutation of the vehicle.

[0184] It should be noted that the method of the embodiments of the present application can be executed by a single device, such as a computer or a server. The method of the embodiments 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 embodiments of the present application, and the multiple devices can interact with each other to complete the method.

[0185] It should be noted that some embodiments of the present application have been 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. Also, the processes depicted in the figures do not necessarily require the particular order shown or sequential order to achieve desirable results. In certain implementations, multitasking and parallel processing can be advantageous.

[0186] Based on the same inventive concept, the present application also provides a vehicle motor control device corresponding to any of the above-mentioned embodiment methods.

[0187] Reference Figure 8 The vehicle motor control device comprises:

[0188] The driving state switching module 201 is configured to receive a driving state switching signal and control the driving state to switch according to the driving state switching signal;

[0189] The motor control module 202 is configured to activate the front motor assistance immediately in response to receiving a driving state switching completion signal in any execution state of the rear motor assistance, wherein the any execution state of the rear motor assistance includes: the rear motor assistance is not started, the rear motor assistance is in the process of exiting, or the rear motor assistance is exited.

[0190] In some embodiments, the motor control module 202 comprises:

[0191] An invalid trigger signal generating unit configured to generate an invalid trigger signal in response to receiving a switching completion signal of the driving state in any execution state of the rear motor assist;

[0192] A negation processing unit configured to perform negation processing on the invalid trigger signal to obtain an effective activation signal of the front motor assist, and activate the front motor assist according to the effective activation signal.

[0193] In some embodiments, the invalid trigger signal generating unit is specifically configured to:

[0194] Determine a mode signal of an actual driving mode of the vehicle being in a direct drive mode, and determine a first invalid signal when the driving state is in a switching completion state, wherein the first invalid signal represents a switching completion signal corresponding to the end of the driving state switching execution;

[0195] Perform AND logic processing on the mode signal and the first invalid signal to obtain the invalid trigger signal.

[0196] In some embodiments, the motor control module 202 is specifically configured to:

[0197] After obtaining the activation instruction of the front motor assist, control the front motor to activate by using a motor commutator, and execute the process of the front motor assist by using the front motor.

[0198] In some embodiments, the motor control module 202 is further configured to:

[0199] After activating the front motor assist, obtain a first effective signal when the actual driving mode of the vehicle is a direct drive mode, and obtain a second effective signal when the driving state is in a switching execution state, perform AND logic processing on the first effective signal and the second effective signal to obtain an effective trigger signal;

[0200] Perform negation processing on the effective trigger signal by using negation logic to obtain an invalid activation signal, and control the front motor assist to exit according to the invalid activation signal.

[0201] In some embodiments, the motor control module 202 is further configured to:

[0202] After activating the front motor assist, receive a brake signal, and determine whether a running condition of the vehicle is a predetermined running condition; wherein the predetermined running condition is a running condition in which a vehicle braking situation will be formed after the brake signal;

[0203] generate a second invalid signal of the rear motor assist in response to determining that the driving condition is the predetermined driving condition;

[0204] The rear motor assist is prohibited from being activated by using the second invalid signal, so that the front motor assist is maintained to operate.

[0205] In some embodiments, the motor control module 202 is further configured to:

[0206] generate a third valid signal in response to determining that the driving condition is the predetermined driving condition, and send the third valid signal to a rear motor assist controller;

[0207] perform an inversion operation on the third valid signal by using the rear motor assist controller to obtain the second invalid signal of the rear motor assist.

[0208] For the convenience of description, the above apparatus is described in various modules in terms of functions. Of course, the functions of the modules can be implemented in one or more software and / or hardware in the implementation of the present application.

[0209] The apparatuses of the above embodiments are used to implement the corresponding methods in any of the above embodiments, and have the beneficial effects of the corresponding method embodiments, which are not described here again.

[0210] Based on the same inventive concept, the present 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.

