Vehicle control method, electronic equipment and vehicle

Abstract

The invention provides a vehicle control method, electronic equipment and a vehicle, the first energy consumption deviation value of the current driving of the vehicle is determined, when the first energy consumption deviation value is greater than a first preset value, a motor torque optimization strategy is executed to optimize the operation of a motor, so that the energy consumption in the operation process of the motor is reduced, and the endurance mileage of the vehicle is increased; and after a preset period of time of executing the motor torque optimization strategy, determining a second energy consumption deviation value of the vehicle in the preset period of time, and determining and executing a target optimization strategy based on the second energy consumption deviation value, in this way, the energy consumption of the vehicle can be further reduced in combination with execution of the energy recovery strategy, the air conditioner regulation and control strategy and / or the chassis height adjustment strategy, then the endurance mileage of the vehicle is further increased, global optimal control over all functional domains of the vehicle is achieved, and the endurance mileage of the vehicle is remarkably increased.

Description

Technical Field

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

[0002] In recent years, electric vehicles, such as electric cars and electric motorcycles, have attracted widespread attention due to their advantages, including low energy consumption, zero emissions, low noise, high energy efficiency, simple structure, and easy maintenance. As user demands for longer driving range continue to increase, the question of how to better control the vehicle during driving to optimize range has become a pressing issue. Summary of the Invention

[0003] In view of this, the purpose of this application is to provide a vehicle control method, electronic equipment and vehicle.

[0004] Based on the above objectives, the first aspect of the present application provides a vehicle control method, comprising:

[0005] Determining a first energy consumption deviation value of the vehicle during this driving;

[0006] In response to the first energy consumption deviation value being greater than a first preset value, executing a motor torque optimization strategy;

[0007] After a preset period of time, determining a second energy consumption deviation value of the vehicle within the preset period of time;

[0008] Based on the second energy consumption deviation value, a target optimization strategy is determined and executed, wherein the target optimization strategy includes an energy recovery strategy, an air conditioning control strategy and / or a chassis height adjustment strategy.

[0009] Optionally, determining and executing a target optimization strategy based on the second energy consumption deviation value includes:

[0010] Get the vehicle's current operating information;

[0011] In response to the second energy consumption deviation value being greater than or equal to a second preset value and the operating information meeting an energy recovery condition, determining that the target optimization strategy is an energy recovery strategy and executing the energy recovery strategy, wherein the second preset value is less than the first preset value;

[0012] Alternatively, in response to the second energy consumption deviation value being greater than or equal to a second preset value and the operating information not meeting the energy recovery conditions, the target optimization strategy is determined to be the air conditioning control strategy and / or the chassis height adjustment strategy, and the air conditioning control strategy and / or the chassis height adjustment strategy is executed.

[0013] Optionally, the operation information includes a battery health status value of the vehicle and road information, and the road information includes a continuous downhill road and a discontinuous downhill road;

[0014] The method further comprises:

[0015] In response to a battery health state value of the vehicle being greater than or equal to a preset health value, and / or the road information being a continuous downhill road, determining that the operating information meets the energy recovery condition;

[0016] In response to the battery health state value of the vehicle being less than a preset health value and the road information being a discontinuous downhill road, it is determined that the operating information does not meet the energy recovery condition.

[0017] Optionally, executing the energy recovery strategy includes increasing the output negative torque sent to the motor;

[0018] and / or,

[0019] The executing the air conditioning control strategy includes: in response to the remaining power of the vehicle battery being less than a preset power, increasing the temperature difference between the actual temperature inside the vehicle and the air conditioning set temperature, and reducing the proportion of battery power allocated to the air conditioning;

[0020] and / or,

[0021] The executing the chassis height adjustment strategy includes: in response to the average vehicle speed information being within a preset vehicle speed range and the vehicle speed change rate being less than or equal to a preset change rate, lowering the vehicle suspension height.

[0022] Optionally, executing the motor torque optimization strategy includes:

[0023] Get the vehicle's current operating information;

[0024] determining a front motor request torque and a rear motor request torque of the vehicle based on the operating information;

[0025] A front motor of the vehicle is controlled to rotate based on a torque requested by the front motor, and a rear motor of the vehicle is controlled to rotate based on a torque requested by the rear motor.

[0026] Optionally, the operating information includes longitudinal acceleration;

[0027] The determining, based on the operating information, the front motor request torque and the rear motor request torque of the vehicle includes:

[0028] In response to the longitudinal acceleration being greater than the first acceleration or the longitudinal acceleration being less than the second acceleration, determining a preset first distribution coefficient as the rear motor distribution coefficient; wherein the preset first distribution coefficient is greater than an initial rear motor distribution coefficient; and the first acceleration is greater than the second acceleration;

[0029] Determine the difference between the total distribution coefficient and the preset first distribution coefficient as the front motor distribution coefficient;

[0030] A front motor request torque and a rear motor request torque are determined based on the total required torque, the rear motor allocation coefficient, and the front motor allocation coefficient.

[0031] Optionally, when the longitudinal acceleration is less than the second acceleration, after controlling the rear motor to rotate based on the rear motor request torque and controlling the front motor to rotate based on the front motor request torque, the method further includes:

[0032] The updating process is executed periodically and cyclically until the updated rear motor allocation coefficient reaches a preset minimum allocation coefficient, wherein the preset minimum allocation coefficient is less than the initial rear motor allocation coefficient;

[0033] The updating process includes:

[0034] reducing the rear motor allocation coefficient according to a preset rule to obtain an updated rear motor allocation coefficient, and determining the difference between the total allocation coefficient and the updated rear motor allocation coefficient as the updated front motor allocation coefficient;

[0035] determining an updated rear motor requested torque and an updated front motor requested torque based on the total required torque, the updated rear motor allocation coefficient, and the updated front motor allocation coefficient;

[0036] The front motor is controlled to rotate based on the updated front motor request torque, and the rear motor is controlled to rotate based on the updated rear motor request torque.

[0037] Optionally, the operating information includes the front motor speed, the rear motor speed, the average motor speed, the vehicle speed and the road slope;

[0038] The determining, based on the operating information, the front motor request torque and the rear motor request torque of the vehicle includes:

[0039] determining a front motor allocation coefficient based on the front motor speed, the rear motor speed, an average motor speed, the vehicle speed, and / or the road gradient;

[0040] determining a front motor request torque based on the total required torque and the front motor distribution coefficient;

[0041] The difference between the total required torque and the front motor requested torque is determined as the rear motor requested torque.

[0042] Optionally, determining the front motor allocation coefficient based on the front motor speed, the rear motor speed, the average motor speed, the vehicle speed and / or the road slope includes:

[0043] In response to the road gradient being greater than the first gradient and less than the second gradient, determining a difference between the initial front motor distribution coefficient and the first correction coefficient as the front motor distribution coefficient;

[0044] Alternatively, in response to the road gradient being greater than or equal to a second gradient, determining the difference between the initial front motor allocation coefficient and a second correction coefficient as the front motor allocation coefficient; wherein the second correction coefficient is greater than the first correction coefficient;

[0045] Alternatively, in response to the vehicle speed being less than the average motor speed and / or the difference between the rear motor speed and the front motor speed being greater than or equal to a preset speed difference, the preset second distribution coefficient is determined as the front motor distribution coefficient, and the preset second distribution coefficient is greater than the initial front motor distribution coefficient.

[0046] Based on the same inventive concept, the second aspect of this application provides an electronic device, including a memory, a processor, and a computer program stored in the memory and running on the processor, and when the processor executes the computer program, it implements the method described in any one of the first aspects above.

[0047] Based on the same inventive concept, the third aspect of the present application provides a vehicle, comprising the electronic device described in the second aspect above.

[0048] As can be seen from the above, the vehicle control method, electronic device and vehicle provided in the present application first determine the first energy consumption deviation value of the vehicle's current travel. When the first energy consumption deviation value is greater than the first preset value, it means that the actual energy consumption of the vehicle is too large and the vehicle's operation process needs to be optimized. Therefore, the motor torque optimization strategy is executed to optimize the operation of the motor, thereby reducing the energy consumption during the motor operation and improving the vehicle's cruising range. After executing the preset period of the motor torque optimization strategy, the second energy consumption deviation value of the vehicle within the preset period is determined. When the second energy consumption deviation value still does not meet the requirements, the target optimization strategy is determined and executed based on the second energy consumption deviation value, wherein the target optimization strategy includes an energy recovery strategy, an air conditioning control strategy and / or a chassis height adjustment strategy. In this way, the execution of the energy recovery strategy, the air conditioning control strategy and / or the chassis height adjustment strategy can be combined to further reduce the vehicle's energy consumption, thereby further improving the vehicle's cruising range. In this way, global optimal control of each functional domain of the vehicle is achieved, significantly improving the vehicle's cruising range. BRIEF DESCRIPTION OF THE DRAWINGS

[0049] In order to more clearly illustrate the technical solutions in this application or related technologies, the following briefly introduces the drawings required for use in the embodiments or related technical descriptions. Obviously, the drawings described below are merely embodiments of this application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0050] Figure 1 A schematic flow chart of a vehicle control method according to an embodiment of the present application;

[0051] Figure 2 A schematic diagram of a vehicle control device according to an embodiment of the present application;

[0052] Figure 3 A schematic diagram of an electronic device according to an embodiment of the present application. DETAILED DESCRIPTION

[0053] In order to make the objectives, technical solutions and advantages of this application more clear, this application is further described in detail below in combination with specific embodiments and with reference to the accompanying drawings.

[0054] It should be noted that, unless otherwise defined, the technical terms or scientific terms used in the embodiments of the present application should have the usual meanings understood by people with ordinary skills in the field to which this application belongs. The "first", "second" and similar words used in the embodiments of the present application do not indicate any order, quantity or importance, but are only used to distinguish different components. "Include" or "comprise" and similar words mean that the elements or objects appearing before the word cover the elements or objects listed after the word and their equivalents, without excluding other elements or objects. "Connect" or "connected" and similar words are not limited to physical or mechanical connections, but may include electrical connections, whether direct or indirect. "Up", "down", "left", "right" and the like are only used to indicate relative positional relationships. When the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0055] As described in the background art, as users' demands for driving range continue to increase, how to optimize the driving range during driving has become an issue that requires urgent attention.

[0056] Existing optimizations for cruising range are mostly limited to a single functional domain (such as the power domain or thermal management domain). For example, the cruising range is determined only based on the remaining power of the vehicle battery in the thermal management domain, or only based on the motor torque and speed in the power domain. This does not fully utilize cross-domain data collaboration and cannot achieve global optimal control, resulting in limited improvement in cruising range. In addition, it does not dynamically incorporate real-time factors such as real-time road conditions and driving behavior, resulting in limited improvement in cruising range.

[0057] Therefore, how to optimize the control of the vehicle during driving to better improve the vehicle's cruising range is an urgent problem that needs to be solved.

[0058] Based on this, see Figure 1 The present application provides a vehicle control method that can be executed by a vehicle controller. The method specifically includes the following steps:

[0059] Step S100, determining a first energy consumption deviation value of the vehicle during this driving;

[0060] Step S200: In response to the first energy consumption deviation value being greater than the first preset value, executing the motor torque optimization strategy;

[0061] Step S300: After a preset period of time, determining a second energy consumption deviation value of the vehicle within the preset period of time;

[0062] Step S400: determining and executing a target optimization strategy based on the second energy consumption deviation value, wherein the target optimization strategy includes an energy recovery strategy, an air conditioning control strategy, and / or a chassis height adjustment strategy.

[0063] Specifically, after the vehicle begins driving, a first actual energy consumption value for the vehicle during the current drive is determined, and a first energy consumption deviation value for the vehicle is determined based on the first actual energy consumption value and the standard energy consumption value. The first actual energy consumption value for the vehicle during the current drive is the actual energy consumption value of the vehicle during the current drive, representing the vehicle's actual energy consumption; the standard energy consumption value is the factory-installed energy consumption declared value for the vehicle and is a fixed value corresponding to the vehicle.

[0064] Both the actual energy consumption value and the standard energy consumption value can be expressed in KWH / 100KM, which refers to the amount of electricity consumed by the vehicle for every 100KM it travels. The smaller the value, the less electricity the vehicle consumes for every 100KM it travels, and the higher the energy utilization efficiency. Therefore, the actual energy consumption value can be used to measure the actual energy utilization efficiency of the vehicle, and the standard energy consumption value is used to characterize the standard energy utilization efficiency of the vehicle.

[0065] When a vehicle begins driving, the vehicle's motor is typically controlled to rotate based on an initial motor request torque. The motor rotation drives the wheels connected thereto, thereby enabling the vehicle to move. After the vehicle begins driving, a first actual energy consumption value for the vehicle's current driving session can be calculated based on the vehicle's mileage and electrical energy consumed.

[0066] Then, based on the first actual energy consumption value and the standard energy consumption value of the vehicle during the current travel, a first energy consumption deviation value of the vehicle is determined. The first energy consumption deviation value may be determined as the difference between the first actual energy consumption value and the standard energy consumption value, or as the ratio of the difference between the first actual energy consumption value and the standard energy consumption value to the standard energy consumption value.

[0067] After determining the first energy consumption deviation value, a relationship between the first energy consumption deviation value and a first preset value is determined. The first preset value is a preset maximum energy consumption deviation value. When the first energy consumption deviation value is greater than or equal to the first preset value, it indicates that the actual energy consumption value of the vehicle is too high and it is urgent to optimize the vehicle to reduce energy consumption and increase the vehicle's range.

[0068] It is worth noting that when the algorithm for calculating the first energy consumption deviation value is different, the corresponding first preset value is also different. For example, when the first energy consumption deviation value is the difference between the first actual energy consumption value and the standard energy consumption value, the unit of the first energy consumption deviation value may be KWH / 100KM; when the first energy consumption deviation value is the ratio of the difference between the first actual energy consumption value and the standard energy consumption value to the standard energy consumption value, the first energy consumption deviation value is a ratio without a unit.

[0069] Therefore, when it is determined that the first energy consumption deviation value is greater than or equal to the first preset value, it is necessary to optimize the vehicle's driving process to reduce energy consumption and increase the vehicle's cruising range. At this time, the motor torque optimization strategy is executed.

[0070] The motor torque optimization strategy optimizes the vehicle's front motor requested torque and rear motor forced torque based on the vehicle's current actual operating data, and controls the vehicle's front motor to rotate based on the front motor requested torque, and controls the vehicle's rear motor to rotate based on the rear motor requested torque.

[0071] The optimized front motor requested torque and rear motor forced torque of the vehicle determined based on the current actual operating data of the vehicle are more in line with the actual operating conditions of the vehicle. Therefore, the optimization strategy of controlling the front motor of the vehicle to rotate based on the front motor requested torque and controlling the rear motor of the vehicle to rotate based on the rear motor requested torque can improve the operating stability of the vehicle, reduce the electric energy consumed by the vehicle operation, and thus increase the vehicle's cruising range.

[0072] In addition, executing the motor torque optimization strategy optimizes the vehicle's driving mode, which can improve driving stability and has very little impact on vehicle power, without causing any negative impact on the driver.

[0073] After executing the motor torque optimization strategy to improve the vehicle's cruising range, after a preset period of time, a second actual energy consumption value of the vehicle within the preset period of time is determined, and a second energy consumption deviation value of the vehicle within the preset period of time is determined based on the second actual energy consumption value and the standard energy consumption value.

[0074] Specifically, the difference between the second actual energy consumption value and the standard energy consumption value may be determined as the second energy consumption deviation value, or the ratio of the difference between the second actual energy consumption value and the standard energy consumption value to the standard energy consumption value may be determined as the second energy consumption deviation value.

[0075] Among them, the preset period is a preset interval time period. After executing the motor torque optimization strategy, the second energy consumption deviation value of the vehicle within the preset period is determined after the preset period. The second energy consumption deviation value can represent the actual energy consumption of the vehicle after executing the motor torque optimization strategy.

[0076] When the second energy consumption deviation value is still large, the vehicle needs to be further optimized to further reduce the vehicle's energy consumption, thereby further improving the vehicle's cruising range.

[0077] Therefore, based on the second energy consumption deviation value, a target optimization strategy is determined and executed, wherein the target optimization strategy includes an energy recovery strategy, an air conditioning control strategy and / or a chassis height adjustment strategy.

[0078] Among them, the energy recovery strategy is a strategy for controlling the vehicle's energy recovery intensity. Increasing the vehicle's energy recovery intensity is equivalent to reducing the vehicle's energy consumption, thereby increasing the vehicle's cruising range.

[0079] The air conditioning control strategy is to control the vehicle's air conditioning system to reduce the energy consumed by the vehicle's air conditioning, thereby improving the vehicle's cruising range.

[0080] The chassis height adjustment strategy is to adjust the chassis height of the vehicle to reduce the wind resistance during vehicle operation to reduce the vehicle's energy consumption, thereby increasing the vehicle's cruising range.

[0081] In this application, based on different second energy consumption deviation values, different target optimization strategies can be determined to control different functional domains of the vehicle, thereby achieving global optimal control of each functional domain of the vehicle, thereby significantly improving the vehicle's cruising range.

[0082] Furthermore, in the process of controlling each functional domain, the execution strategy of each optimization strategy is crucial, as it affects both the optimization of vehicle range and the user's driving experience. During the control process, the motor torque optimization strategy is prioritized to improve vehicle range without affecting the driver's experience. After the motor torque optimization strategy is executed, if the second energy consumption deviation value still cannot meet the requirements, a target optimization strategy is determined and executed based on the second energy consumption deviation value. The target optimization strategy includes an energy recovery strategy, an air conditioning control strategy, and / or a chassis height adjustment strategy. In this way, the energy recovery strategy, air conditioning control strategy, and / or chassis height adjustment strategy can be combined to further improve vehicle range.

[0083] In this application, the first energy consumption deviation value of the vehicle's current driving is first determined. When the first energy consumption deviation value is greater than the first preset value, it means that the actual energy consumption of the vehicle is too large and the vehicle's operation process needs to be optimized. Therefore, the motor torque optimization strategy is executed to optimize the operation of the motor, thereby reducing the energy consumption during the motor operation and improving the vehicle's cruising range. After executing the preset period of the motor torque optimization strategy, the second energy consumption deviation value of the vehicle within the preset period is determined. When the second energy consumption deviation value still does not meet the requirements, the target optimization strategy is determined and executed based on the second energy consumption deviation value, wherein the target optimization strategy includes an energy recovery strategy, an air conditioning control strategy and / or a chassis height adjustment strategy. In this way, the execution of the energy recovery strategy, the air conditioning control strategy and / or the chassis height adjustment strategy can be combined to further reduce the vehicle's energy consumption, thereby further improving the vehicle's cruising range. In this way, global optimal control of each functional domain of the vehicle is achieved, significantly improving the vehicle's cruising range.

[0084] In some embodiments, step S400 determines and executes a target optimization strategy based on the second energy consumption deviation value, including:

[0085] Step S410: obtaining the vehicle's current operating information;

[0086] Step S420a: In response to the second energy consumption deviation value being greater than or equal to a second preset value and the operating information meeting an energy recovery condition, determining that the target optimization strategy is an energy recovery strategy, and executing the energy recovery strategy, wherein the second preset value is less than the first preset value;

[0087] Or step S420b, in response to the second energy consumption deviation value being greater than or equal to a second preset value, and the operating information not meeting the energy recovery conditions, the target optimization strategy is determined to be the air conditioning control strategy and / or the chassis height adjustment strategy, and the air conditioning control strategy and / or the chassis height adjustment strategy is executed.

[0088] Specifically, the operational information includes data from various functional domains of the vehicle. For example, the operational information includes power domain information, chassis domain information, body domain information, and autonomous driving domain information. The power domain information includes remaining battery charge, front motor torque, rear motor torque, and battery temperature. The chassis domain information includes vehicle speed and suspension height. The body domain information includes air conditioning set temperature and window closing status. The autonomous driving domain information includes navigation road condition information.

[0089] In the process of determining and executing the target optimization strategy based on the second energy consumption deviation value, the target optimization strategy is determined based on the relationship between the second energy consumption deviation value and the second preset value, and whether the operating information meets the energy recovery conditions.