[0211] Figure 9 A more specific hardware structure of an electronic device is shown in the embodiment, which 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 communication within the device.

[0212] The processor 1010 can be implemented in the form of 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 application.

[0213] The memory 1020 can be implemented in the form of 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, and when the technical solutions provided in the embodiments of the present specification are implemented by software or firmware, the related program codes are stored in the memory 1020 and are called and executed by the processor 1010.

[0214] The input / output interface 1030 is configured to connect an input / output module to realize information input and output. The input / output module can be configured as a component in the device (not shown in the figure) or can be 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.

[0215] The communication interface 1040 is configured to connect a communication module (not shown in the figure) to realize communication interaction between the device and other devices. The communication module can realize communication through a wired manner (such as a USB, a network cable, etc.) or through a wireless manner (such as a mobile network, WIFI, Bluetooth, etc.).

[0216] The bus 1050 includes a channel for transmitting information between various components (such as the processor 1010, the memory 1020, the input / output interface 1030, and the communication interface 1040) of the device.

[0217] 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 include components necessary for implementing the embodiments of the present specification, and does not have to include all the components shown in the figure.

[0218] The electronic device of the above embodiments is used to implement the corresponding method in any of the above embodiments, and has the beneficial effects of the corresponding method embodiments, which are not described here again.

[0219] Based on the same inventive concept, 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.

[0220] The computer readable medium of the embodiments includes permanent and non-permanent, removable and non-removable media, which can realize information storage by any method or technology. 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 accessible to a computing device.

[0221] The storage medium of the above-mentioned embodiments stores computer instructions for causing the computer to execute the method as described in any of the above embodiments, and has the beneficial effects of the corresponding method embodiments, which are not repeated here.

[0222] Based on the same concept, the present application also provides a computer program product corresponding to the method of any of the above-mentioned embodiments, which includes computer program instructions, when the computer program instructions run on the computer, so that the computer executes the method as described in any of the above embodiments, has the beneficial effects of the corresponding method embodiments, which are not repeated here.

[0223] Based on the same inventive concept, the present application also provides a vehicle comprising the device of the above-mentioned embodiments or the electronic device of the above-mentioned embodiments. The beneficial effects of the corresponding device or electronic device embodiments are not repeated here.

[0224] It can be understood that before using the technical solutions of various embodiments of the present application, the user will be informed of the type of personal information involved, the scope of use, the use scenario, etc. by appropriate means, and the authorization of the user will be obtained.

[0225] For example, in response to receiving an active request of a user, a prompt information is sent to the user to explicitly prompt the user that the operation requested to be performed will need to acquire and use personal information of the user. Thus, the user can autonomously select whether to provide the personal information to the software or hardware such as an electronic device, an application program, a server or a storage medium performing the operation of the technical solution of the application according to the prompt information.

[0226] As an optional but non-limiting implementation, in response to receiving an active request of a user, the manner of sending a prompt information to the user may, for example, be a pop-up window manner, and the prompt information may be presented in the pop-up window in the form of text. In addition, the pop-up window may also carry a selection control for the user to select "agree" or "disagree" to provide personal information to the electronic device.

[0227] It can be understood that the above notification and acquisition of user authorization process is only illustrative, and does not limit the implementation of the application, and other manners meeting the relevant laws and regulations can also be applied to the implementation of the application.

[0228] Those skilled in the art will understand that the discussion of any of the above embodiments is merely exemplary, and is not intended to suggest that the scope of the application (including claims) is limited to these examples; the above embodiments or technical features among different embodiments can also be combined, steps can be implemented in any order, and there are many other changes to the aspects of the embodiments of the application as described above, which are not provided in detail for the sake of brevity. Therefore, the scope of the application should be determined not by the above description but by the appended claims.