[0090] The second preset value is less than the first preset value, and the second preset value is a preset energy consumption deviation value that requires optimization. When the second energy consumption deviation value is greater than or equal to the second preset value, it indicates that the actual energy consumption value of the vehicle is still relatively high, and vehicle optimization is still required to reduce energy consumption and increase vehicle range. When the second energy consumption deviation value is less than the second preset value, it indicates that the actual energy consumption value of the vehicle is not high, and vehicle optimization is not required.

[0091] The energy recuperation conditions are preset conditions that can increase the intensity of energy recuperation. Because a stronger energy recuperation intensity has some negative impact on the vehicle and the driver's driving experience, the energy recuperation strategy can only be executed when the operating information meets the energy recuperation conditions.

[0092] Therefore, when the second energy consumption deviation value is greater than or equal to the second preset value and the operating information meets the energy recovery conditions, it means that the actual energy consumption of the vehicle is still large and the operating information meets the conditions for executing the energy recovery strategy. At this time, the target optimization strategy is determined to be the energy recovery strategy, and the energy recovery strategy is executed. This reduces the vehicle's energy consumption and can further improve the vehicle's cruising range.

[0093] When the second energy consumption deviation value is greater than or equal to the second preset value, and the operating information does not meet the energy recovery conditions, it means that the actual energy consumption of the vehicle is still large and the operating information does not meet the conditions for executing the energy recovery strategy. At this time, the vehicle energy consumption cannot be reduced by executing the energy recovery strategy. Therefore, the target optimization strategy is determined to be the air conditioning control strategy and / or the chassis height adjustment strategy, and the air conditioning control strategy and / or the chassis height adjustment strategy is executed.

[0094] In this application, when determining and executing the target optimization strategy, it is first determined whether the energy recovery strategy can be executed. If so, the energy recovery strategy is executed first; if not, the air conditioning control strategy and / or chassis height adjustment strategy is executed.

[0095] This is because, compared with the air conditioning control strategy and / or chassis height adjustment strategy, the energy recovery strategy has a good optimization effect, and it will only slightly affect the driver's driving experience. It has no impact on the environment in the cab, nor will it change the cab parameters (such as temperature) or vehicle parameters (such as suspension height) set by the driver himself. The impact on the driver's car experience is not obvious, so the energy recovery strategy is executed first.

[0096] When the energy recovery strategy cannot be executed, the air conditioning control strategy and / or chassis height adjustment strategy will be executed. This can further reduce energy consumption and improve cruising range, but it will affect the environment in the cab, the cab parameters set by the driver himself (such as temperature) or vehicle parameters (such as suspension height), etc., which may affect the driver's driving experience.

[0097] In some embodiments, the operating information includes the battery health status value and road information of the vehicle, and the road information includes continuous downhill roads and discontinuous downhill roads. The road information can be obtained from the navigation information obtained by the navigation module or from the autonomous driving domain.

[0098] The method further comprises:

[0099] In response to a battery health state value of the vehicle being greater than or equal to a preset health value, and / or the road information being a continuous downhill road, determining that the operating information meets the energy recovery condition;

[0100] In response to the battery health state value of the vehicle being less than a preset health value and the road information being a discontinuous downhill road, it is determined that the operating information does not meet the energy recovery condition.

[0101] Specifically, the health status value can also be directly referred to as the state of health (SOH). The health status of the power battery is a numerical value that represents the health status of the battery. It is usually a value between 0 and 1. The closer the value is to 1, the better the battery performance is, and the smaller the value is, the more serious the battery performance degradation is.

[0102] The preset health value is a preset minimum value of the vehicle battery's health that can increase the energy recovery intensity. The energy recovery strategy can only be implemented when the vehicle's battery health value is greater than or equal to the preset health value. For example, the preset health value can be 0.85 or 0.8.

[0103] When the road information is a continuous downhill road, it means that the energy consumed by the vehicle when passing the continuous downhill ahead is less, and an energy recovery strategy can be executed.

[0104] Therefore, when the battery health status value of the vehicle is greater than or equal to the preset health value, and / or the road information is a continuous downhill road, it is determined that the operating information meets the energy recovery conditions and the energy recovery strategy can be executed.

[0105] That is, the operating information can be determined to meet the energy recovery conditions and the energy recovery strategy can be executed only when the battery health status value of the vehicle is greater than or equal to the preset health value, or only when the road information is a continuous downhill road, or when the battery health status value of the vehicle is greater than or equal to the preset health value and the road information is a continuous downhill road.

[0106] Accordingly, when the battery health status value of the vehicle is less than the preset health value and the road information is a discontinuous downhill road, it is determined that the operating information does not meet the energy recovery conditions and the energy recovery strategy cannot be executed to ensure the driving safety of the vehicle.

[0107] In some embodiments, executing the energy recovery strategy includes increasing the output negative torque sent to the electric machine.

[0108] Specifically, when the vehicle's motor's negative torque is not controlled, the motor's output negative torque during vehicle operation is always at the initial negative torque, corresponding to a medium energy recovery intensity. As the motor's output negative torque increases, the corresponding motor's energy recovery intensity increases, but this also negatively impacts the driving experience.

[0109] Therefore, when the second energy consumption deviation value is greater than or equal to the second preset value and less than the third preset value, executing the energy recovery strategy includes increasing the output negative torque sent to the motor to the first negative torque; when the second energy consumption deviation value is greater than or equal to the third preset value, executing the energy recovery strategy includes increasing the output negative torque sent to the motor to the second negative torque; wherein, the third preset value is greater than the second preset value and less than the first preset value, the second negative torque is greater than the first negative torque, and the first negative torque is greater than the initial negative torque.

[0110] In this way, when the second energy consumption deviation value is large (that is, when the second energy consumption deviation value is greater than or equal to the third preset value), priority is given to reducing energy consumption and improving cruising range. At this time, the impact of increasing the recovery intensity on the driving experience can be ignored. Therefore, the output negative torque sent to the motor is increased to the second negative torque to reduce energy consumption as much as possible and improve the cruising range; when the second energy consumption deviation value is not too large (when the second energy consumption deviation value is greater than or equal to the second preset value and less than the third preset value), while improving the cruising range, the impact of increasing the recovery intensity on the driving experience is comprehensively considered. Therefore, the output negative torque sent to the motor is increased to the first negative torque to minimize the impact on the driving experience while reducing energy consumption.

[0111] For example, the first preset value may be 70%, the third preset value may be 50%, and the second preset value may be 30%; or the first preset value may be 80%, the third preset value may be 60%, and the second preset value may be 30%.

[0112] For example, the initial negative torque may be -10 N·m, the first negative torque may be -12 N·m, and the second negative torque may be -15 N·m. Alternatively, the initial negative torque may be -5 N·m, the first negative torque may be -8 N·m, and the second negative torque may be -10 N·m.

[0113] In some embodiments, executing the air conditioning control strategy includes: in response to the remaining power of the vehicle battery being less than a preset power, increasing the temperature difference between the actual temperature in the vehicle and the air conditioning set temperature, and reducing the proportion of battery power allocated to the air conditioning.

[0114] Specifically, the preset power level is a preset power level at which the air conditioning control strategy can be executed. For example, the preset power level may be 20% or 25%.

[0115] When the remaining power of the vehicle battery is less than the preset power, it means that the remaining power of the vehicle battery is insufficient and the power consumption of the vehicle battery must be reduced to ensure the normal operation of the vehicle battery and to improve the cruising range.

[0116] Therefore, when the remaining power of the vehicle battery is less than the preset power, the temperature difference between the actual temperature in the vehicle and the air conditioner set temperature is increased, and the proportion of battery power allocated to the air conditioner is reduced.

[0117] Increasing the temperature difference between the actual interior temperature and the air conditioning setpoint can reduce the frequency with which the air conditioning controller adjusts the actual interior temperature, thereby reducing the air conditioning's drain on the battery. For example, under normal circumstances, the default temperature difference between the actual interior temperature and the air conditioning setpoint is ±2°C. Once the difference between the actual interior temperature and the air conditioning setpoint exceeds 2°C, the air conditioning controller automatically adjusts the temperature to maintain a constant difference of ±2°C.

[0118] However, when the remaining power of the vehicle battery is less than the preset power, it is necessary to reduce the frequency of the air-conditioning controller automatically adjusting the temperature as much as possible. Therefore, the temperature difference between the actual temperature in the car and the air-conditioning set temperature can be increased (for example, increased to ±5°C). In this way, the air-conditioning controller will automatically adjust the temperature only when the difference between the actual temperature in the car and the air-conditioning set temperature is greater than 5°C. This reduces the frequency of the air-conditioning controller automatically adjusting the temperature, thereby reducing the air-conditioning's consumption of battery power, ensuring the normal operation of the vehicle battery, and also improving the cruising range.

[0119] When the vehicle is running, part of the battery power will be allocated to the air-conditioning system to maintain normal use of the air-conditioning system, and part will be reserved for the battery itself to cool or keep it warm, thereby maintaining the battery temperature within an appropriate range.

[0120] When the remaining battery power is less than the preset power, the proportion of battery power allocated to the air conditioner can be reduced, thereby reducing the battery power consumed by the air conditioner. This can further improve the cruising range on the one hand, and on the other hand, it can reserve more battery power for the battery itself, so that the battery power is used first for battery cooling or insulation, thereby improving the battery discharge efficiency and further improving the cruising range.

[0121] In this application, when the remaining power of the vehicle battery is less than the preset power, the vehicle's energy consumption is further reduced by increasing the temperature difference between the actual temperature in the vehicle and the air-conditioning set temperature, and reducing the proportion of battery power allocated to the air-conditioning, thereby improving the vehicle's cruising range.

[0122] In some embodiments, executing the chassis height adjustment strategy includes: in response to the average vehicle speed information being within a preset vehicle speed range and the vehicle speed change rate being less than or equal to a preset change rate, lowering the vehicle suspension height.

[0123] Specifically, the preset vehicle speed range is a preset vehicle speed range in which the suspension height can be lowered. For example, the preset vehicle speed range may be 60-120 km / h, or 70-120 km / h.

[0124] The preset speed change rate is the maximum value of the vehicle's speed change rate under stable road conditions. When the speed change rate is less than or equal to the preset speed change rate, it indicates that the speed change rate is small and the vehicle is on a stable road, indicating good road conditions. When the speed change rate is greater than the preset speed change rate, it indicates that the speed change rate is large and the vehicle is on an unstable road.

[0125] The vehicle speed change rate is the absolute value of the ratio of the vehicle speed difference between the vehicle speed at the next moment and the vehicle speed at the previous moment to the vehicle speed at the previous moment in adjacent moments.

[0126] When the average vehicle speed information is within the preset vehicle speed range and the vehicle speed change rate is less than or equal to the preset change rate, it means that the average vehicle speed is relatively large and the vehicle speed change rate is relatively small, indicating that the vehicle is on a stable road and the road conditions are good. At this time, the wind resistance during vehicle driving can be reduced by lowering the vehicle suspension height, thereby reducing the vehicle's energy consumption and further improving the vehicle's cruising range.

[0127] In some embodiments, the motor torque optimization strategy is executed in step S200, including:

[0128] Step S210: Obtain the current operating information of the vehicle;

[0129] Step S220: determining a front motor request torque and a rear motor request torque of the vehicle based on the operating information;

[0130] Step S230 : Control the front motor of the vehicle to rotate based on the front motor request torque, and control the rear motor of the vehicle to rotate based on the rear motor request torque.

[0131] Specifically, the operational information includes data from various functional domains of the vehicle. For example, the operational information includes power domain information, chassis domain information, body domain information, and autonomous driving domain information. The power domain information includes remaining battery charge, front motor torque, rear motor torque, and battery temperature. The chassis domain information includes vehicle speed and suspension height. The body domain information includes air conditioning set temperature and window closing status. The autonomous driving domain information includes navigation road condition information.

[0132] Based on the operating information, the front motor requested torque and the rear motor requested torque that are in line with the current actual situation of the vehicle can be determined. In this way, compared with the initial motor requested torque when the vehicle starts running, the front motor requested torque and the rear motor requested torque determined based on the operating information at the current moment are more in line with the actual operating conditions of the vehicle. Therefore, the optimization strategy of controlling the front motor of the vehicle to rotate based on the front motor requested torque and controlling the rear motor of the vehicle to rotate based on the rear motor requested torque can improve the operating stability of the vehicle, reduce the electric energy consumed by the vehicle operation, and thus increase the vehicle's cruising range.

[0133] In some embodiments, the operating information includes longitudinal acceleration; and step S220 of determining the front motor request torque and the rear motor request torque of the vehicle based on the operating information includes:

[0134] Step S221a: In response to the longitudinal acceleration being greater than the first acceleration or the longitudinal acceleration being less than the second acceleration, determining a preset first distribution coefficient as the rear motor distribution coefficient; wherein the preset first distribution coefficient is greater than the initial rear motor distribution coefficient; and the first acceleration is greater than the second acceleration;

[0135] Step S222a, determining the difference between the total distribution coefficient and the preset first distribution coefficient as the front motor distribution coefficient;

[0136] Step S223a: Determine the front motor request torque and the rear motor request torque based on the total required torque, the rear motor allocation coefficient, and the front motor allocation coefficient.

[0137] Specifically, the operating information includes longitudinal acceleration, which can be acquired based on an acceleration sensor. Then, the acceleration sensor sends the acquired longitudinal acceleration to the vehicle controller.

[0138] When the vehicle begins operating, without any other intervention, the motor torque is distributed to the front and rear motors according to default rules. For example, initially, the front motor torque distribution coefficient may be 0.3, while the rear motor torque distribution coefficient may be 0.7. Alternatively, the front motor torque distribution coefficient may be 0.5, while the rear motor torque distribution coefficient may be 0.5.

[0139] Then, the initial front motor torque allocated to the front motor is the product of the total torque and the initial front motor distribution coefficient, and the initial rear motor torque allocated to the rear motor is the product of the total torque and the initial rear motor distribution coefficient. The total torque is determined by the vehicle controller based on the vehicle speed, accelerator pedal depth, etc., and will not be elaborated here.

[0140] When the longitudinal acceleration is greater than the first acceleration, the longitudinal acceleration suddenly changes. At this time, the vehicle is in a rapid acceleration condition. At this time, it is necessary to optimize the torque distribution of the vehicle motor and distribute more torque to the rear axle to increase the drive ratio of the rear axle as much as possible. This is because the drive efficiency of the rear axle motor is higher, and the rear axle drive can reduce the loss of the front axle transmission. This can reduce the energy consumption of the front axle motor drive and improve the efficiency of the rear axle motor, thereby optimizing the vehicle's drive strategy and reducing the energy consumption of the entire vehicle drive.

[0141] When the longitudinal acceleration is less than the second acceleration, the longitudinal acceleration suddenly changes. At this time, the vehicle is in a rapid deceleration condition. At this time, it is necessary to optimize the torque distribution of the vehicle motor and distribute more torque to the rear axle to ensure the stability of vehicle braking, thereby reducing energy consumption when braking the vehicle.

[0142] The first acceleration is the acceleration value of the preset rapid acceleration condition, and the second acceleration is the acceleration value of the preset rapid deceleration condition. For example, the first acceleration can be 0.5m / s 2 , the second acceleration can be -0.5m / s 2 ,

[0143] Therefore, when the longitudinal acceleration is greater than the first acceleration or less than the second acceleration, the distribution coefficient allocated to the rear motor needs to be increased. In this case, the preset first distribution coefficient is determined as the rear motor distribution coefficient. The preset first distribution coefficient is greater than the initial rear motor distribution coefficient. For example, the initial rear motor distribution coefficient is 0.5, and the preset first distribution coefficient is 0.6-0.8.

[0144] The difference between the total allocation coefficient and the preset first allocation coefficient is then determined as the front motor allocation coefficient. The total allocation coefficient is the sum of the front motor allocation coefficient and the rear motor allocation coefficient, and the total allocation coefficient has a default value of "1." For example, if the total allocation coefficient is 1 and the preset first allocation coefficient is 0.8, the front motor allocation coefficient is 0.2 (i.e., the difference between 1 and 0.8).

[0145] In this way, compared with the initial rear motor distribution coefficient of 0.5 and the initial front motor distribution coefficient of 0.5, the re-determined rear motor distribution coefficient is 0.8 and the front motor distribution coefficient is 0.2. In this way, the torque distribution ratio of the rear motor can be increased, and the torque distribution ratio of the front motor can be reduced, thereby optimizing the vehicle's driving strategy and reducing the energy consumption of the entire vehicle drive.

[0146] Finally, the front motor request torque and the rear motor request torque are determined based on the total required torque, the rear motor allocation coefficient, and the front motor allocation coefficient.

[0147] Among them, the total required torque is determined by the vehicle controller based on the vehicle speed, accelerator pedal depth, etc. The determination of the total required torque is a routine function of the vehicle and will not be elaborated here.

[0148] The product of the total required torque and the rear motor distribution coefficient is determined as the rear motor requested torque, and the product of the total required torque and the front motor distribution coefficient is determined as the front motor requested torque. Then, the front motor of the vehicle is controlled to rotate based on the front motor requested torque, and the rear motor of the vehicle is controlled to rotate based on the rear motor requested torque.

[0149] In this application, when the vehicle accelerates or decelerates suddenly, the torque distribution of the vehicle motor is optimized, and more torque is distributed to the rear axle to increase the drive ratio of the rear axle as much as possible. This is because the drive efficiency of the rear axle motor is higher, and the rear axle drive can reduce the loss of the front axle transmission. This can reduce the energy consumption of the front axle motor drive and improve the efficiency of the rear axle motor, thereby optimizing the vehicle's drive strategy and reducing the energy consumption of the entire vehicle drive.

[0150] In some embodiments, when the longitudinal acceleration is less than the second acceleration, after controlling the rear motor to rotate based on the rear motor request torque and controlling the front motor to rotate based on the front motor request torque in step S230, the method further includes: periodically looping and updating the updated rear motor distribution coefficient until the updated rear motor distribution coefficient reaches a preset minimum distribution coefficient, wherein the preset minimum distribution coefficient is less than the initial rear motor distribution coefficient;

[0151] The updating process includes:

[0152] reducing the rear motor allocation coefficient according to a preset rule to obtain an updated rear motor allocation coefficient, and determining the difference between the total allocation coefficient and the updated rear motor allocation coefficient as the updated front motor allocation coefficient;

[0153] determining an updated rear motor requested torque and an updated front motor requested torque based on the total required torque, the updated rear motor allocation coefficient, and the updated front motor allocation coefficient;

[0154] The front motor is controlled to rotate based on the updated front motor request torque, and the rear motor is controlled to rotate based on the updated rear motor request torque.

[0155] Specifically, when the longitudinal acceleration is less than the second acceleration, the vehicle is in a rapid deceleration condition. Unlike rapid acceleration, the vehicle will perform emergency braking under rapid deceleration conditions. During emergency braking, the vehicle's posture and the drive of the front and rear axles are changing. Especially in the later stage of emergency braking, the vehicle's posture tends to the front axle. At this time, it is necessary to continuously optimize the torque distribution, otherwise it will cause insufficient drive of the front axle, affecting the stability of the vehicle.

[0156] Therefore, after controlling the rear motor to rotate based on the rear motor request torque and controlling the front motor to rotate based on the front motor request torque, the updating process is periodically executed until the updated rear motor distribution coefficient reaches a preset minimum distribution coefficient. The preset minimum distribution coefficient is less than the initial rear motor distribution coefficient. The preset minimum distribution coefficient is a preset minimum distribution coefficient for the rear axle during the late stage of a rapid deceleration condition. For example, the initial rear motor distribution coefficient is 0.5, and the preset minimum distribution coefficient is 0.4.

[0157] The updating process includes:

[0158] The rear motor allocation coefficient is reduced according to a preset rule to obtain an updated rear motor allocation coefficient. The preset rule is a preset reduction rule, and the preset reduction rule may be a reduction of a specific value per unit time, or a continuous reduction at a certain ratio. For example, the preset reduction rule may be a reduction of 0.05 per 10 seconds, or a continuous reduction at a ratio of 0.01 / s.

[0159] In this way, during each update, the rear motor distribution coefficient is continuously decreasing, and the front motor distribution coefficient is continuously increasing, thereby gradually reducing the torque distributed to the rear motor and gradually increasing the torque distributed to the front motor, ensuring that in the later stage of the rapid deceleration condition, the front motor has sufficient torque to support the entire vehicle leaning towards the front axle, ensuring the safety and stability of the vehicle during braking, and optimizing the motor torque distribution can reduce the energy loss of the motor drive, thereby increasing the cruising range.