[0229] In addition, in order to simplify the description and discussion, and so as not to make the embodiments of the application difficult to understand, the known power / ground connections of integrated circuit (IC) chips and other components can or can not be shown in the provided drawings. In addition, the devices can be shown in the form of block diagrams in order to avoid making the embodiments of the application difficult to understand, and this also takes into account the fact that the details of the implementation of these block diagram devices are highly dependent on the platform to be implemented (i.e., these details should be fully within the understanding of those skilled in the art). Where specific details (e.g., circuitry) are set forth in order to describe an illustrative embodiment of the application, it will be apparent to those skilled in the art that the embodiments of the application can be practiced without these specific details or with variations on these specific details. Therefore, these descriptions should be considered as illustrative rather than limiting.

[0230] While the present application has been described in connection with certain embodiments thereof, many modifications, substitutions, changes, and of forms will be apparent to those of ordinary skill in the art from the foregoing description. For example, other memory architectures (e.g., dynamic RAM (DRAM)) can use the embodiments discussed.

[0231] Embodiments of the present application are intended to cover all such alterations, modifications, and variations as they can come within the scope of the appended claims. Accordingly, although specific embodiments have been furthered in connection with the present application, any omission, substitution, change, improvement, etc. made by one of ordinary skill in the art to the disclosed embodiments should be considered to be within the scope of the present application.

Claims

1. A vehicle motor control method, characterized in that, include: Upon receiving a driving state switching signal, the system controls the switching of driving states according to the driving state switching signal, wherein the driving state switching signal includes: a gear switching signal; In response to receiving a driving state switching completion signal in any of the rear motor assist execution states, the front motor assist is immediately activated, wherein any of the rear motor assist execution states includes: rear motor assist not started, rear motor assist in the process of disengaging, or rear motor assist disengagement completed; The pre-activation motor assistance includes: An invalid trigger signal is generated, and the invalid trigger signal is inverted to obtain a valid activation signal for the front motor assist. The front motor assist is then activated based on the valid activation signal; or... After receiving the activation command for the front motor assist, the front motor is activated via the motor commutator, and the front motor is used to perform the front motor assist process.

2. The method according to claim 1, characterized in that, The generation of the invalid trigger signal includes: A mode signal is obtained to determine whether the actual driving mode of the vehicle is direct drive mode, and a first invalid signal is obtained to determine that the driving state is in the switching completed state; wherein, the first invalid signal represents the switching completed signal corresponding to the end of the driving state switching execution; The invalid trigger signal is obtained by performing an AND logic operation between the mode signal and the first invalid signal.

3. The method according to claim 1, characterized in that, After the pre-activation motor assistance, the following is also included: In response to determining that the actual driving mode of the vehicle is direct drive mode, a first valid signal is obtained, and a second valid signal is obtained when the driving state is in the process of switching. The first valid signal and the second valid signal are ANDed to obtain a valid trigger signal. The valid trigger signal is inverted using inversion logic to obtain an invalid activation signal, and the front motor assist is disengaged based on the invalid activation signal.

4. The method according to claim 1, characterized in that, After the pre-activation motor assistance, the following is also included: Upon receiving a braking signal, determine whether the vehicle's driving condition is a predetermined driving condition; wherein, the predetermined driving condition is a driving condition in which the vehicle would jerk after the braking signal. In response to determining that the driving condition is the predetermined driving condition, a second invalid signal for the post-motor assist is generated; The second invalid signal is used to disable the activation of the rear motor assist, so that the front motor assist can continue to operate.

5. The method according to claim 4, characterized in that, The step of generating a second invalid signal for post-motor assist in 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, a third valid signal is generated and the third valid signal is sent to the rear motor assist controller; The third valid signal is inverted using the rear motor assist controller to obtain the second invalid signal for the rear motor assist.

6. The method according to claim 4, characterized in that, The predetermined driving conditions include: The switching conditions between the first direct drive mode and the 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 a speed threshold. And / or, the second direct drive mode maintains the operating conditions.

7. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the computer program, it implements the method as described in any one of claims 1 to 6.

8. A vehicle, characterized in that, Includes the electronic device as described in claim 7.

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