[0160] For example, the total distribution coefficient is 1, the rear motor distribution coefficient is 0.8, the front motor distribution coefficient is 0.2, the total required torque is A, the preset minimum distribution coefficient is 0.4, and the preset rule is to reduce the rear motor distribution coefficient by 0.05 every 10 seconds.

[0161] After the rear motor is controlled to rotate based on the rear motor request torque of 0.8A and the front motor is controlled to rotate based on the front motor request torque of 0.2A, the update process is performed periodically:

[0162] After 10 seconds, the first update process is performed, and the updated rear motor allocation coefficient (0.75) is calculated by subtracting 0.05 from the rear motor allocation coefficient (0.8). The difference (0.25) between the total allocation coefficient (1) and the updated rear motor allocation coefficient (0.75) is determined as the updated front motor allocation coefficient. Based on the total required torque, the updated rear motor allocation coefficient, and the updated front motor allocation coefficient, an updated rear motor requested torque and an updated front motor requested torque are determined. The front motor is controlled to rotate based on the updated front motor requested torque, and the rear motor is controlled to rotate based on the updated rear motor requested torque.

[0163] After 20 seconds, a second update is performed. The first updated rear motor allocation coefficient (0.75) is subtracted from 0.05 to obtain the value of 0.7, which is used as the second updated rear motor allocation coefficient. The difference (0.3) between the total allocation coefficient (1) and the second updated rear motor allocation coefficient (0.7) is determined as the second updated front motor allocation coefficient. The second updated rear motor requested torque and the second updated front motor requested torque are calculated using the same method, and the front and rear motors are controlled.

[0164] …

[0165] Until the final updated rear motor distribution coefficient reaches the preset minimum distribution coefficient of 0.4, the update process will no longer be executed after the last update process is completed, and the motor will be driven by the torque calculated by the last updated rear motor distribution coefficient and the last updated front motor distribution coefficient.

[0166] In the present application, when the longitudinal acceleration is less than the second acceleration, the vehicle is in a rapid deceleration condition, so the vehicle is controlled to periodically execute the update process. In this way, during each update process, the rear motor distribution coefficient is continuously decreasing, and the front motor distribution coefficient is continuously increasing, thereby causing the torque allocated to the rear motor to gradually decrease, and the torque allocated to the front motor to gradually increase, ensuring that in the later stage of the rapid deceleration condition, the front motor has sufficient torque to support the entire vehicle leaning towards the front axle, ensuring the safety and stability of the vehicle during braking, and optimizing the motor torque distribution can reduce the energy loss of the motor drive, thereby increasing the cruising range.

[0167] In some embodiments, the operating information includes front motor speed, rear motor speed, average motor speed, vehicle speed, and road slope; and step S220 determines the front motor requested torque and the rear motor requested torque of the vehicle based on the operating information, including:

[0168] Step S221b, determining a front motor allocation coefficient based on the front motor speed, the rear motor speed, the average motor speed, the vehicle speed and / or the road slope;

[0169] Step S222b, determining the front motor requested torque based on the total required torque and the front motor distribution coefficient;

[0170] Step S223b: Determine the difference between the total required torque and the front motor requested torque as the rear motor requested torque.

[0171] Specifically, in some special road conditions or special driving conditions, such as downhill sections or when the speed difference between the front and rear axle motors is too large, the front axle torque needs to be corrected to optimize the motor torque distribution, reduce the energy consumption caused by the motor drive, and thereby improve the cruising range.

[0172] First, a front motor distribution coefficient is determined based on the front motor speed, the rear motor speed, an average motor speed, the vehicle speed and / or the road gradient.

[0173] Then, the product of the total required torque and the front motor distribution coefficient is determined as the front motor requested torque.

[0174] Finally, the difference between the total required torque and the front motor requested torque is determined as the rear motor requested torque.

[0175] In this application, the front motor distribution coefficient is re-determined by judging the front motor speed, rear motor speed, average motor speed, vehicle speed and / or road slope, so that the determined front motor distribution coefficient is better applicable to the current actual situation, thereby optimizing the front motor torque distribution and the rear motor torque distribution, reducing the energy consumption caused by motor drive, and thus improving the cruising range.

[0176] In some embodiments, step S221b determines the front motor allocation coefficient based on the front motor speed, the rear motor speed, the average motor speed, the vehicle speed and / or the road slope, including:

[0177] In response to the road gradient being greater than the first gradient and less than the second gradient, determining a difference between the initial front motor distribution coefficient and the first correction coefficient as the front motor distribution coefficient;

[0178] Alternatively, in response to the road gradient being greater than or equal to the second gradient, determining the difference between the initial front motor distribution coefficient and the second correction coefficient as the front motor distribution coefficient;

[0179] The second correction coefficient is greater than the first correction coefficient.

[0180] Specifically, the second slope is a preset minimum value of a steep slope. When the road slope is greater than or equal to the second slope, it indicates that the current road is a steep slope.

[0181] The first slope is the minimum value of the preset small slope. When the road slope is greater than or equal to the first slope and less than the second slope, it indicates that the current road is a small slope; when the road slope is less than the first slope, it indicates that the current road is a flat road.

[0182] When the road slope is greater, the vehicle's posture is with the rear end facing down, so it is necessary to reduce the torque distribution ratio of the front axle and increase the torque distribution ratio of the rear axle to ensure that the front axle motor is mainly used to drive the engine, provide sufficient power for the engine, and assist in driving the wheels, while the rear axle motor is mainly used to drive the wheels to rotate (the rear motor has high driving efficiency and low loss). This ensures the stability of the vehicle during climbing and reduces the loss caused by the front motor drive, thereby improving the vehicle's cruising range.

[0183] The first correction coefficient is the product of the initial front motor torque distribution coefficient and a first correction parameter, and the first correction parameter is a correction parameter range preset according to the slope range.

[0184] The second correction coefficient is the product of the initial front motor torque distribution coefficient and a second correction parameter, and the second correction parameter is a correction parameter range preset according to the slope range.

[0185] For example, the first slope may be 12%, the second slope may be 30%, the first correction parameter may be 0.1-0.5, and the second correction parameter may be 0.51-0.8.

[0186] Therefore, in response to the road gradient being greater than the first gradient and less than the second gradient, the difference between the initial front motor distribution coefficient and the first correction coefficient is determined as the front motor distribution coefficient.

[0187] For example, the initial front motor torque distribution coefficient is 0.5, and the road slope is 20%. The corresponding first correction parameter can be 0.4. Therefore, the first correction parameter is the product of the initial front motor torque distribution coefficient 0.5 and the first correction parameter 0.4, that is, 0.5*0.4. Then, the front motor distribution coefficient is the difference between the initial front motor distribution coefficient 0.5 and the first correction coefficient 0.5*0.4, that is, 0.5-0.5*0.4.

[0188] Alternatively, in response to the road gradient being greater than or equal to the second gradient, a difference between the initial front motor distribution coefficient and the second correction coefficient is determined as the front motor distribution coefficient.

[0189] For example, the initial front motor torque distribution coefficient is 0.5, and the road slope is 40%. The corresponding first correction parameter can be 7.4. Therefore, the first correction parameter is the product of the initial front motor torque distribution coefficient 0.5 and the first correction parameter 0.4, that is, 0.5*0.7. Then, the front motor distribution coefficient is the difference between the initial front motor distribution coefficient 0.5 and the first correction coefficient 0.5*0.7, that is, 0.5-0.5*0.7.

[0190] In this application, compared with the initial front motor torque distribution coefficient, the front motor distribution coefficient now determined is smaller, so that less torque is distributed to the front axle, ensuring that the front axle motor is mainly used to drive the engine, providing sufficient power for the engine, and assisting in driving the wheels, and reducing the loss caused by the front motor drive, thereby improving the vehicle's cruising range.

[0191] At the same time, reducing the front motor torque distribution coefficient reduces the front motor's requested torque, thereby increasing the rear motor's requested torque. Since the rear motor has high driving efficiency and low loss, increasing the rear motor's requested torque can improve the motor's driving efficiency, thereby reducing the motor's driving loss and increasing the vehicle's cruising range.

[0192] In some embodiments, step S221b determines the front motor allocation coefficient based on the front motor speed, the rear motor speed, the average motor speed, the vehicle speed and / or the road slope, including:

[0193] In response to the vehicle speed being less than the average motor speed, and / or the difference between the rear motor speed and the front motor speed being greater than or equal to a preset speed difference, the preset second distribution coefficient is determined as the front motor distribution coefficient, and the preset second distribution coefficient is greater than the initial front motor distribution coefficient.

[0194] Specifically, the average motor speed is an average of the front motor speed and the rear motor speed.

[0195] The vehicle speed refers to the actual speed of the vehicle. The average motor speed refers to the average speed output by the motor. Under normal circumstances, the vehicle speed and the average motor speed are the same.

[0196] If the vehicle speed is less than the average motor speed, it means that the actual vehicle speed is lower than the average speed output by the motor, indicating that the ground adhesion is insufficient and the vehicle may be on a slippery road, causing the vehicle to slip. At this time, more torque needs to be distributed to the front axle to improve the stability of the vehicle and the driving efficiency of the motor, reduce the useless work of the motor, and thus reduce the loss of the motor and improve the cruising range.

[0197] Therefore, when the vehicle speed is less than the average motor speed, it indicates insufficient ground adhesion. In this case, the torque allocated to the front motor should be increased, and a preset second distribution coefficient is determined as the front motor distribution coefficient. The preset second distribution coefficient is greater than the initial front motor distribution coefficient. For example, the initial front motor distribution coefficient is 0.5, and the preset second distribution coefficient can be 0.6 to 0.9.

[0198] Alternatively, when the difference between the rear motor speed and the front motor speed is greater than or equal to the preset speed difference, it means that the rear wheel is slipping. At this time, the rear axle torque output to the rear motor cannot be fully used to control the rotation of the wheels, resulting in a waste of driving force. Therefore, more torque needs to be distributed to the front axle so that the front axle is mainly used to drive the vehicle, avoiding the waste of driving force, thereby reducing the loss of motor drive and improving the cruising range.

[0199] At this time, the preset second distribution coefficient is determined as the front motor distribution coefficient, and the preset second distribution coefficient is greater than the initial front motor distribution coefficient. For example, the initial front motor distribution coefficient is 0.5, and the preset second distribution coefficient can be 0.6-0.9.

[0200] Among them, the preset speed difference is a preset threshold value of the front and rear motor speed difference. When the difference between the rear motor speed and the front motor speed is greater than or equal to the preset speed difference, it indicates that the rear wheel has slipped.

[0201] In the present application, when the vehicle speed is less than the average speed of the motor, or the difference between the speed of the rear motor and the speed of the front motor is greater than or equal to the preset speed difference, the motor torque allocated to the front axle is increased, and the preset second distribution coefficient is determined as the front motor distribution coefficient. In this way, more torque can be allocated to the front axle to improve the stability of the vehicle and the driving efficiency of the motor, reduce the useless work of the motor, and thereby reduce the loss of the motor and improve the cruising range.

[0202] In some embodiments, the operating information includes accelerator pedal depth, front motor speed, and rear motor speed; and step S220 of determining the front motor request torque and the rear motor request torque of the vehicle based on the operating information includes:

[0203] Step S221c: In response to the accelerator pedal depth being greater than or equal to a preset depth, and / or the difference between the front motor speed and the rear motor speed being greater than or equal to a preset speed difference, determining the sum of the gain coefficient and the initial rear motor allocation coefficient as the rear motor allocation coefficient;

[0204] Step S222c, determining the rear motor requested torque based on the total required torque and the rear motor distribution coefficient;

[0205] Step S223c: Determine the difference between the total required torque and the rear motor requested torque as the front motor requested torque.

[0206] Specifically, the preset depth is a preset accelerator pedal depth threshold value for optimizing motor torque distribution, and illustratively, the preset depth is 80%.

[0207] When the accelerator pedal depth is greater than or equal to the preset depth, it indicates that the vehicle is in a continuous acceleration condition. At this time, it is necessary to increase the torque distribution of the rear motor to increase the driving force of the rear motor, thereby improving the driving efficiency of the motor, reducing the loss of the motor drive, and thus improving the cruising range.

[0208] When the difference between the front motor speed and the rear motor speed is greater than or equal to the preset speed difference, it means that the front wheel is slipping. At this time, the front axle torque output to the front motor cannot be fully used to control the rotation of the wheels, resulting in a waste of driving force. Therefore, more torque needs to be distributed to the rear axle so that the rear axle is mainly used to drive the vehicle, avoiding the waste of driving force, thereby reducing the loss of motor drive and improving the cruising range.

[0209] Therefore, the sum of the gain coefficient and the initial rear motor allocation coefficient is determined as the rear motor allocation coefficient. The gain coefficient is the product of the initial rear motor allocation coefficient and the gain parameter, which is a preset parameter. For example, the gain parameter can be 0.5 to 0.7.

[0210] For example, taking the initial rear motor allocation coefficient as 0.5 and the gain parameter as 0.6, the product of the initial rear motor allocation coefficient 0.5 and the gain parameter 0.6, 0.5*0.6, is the gain coefficient, and the sum of the gain coefficient 0.5*0.6 and the initial rear motor allocation coefficient 0.5, that is, 0.5+0.5*0.6, is the determined rear motor allocation coefficient.

[0211] Then, the product of the total required torque and the rear motor distribution coefficient is determined as the rear motor requested torque, and the difference between the total required torque and the rear motor requested torque is determined as the front motor requested torque.

[0212] In the present application, when the accelerator pedal depth is greater than or equal to a preset depth, and / or the difference between the front motor speed and the rear motor speed is greater than or equal to a preset speed difference, the rear motor torque distribution coefficient is increased to distribute more torque to the rear axle, so that the rear axle is mainly used to drive the vehicle, avoiding waste of driving force, thereby reducing the loss of motor drive and improving cruising range.

[0213] In some embodiments, historical driving data (e.g., 1,000 hours of historical driving data) can be used to train the LSTM network. The input layer contains various parameter characteristics of the vehicle (such as SOC, vehicle speed, air conditioning power, etc.), and the output layer is the predicted energy consumption value to train a dynamic energy consumption prediction model.

[0214] Then, when the vehicle is driving, the various parameter features of the vehicle during this driving process are input into the pre-trained dynamic energy consumption prediction model, and the predicted energy consumption value of the vehicle during this driving process is output.

[0215] Then, a first energy consumption deviation value is calculated based on the predicted energy consumption value, the first actual energy consumption value, and the standard energy consumption value. Specifically, the absolute value of the difference between the predicted energy consumption value and the first actual energy consumption value is calculated as the ratio of the standard energy consumption value to the first energy consumption deviation value. In this way, a dynamic energy consumption prediction model can be introduced to further improve the accuracy of the determined first actual energy consumption value.

[0216] In some embodiments, the vehicle control method further includes:

[0217] 1. Initialization

[0218] 1.1 When the vehicle starts to move, first complete the following initialization operations:

[0219] Default torque distribution coefficient: front motor distribution coefficient: 0.5; rear motor distribution coefficient: 0.5;

[0220] Default chassis height: standard height (suitable for general road conditions)

[0221] Default air conditioning power: automatically adjusted according to the actual temperature in the car;

[0222] Default energy recovery intensity: medium intensity.

[0223] 1.2 Hardware and sensor initialization

[0224] Initializes the slope sensor, acceleration sensor, yaw rate sensor, battery management system (BMS), air conditioning system, and suspension system.

[0225] Calibrate sensors to ensure accurate data collection.

[0226] 1.3 Data collection and analysis module startup

[0227] Start the real-time data acquisition module and begin collecting the following data:

[0228] Slope (obtained via GPS or accelerometer);

[0229] Vehicle speed;

[0230] acceleration (longitudinal and lateral);

[0231] yaw rate;

[0232] Battery status (SOH, SOC);

[0233] Actual temperature inside the vehicle;

[0234] External ambient temperature.

[0235] 2. Real-time data collection and analysis

[0236] During system operation, the following data is continuously collected and analyzed:

[0237] 2.1 Slope classification

[0238] According to the slope sensor data, the current road conditions are divided into three categories:

[0239] Flat road: Slope <12% (i.e. the first slope)

[0240] Slope: 12% < slope < 30% (i.e. the second slope)

[0241] Steep slope: slope >30%.

[0242] 2.2 Driving behavior classification

[0243] According to the acceleration sensor and yaw angular velocity sensor data, the current driving behavior is judged:

[0244] Rapid acceleration: Sudden change in longitudinal acceleration (>0.5g) (i.e., the longitudinal acceleration is greater than the first acceleration);

[0245] Rapid deceleration (energy recovery): Sudden change in longitudinal acceleration (<-0.5g) (i.e., the longitudinal acceleration is less than the second acceleration);

[0246] Normal driving: Acceleration changes smoothly.

[0247] 2.3 Energy recovery condition judgment

[0248] Determine whether to increase the energy recovery power based on the battery health status (SOH) and navigation information:

[0249] High battery health: SOH>85% (i.e. the vehicle's battery health value is greater than or equal to the preset health value);

[0250] Downhill conditions in mountainous areas: the navigation displays a continuous downhill section (i.e., the road information is a continuous downhill road).

[0251] 2.4 Chassis height adjustment condition judgment

[0252] Determine whether the chassis height needs to be adjusted based on vehicle speed and driving behavior:

[0253] High-speed cruising: The vehicle speed is between 60-120 km / h and the speed variation is small (<2 km / h / s) (i.e., the average speed information is within the preset speed range and the speed change rate is less than or equal to the preset change rate);

[0254] 2.5 Determination of air conditioning power adjustment conditions

[0255] Determine whether the air conditioning power needs to be adjusted based on the actual vehicle temperature and battery cooling requirements:

[0256] The vehicle's battery level is low: SOC < 20% (i.e., the remaining battery level of the vehicle is less than the preset level);

[0257] The actual temperature inside the vehicle differs significantly from the target temperature: the difference is >3°C.

[0258] 3. Dynamically adjust strategy execution

[0259] Dynamically adjust power output strategy based on real-time data analysis results.

[0260] 3.1 Slope correction

[0261] 3.1.1 Flat road: no slope correction is performed;

[0262] Initial front motor request torque = total demand × initial front motor allocation coefficient;

[0263] Initial rear motor request torque=total demand−initial front motor request torque.

[0264] 3.1.2 Slight slope: Apply correction factor (0.1-0.5);

[0265] Front motor request torque = total demand × initial front motor allocation coefficient × (1-first correction parameter);

[0266] Rear motor request torque = total demand - front motor request torque.

[0267] 3.1.3 Steep slope: Apply correction factor (0.51-0.8);

[0268] Front motor request torque = total demand × initial front motor allocation coefficient × (1-second correction parameter);

[0269] Rear motor request torque = total demand - front motor request torque.

[0270] 3.2 Rapid acceleration conditions

[0271] Driving demand analysis:

[0272] Collect parameters such as accelerator pedal depth, motor speed, and yaw angular velocity.

[0273] Optimized torque distribution:

[0274] Prioritize increasing the rear motor drive ratio (the rear motor has higher efficiency). The specific execution logic is:

[0275] Rear motor request torque = total demand × initial rear motor allocation coefficient × (1 + gain parameter)

[0276] Front motor request torque = total demand - rear motor request torque.

[0277] If the road surface has insufficient adhesion (such as a slippery road), the front motor torque will be increased appropriately to improve stability.

[0278] 3.3 Rapid deceleration (energy recovery) condition

[0279] Energy recovery priority:

[0280] Prioritize high-proportion energy recovery through the rear motor.

[0281] Dynamic adjustment logic:

[0282] If a sudden change in longitudinal acceleration or steering input is detected, the torque distribution between the front and rear motors will be dynamically adjusted to ensure braking stability.

[0283] Specific execution logic:

[0284] Rear motor recovery power = total recovery demand × rear motor allocation coefficient × (1 + recovery gain coefficient); (i.e., the preset first allocation coefficient is determined as the rear motor allocation coefficient, and the preset first allocation coefficient is greater than the initial rear motor allocation coefficient);

[0285] Front motor recovery power = total recovery demand - rear motor recovery power.

[0286] 3.4 Other adjustment logic

[0287] 3.4.1 Energy recovery intensity:

[0288] High battery health: Increases energy recovery power (e.g., the upper limit of recovery power is increased by 20%).

[0289] Downhill conditions in mountainous areas: Improve energy recovery power (e.g. increase the upper limit of recovery power by 30%).

[0290] 3.4.2 Chassis height adjustment:

[0291] When cruising at high speeds, lower the suspension height to reduce wind resistance.

[0292] Specific logic: If the vehicle speed is between 60-120km / h and the speed change is small (<2km / h / s), lower the chassis height to the lowest position.

[0293] 3.4.3 Air conditioning power adjustment:

[0294] When the vehicle's battery level is low, increase the threshold for the difference between the actual temperature inside the vehicle and the target temperature (for example, increase the threshold from 2°C to 5°C) and reduce the use of air conditioning.

[0295] Prioritize battery cooling or insulation to improve battery discharge efficiency.

[0296] It should be noted that the method of the embodiment of the present application can be performed by a single device, such as a computer or server. The method of this embodiment can also be applied in a distributed scenario and performed by multiple devices working together. In such a distributed scenario, one of the multiple devices may only perform one or more steps of the method of the embodiment of the present application, and the multiple devices will interact with each other to complete the method.

[0297] It should be noted that the above describes some embodiments of the present application. In some cases, the actions or steps described in the above embodiments can be performed in an order different from that in the above embodiments and still achieve the desired results. In addition, the processes depicted in the accompanying drawings do not necessarily require the specific order or continuous order shown to achieve the desired results. In some embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0298] Based on the same inventive concept, corresponding to any of the above-mentioned embodiment methods, the present application also provides a vehicle control device.

[0299] refer to Figure 2 , the vehicle control device comprises:

[0300] The first determining module 100 is configured to determine a first energy consumption deviation value of the vehicle during this driving;

[0301] The first execution module 200 is configured to execute a motor torque optimization strategy in response to the first energy consumption deviation value being greater than a first preset value;

[0302] The second determining module 300 is configured to determine, after a preset period of time, a second energy consumption deviation value of the vehicle within the preset period of time;

[0303] The second execution module 400 is configured to determine and execute a target optimization strategy based on the second energy consumption deviation value, wherein the target optimization strategy includes an energy recovery strategy, an air conditioning control strategy and / or a chassis height adjustment strategy.

[0304] In some embodiments, the second execution module 400 is further configured to:

[0305] Get the vehicle's current operating information;

[0306] In response to the second energy consumption deviation value being greater than or equal to a second preset value and the operating information meeting an energy recovery condition, determining that the target optimization strategy is an energy recovery strategy and executing the energy recovery strategy, wherein the second preset value is less than the first preset value;

[0307] Alternatively, in response to the second energy consumption deviation value being greater than or equal to a second preset value and the operating information not meeting the energy recovery conditions, the target optimization strategy is determined to be the air conditioning control strategy and / or the chassis height adjustment strategy, and the air conditioning control strategy and / or the chassis height adjustment strategy is executed.

[0308] In some embodiments, the operating information includes a battery health status value of the vehicle and road information, and the road information includes a continuous downhill road and a discontinuous downhill road.

[0309] In some embodiments, the second execution module 400 is further configured to:

[0310] In response to a battery health state value of the vehicle being greater than or equal to a preset health value, and / or the road information being a continuous downhill road, determining that the operating information meets the energy recovery condition;

[0311] In response to the battery health state value of the vehicle being less than a preset health value and the road information being a discontinuous downhill road, it is determined that the operating information does not meet the energy recovery condition.

[0312] In some embodiments, the second execution module 400 is further configured to: increase the output negative torque sent to the motor; and / or, in response to the remaining power of the vehicle battery being less than a preset power, increase the temperature difference between the actual temperature in the vehicle and the air-conditioning set temperature, and reduce the proportion of battery power allocated to the air-conditioning; and / or, in response to the average vehicle speed information being within a preset vehicle speed range and the vehicle speed change rate being less than or equal to a preset change rate, lower the vehicle suspension height.

[0313] In some embodiments, the first execution module 200 is further configured to:

[0314] Get the vehicle's current operating information;

[0315] determining a front motor request torque and a rear motor request torque of the vehicle based on the operating information;

[0316] A front motor of the vehicle is controlled to rotate based on a torque requested by the front motor, and a rear motor of the vehicle is controlled to rotate based on a torque requested by the rear motor.

[0317] In some embodiments, the operational information includes longitudinal acceleration.

[0318] In some embodiments, the first execution module 200 is further configured to:

[0319] In response to the longitudinal acceleration being greater than the first acceleration or the longitudinal acceleration being less than the second acceleration, determining a preset first distribution coefficient as the rear motor distribution coefficient; wherein the preset first distribution coefficient is greater than an initial rear motor distribution coefficient; and the first acceleration is greater than the second acceleration;

[0320] Determine the difference between the total distribution coefficient and the preset first distribution coefficient as the front motor distribution coefficient;

[0321] A front motor request torque and a rear motor request torque are determined based on the total required torque, the rear motor allocation coefficient, and the front motor allocation coefficient.

[0322] In some embodiments, when the longitudinal acceleration is less than the second acceleration, the first execution module 200 is further configured to:

[0323] The updating process is executed periodically and cyclically until the updated rear motor allocation coefficient reaches a preset minimum allocation coefficient, wherein the preset minimum allocation coefficient is less than the initial rear motor allocation coefficient;

[0324] The updating process includes:

[0325] reducing the rear motor allocation coefficient according to a preset rule to obtain an updated rear motor allocation coefficient, and determining the difference between the total allocation coefficient and the updated rear motor allocation coefficient as the updated front motor allocation coefficient;

[0326] determining an updated rear motor requested torque and an updated front motor requested torque based on the total required torque, the updated rear motor allocation coefficient, and the updated front motor allocation coefficient;

[0327] The front motor is controlled to rotate based on the updated front motor request torque, and the rear motor is controlled to rotate based on the updated rear motor request torque.

[0328] In some embodiments, the operating information includes the front motor speed, the rear motor speed, the average motor speed, the vehicle speed, and the road slope.

[0329] In some embodiments, the first execution module 200 is further configured to:

[0330] determining a front motor allocation coefficient based on the front motor speed, the rear motor speed, an average motor speed, the vehicle speed, and / or the road gradient;

[0331] determining a front motor request torque based on the total required torque and the front motor distribution coefficient;

[0332] The difference between the total required torque and the front motor requested torque is determined as the rear motor requested torque.

[0333] In some embodiments, the first execution module 200 is further configured to:

[0334] In response to the road gradient being greater than the first gradient and less than the second gradient, determining a difference between the initial front motor distribution coefficient and the first correction coefficient as the front motor distribution coefficient;

[0335] Alternatively, in response to the road gradient being greater than or equal to a second gradient, determining the difference between the initial front motor allocation coefficient and a second correction coefficient as the front motor allocation coefficient; wherein the second correction coefficient is greater than the first correction coefficient;

[0336] Alternatively, in response to the vehicle speed being less than the average motor speed, and / or the difference between the rear motor speed and the front motor speed being greater than or equal to a preset speed difference, the preset second distribution coefficient is determined as the front motor distribution coefficient, and the preset second distribution coefficient is greater than the initial front motor distribution coefficient.

[0337] In some embodiments, the operating information includes accelerator pedal depth, front motor speed, and rear motor speed.

[0338] In some embodiments, the first execution module 200 is further configured to:

[0339] In response to the accelerator pedal depth being greater than or equal to a preset depth, and / or the difference between the front motor speed and the rear motor speed being greater than or equal to a preset speed difference, determining a sum of a gain coefficient and an initial rear motor distribution coefficient as a rear motor distribution coefficient;

[0340] determining a rear motor request torque based on the total required torque and the rear motor distribution coefficient;

[0341] The difference between the total required torque and the rear motor requested torque is determined as the front motor requested torque.

[0342] For the convenience of description, the above devices are described as being divided into various modules according to their functions. Of course, when implementing this application, the functions of each module can be implemented in the same or multiple software and / or hardware.

[0343] The device of the above embodiment is used to implement the corresponding vehicle control method in any of the above embodiments, and has the beneficial effects of the corresponding method embodiment, which will not be repeated here.

[0344] Based on the same inventive concept, corresponding to any of the above-mentioned embodiments and methods, the present application also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and runnable on the processor, wherein when the processor executes the program, the vehicle control method described in any of the above embodiments is implemented.

[0345] Figure 3 10 is a schematic diagram showing a more specific hardware structure of an electronic device provided in this embodiment. The device may include: a processor 1010, a memory 1020, an input / output interface 1030, a communication interface 1040, and a bus 1050. The processor 1010, the memory 1020, the input / output interface 1030, and the communication interface 1040 are communicatively connected to each other within the device via the bus 1050.

[0346] The processor 1010 can be implemented using a general-purpose CPU (Central Processing Unit), a microprocessor, an application-specific integrated circuit (ASIC), or one or more integrated circuits, and is used to execute relevant programs to implement the technical solutions provided in the embodiments of this specification.

[0347] The memory 1020 can be implemented in the form of ROM (Read Only Memory), RAM (Random Access Memory), static storage devices, dynamic storage devices, etc. The memory 1020 can store an operating system and other application programs. When the technical solutions provided in the embodiments of this specification are implemented through software or firmware, the relevant program code is stored in the memory 1020 and is called and executed by the processor 1010.

[0348] The input / output interface 1030 is used to connect input / output modules to implement information input and output. The input / output modules can be configured as components within the device (not shown in the figure) or can be externally connected to the device to provide corresponding functions. Input devices may include a keyboard, mouse, touch screen, microphone, various sensors, etc., and output devices may include a display, speaker, vibrator, indicator light, etc.

[0349] The communication interface 1040 is used to connect to a communication module (not shown) to enable communication between the device and other devices. The communication module can communicate via a wired method (such as USB, network cable, etc.) or a wireless method (such as mobile network, WiFi, Bluetooth, etc.).

[0350] The bus 1050 comprises a path for transmitting information between the various components of the device (eg, the processor 1010 , the memory 1020 , the input / output interface 1030 , and the communication interface 1040 ).

[0351] It should be noted that although the above device only shows the processor 1010, the memory 1020, the input / output interface 1030, the communication interface 1040, and the bus 1050, in a specific implementation, the device may also include other components necessary for normal operation. In addition, it will be understood by those skilled in the art that the above device may only include the components necessary to implement the embodiments of this specification, and does not necessarily include all the components shown in the figure.

[0352] The electronic device of the above embodiment is used to implement the corresponding vehicle control method in any of the above embodiments, and has the beneficial effects of the corresponding method embodiment, which will not be repeated here.

[0353] Based on the same inventive concept, corresponding to any of the above-mentioned embodiment methods, the present application also provides a non-transitory computer-readable storage medium, which stores computer instructions, and the computer instructions are used to enable the computer to execute the vehicle control method described in any of the above embodiments.

[0354] The computer-readable media of this embodiment include permanent and non-permanent, removable and non-removable media that can be used to store information 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), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technology, read-only compact disc read-only memory (CD-ROM), digital versatile disc (DVD) or other optical storage, magnetic cassettes, tape disk storage or other magnetic storage devices or any other non-transmission media that can be used to store information that can be accessed by a computing device.

[0355] The computer instructions stored in the storage medium of the above embodiment are used to enable the computer to execute the vehicle control method described in any of the above embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0356] Based on the same inventive concept, corresponding to any of the above-mentioned embodiment methods, the present application also provides a computer program product, including computer program instructions. When the computer program instructions are run on a computer, the computer executes the vehicle control method described in any of the above embodiments, which has the beneficial effects of the corresponding method embodiments and will not be repeated here.

[0357] Based on the same inventive concept, corresponding to any of the above-mentioned embodiments and methods, the present application also provides a vehicle, which includes the control device, electronic device, computer-readable storage medium or computer program product described in any of the above-mentioned embodiments.

[0358] The vehicle has the technical effects described in any of the above embodiments, which will not be repeated here.

[0359] It is understandable that before using the technical solutions of each embodiment of the present disclosure, the type, scope of use, usage scenarios, etc. of the personal information involved will be informed to the user in an appropriate manner, and the user's authorization will be obtained.

[0360] For example, in response to a user's active request, a prompt message is sent to the user to clearly inform the user that the requested operation will require the acquisition and use of the user's personal information. This allows the user to independently choose whether to provide personal information to the electronic device, application, server, storage medium, or other software or hardware that performs the operation of the disclosed technical solution based on the prompt message.

[0361] As an optional but non-limiting implementation, in response to a user's active request, the prompt information may be sent to the user in the form of a pop-up window, in which the prompt information may be presented in text form. Furthermore, the pop-up window may also contain a selection control for the user to select "agree" or "disagree" to provide personal information to the electronic device.

[0362] It is understandable that the above notification and user authorization process are merely illustrative and do not constitute a limitation on the implementation of the present disclosure. Other methods that comply with relevant laws and regulations may also be applied to the implementation of the present disclosure.

[0363] Those skilled in the art should understand that the discussion of any of the above embodiments is merely illustrative and is not intended to imply that the scope of the present application is limited to these examples. In line with the present application, the technical features in the above embodiments or different embodiments may be combined, the steps may be implemented in any order, and there are many other variations of the different aspects of the embodiments of the present application as described above, which are not provided in detail for the sake of simplicity.

[0364] In addition, for simplicity of description and discussion, and in order not to make the embodiment of the application difficult to understand, the known power supply / ground connection with integrated circuit (IC) chip and other components may or may not be shown in the accompanying drawings provided. In addition, the device can be shown in the form of a block diagram to avoid making the embodiment of the application difficult to understand, and this also takes into account the following fact, that is, the details of the embodiment of these block diagram devices are highly dependent on the platform to be implemented in the embodiment of the application (that is, these details should be fully within the scope of understanding of those skilled in the art). When specific details (for example, circuit) are set forth to describe exemplary embodiments of the application, it will be apparent to those skilled in the art that the embodiment of the application can be implemented without these specific details or when these specific details are changed. Therefore, these descriptions should be considered to be illustrative rather than restrictive.

[0365] Although the present invention has been described in conjunction with specific embodiments thereof, many alternatives, modifications, and variations of these embodiments will be apparent to those skilled in the art based on the foregoing description. For example, other memory architectures (e.g., dynamic RAM (DRAM)) may utilize the embodiments discussed.

[0366] The embodiments of the present application are intended to cover all such substitutions, modifications, and variations that fall within the broad scope of the present application. Therefore, any omissions, modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the embodiments of the present application should be included in the scope of protection of the present application.

Claims

1. A vehicle control method, characterized in that: include: Determining a first energy consumption deviation value of the vehicle during this driving; In response to the first energy consumption deviation value being greater than a first preset value, executing a motor torque optimization strategy; After a preset period of time, determining a second energy consumption deviation value of the vehicle within the preset period of time; Based on the second energy consumption deviation value, a target optimization strategy is determined and executed, wherein the target optimization strategy includes an energy recovery strategy, an air conditioning control strategy and / or a chassis height adjustment strategy.

2. The method according to claim 1, characterized in that The determining and executing a target optimization strategy based on the second energy consumption deviation value includes: Get the vehicle's current operating information; In response to the second energy consumption deviation value being greater than or equal to a second preset value and the operating information meeting an energy recovery condition, determining that the target optimization strategy is an energy recovery strategy and executing the energy recovery strategy, wherein the second preset value is less than the first preset value; Alternatively, in response to the second energy consumption deviation value being greater than or equal to a second preset value and the operating information not meeting the energy recovery conditions, the target optimization strategy is determined to be the air conditioning control strategy and / or the chassis height adjustment strategy, and the air conditioning control strategy and / or the chassis height adjustment strategy is executed.

3. The method according to claim 2, characterized in that The operation information includes a battery health status value of the vehicle and road information, wherein the road information includes a continuous downhill road and a discontinuous downhill road; The method further comprises: In response to a battery health state value of the vehicle being greater than or equal to a preset health value, and / or the road information being a continuous downhill road, determining that the operating information meets the energy recovery condition; In response to the battery health state value of the vehicle being less than a preset health value and the road information being a discontinuous downhill road, it is determined that the operating information does not meet the energy recovery condition.

4. The method according to claim 2, characterized in that The executing the energy recovery strategy includes increasing the output negative torque sent to the motor; and / or, The executing the air conditioning control strategy includes: in response to the remaining power of the vehicle battery being less than a preset power, increasing the temperature difference between the actual temperature inside the vehicle and the air conditioning set temperature, and reducing the proportion of battery power allocated to the air conditioning; and / or, The executing the chassis height adjustment strategy includes: in response to the average vehicle speed information being within a preset vehicle speed range and the vehicle speed change rate being less than or equal to a preset change rate, lowering the vehicle suspension height.

5. The method according to claim 1, characterized in that The execution of the motor torque optimization strategy includes: Get the vehicle's current operating information; determining a front motor request torque and a rear motor request torque of the vehicle based on the operating information; A front motor of the vehicle is controlled to rotate based on a torque requested by the front motor, and a rear motor of the vehicle is controlled to rotate based on a torque requested by the rear motor.

6. The method according to claim 5, characterized in that The operating information includes longitudinal acceleration; The determining, based on the operating information, the front motor request torque and the rear motor request torque of the vehicle includes: In response to the longitudinal acceleration being greater than the first acceleration or the longitudinal acceleration being less than the second acceleration, determining a preset first distribution coefficient as the rear motor distribution coefficient; wherein the preset first distribution coefficient is greater than an initial rear motor distribution coefficient; and the first acceleration is greater than the second acceleration; Determine the difference between the total distribution coefficient and the preset first distribution coefficient as the front motor distribution coefficient; A front motor request torque and a rear motor request torque are determined based on the total required torque, the rear motor allocation coefficient, and the front motor allocation coefficient.

7. The method according to claim 6, characterized in that When the longitudinal acceleration is less than the second acceleration, after controlling the rear motor to rotate based on the rear motor request torque and controlling the front motor to rotate based on the front motor request torque, the method further includes: The updating process is executed periodically and cyclically until the updated rear motor allocation coefficient reaches a preset minimum allocation coefficient, wherein the preset minimum allocation coefficient is less than the initial rear motor allocation coefficient; The updating process includes: reducing the rear motor allocation coefficient according to a preset rule to obtain an updated rear motor allocation coefficient, and determining the difference between the total allocation coefficient and the updated rear motor allocation coefficient as the updated front motor allocation coefficient; determining an updated rear motor requested torque and an updated front motor requested torque based on the total required torque, the updated rear motor allocation coefficient, and the updated front motor allocation coefficient; The front motor is controlled to rotate based on the updated front motor request torque, and the rear motor is controlled to rotate based on the updated rear motor request torque.

8. The method according to claim 5, characterized in that The operating information includes the front motor speed, the rear motor speed, the average motor speed, the vehicle speed and the road slope; The determining, based on the operating information, the front motor request torque and the rear motor request torque of the vehicle includes: determining a front motor allocation coefficient based on the front motor speed, the rear motor speed, an average motor speed, the vehicle speed, and / or the road gradient; determining a front motor request torque based on the total required torque and the front motor distribution coefficient; The difference between the total required torque and the front motor requested torque is determined as the rear motor requested torque.

9. The method according to claim 8, characterized in that The determining of the front motor allocation coefficient based on the front motor speed, the rear motor speed, the average motor speed, the vehicle speed and / or the road slope includes: In response to the road gradient being greater than the first gradient and less than the second gradient, determining a difference between the initial front motor distribution coefficient and the first correction coefficient as the front motor distribution coefficient; Alternatively, in response to the road gradient being greater than or equal to a second gradient, determining the difference between the initial front motor allocation coefficient and a second correction coefficient as the front motor allocation coefficient; wherein the second correction coefficient is greater than the first correction coefficient; Alternatively, in response to the vehicle speed being less than the average motor speed, and / or the difference between the rear motor speed and the front motor speed being greater than or equal to a preset speed difference, the preset second distribution coefficient is determined as the front motor distribution coefficient, and the preset second distribution coefficient is greater than the initial front motor distribution coefficient.

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

11. A vehicle, characterized in that: The electronic device according to claim 10.

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