Vehicle control method, storage medium and vehicle

Abstract

The invention provides a vehicle control method, a storage medium and a vehicle, and relates to the technical field of vehicles. The method comprises the following steps: acquiring a vehicle working condition; when it is detected that the vehicle is switched from the first direct drive mode to the second direct drive mode, the current power assisting function is kept activated, and other power assisting functions are forbidden to be activated; or the torque change gradients of the front axle power assisting function and the rear axle power assisting function are controlled to be the same; wherein the first direct drive mode is a direct drive mode in which the clutch is in a closed state, and the second direct drive mode is a direct drive mode in which the clutch is in a sliding friction state; or, the first direct-drive mode is a direct-drive mode in which the clutch is in a sliding friction state, and the second direct-drive mode is a direct-drive mode in which the clutch is in a closed state. According to the technical scheme provided by the invention, the problem that the vehicle rushes after the normal direct-drive mode is switched to the low-speed direct-drive mode or the low-speed direct-drive mode is switched to the normal direct-drive mode in the prior art can be solved.

Description

Technical Field

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

[0002] For hybrid vehicles, a low-speed direct-drive mode is designed to cope with slippery road conditions. In this mode, the clutch is in a slipping state, allowing a speed difference across the clutch. This allows the engine to operate at a higher speed even when the vehicle is traveling at low speeds.

[0003] After switching from normal direct drive mode (direct drive mode with the clutch in a closed state) to low-speed direct drive mode, or from low-speed direct drive mode to normal direct drive mode, the vehicle will jerk, affecting the smoothness of the vehicle's driving. Summary of the Invention

[0004] Based on the defects and shortcomings of the above-mentioned related technologies, the present application proposes a vehicle control method, storage medium and vehicle, which can solve the problem of vehicle jerking after switching from normal direct drive mode to low-speed direct drive mode or from low-speed direct drive mode to normal direct drive mode.

[0005] According to a first aspect of the present application, a vehicle control method is provided, the method comprising:

[0006] Obtain vehicle operating conditions;

[0007] When it is detected that the vehicle switches from the first direct drive mode to the second direct drive mode, the current power-assist function is kept activated and other power-assist functions are prohibited from being activated; or the torque change gradient of the front axle power-assist function and the rear axle power-assist function are controlled to be the same; wherein, the first direct drive mode is a direct drive mode in which the clutch is in a closed state, and the second direct drive mode is a direct drive mode in which the clutch is in a slipping state; or, the first direct drive mode is a direct drive mode in which the clutch is in a slipping state, and the second direct drive mode is a direct drive mode in which the clutch is in a closed state.

[0008] According to a second aspect of the present application, a vehicle control device is provided, the device comprising:

[0009] An acquisition module, used to obtain vehicle operating conditions;

[0010] a control module configured to, upon detecting that the vehicle switches from the first direct drive mode to the second direct drive mode, maintain activation of the current power assist function and prohibit activation of other power assist functions; or control the torque change gradients of the front axle power assist function and the rear axle power assist function to be the same;

[0011] Among them, the first direct drive mode is a direct drive mode in which the clutch is in a closed state, and the second direct drive mode is a direct drive mode in which the clutch is in a slipping state; or, the first direct drive mode is a direct drive mode in which the clutch is in a slipping state, and the second direct drive mode is a direct drive mode in which the clutch is in a closed state.

[0012] According to a third aspect of the present application, a vehicle is provided, comprising: a vehicle controller, wherein the vehicle controller is used to implement the vehicle control method as described in the first aspect.

[0013] According to a fourth aspect of the present application, there is provided an electronic device, comprising: a memory and a processor;

[0014] The memory is connected to the processor and is used to store programs;

[0015] The processor is used to implement the vehicle control method as described in the first aspect by running the program in the memory.

[0016] According to a fifth aspect of the present application, a storage medium is provided, on which a computer program is stored. When the computer program is executed by a processor, the vehicle control method as described in the first aspect is implemented.

[0017] According to a sixth aspect of the present application, a computer program product or a computer program is provided, wherein the computer program product includes the computer program, and when a processor executes the computer program, the steps in the vehicle control method as described in the first aspect are implemented.

[0018] In the technical solution provided in the present application, when it is detected that the vehicle switches from normal direct drive mode to low-speed direct drive mode, or when it is detected that the vehicle switches from low-speed direct drive mode to normal direct drive mode, the current power-assist function can be kept activated and other power-assist functions can be prohibited from being activated; or the power-assist function is allowed to be switched, but the torque change gradient of the current power-assist function and the other power-assist functions that need to be switched to are controlled to be the same. This can effectively avoid the problem of vehicle jerking caused by switching between the two direct drive modes, and improve the smoothness of vehicle driving during the process. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] In order to more clearly illustrate the technical solutions in the embodiments of the present 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 the present application. For ordinary technicians in this field, other drawings can be obtained based on the provided drawings without any creative work.

[0020] Figure 1 A schematic diagram of the structure of a vehicle power system provided in an embodiment of the present application;

[0021] Figure 2 A schematic flow chart of a vehicle control method provided in an embodiment of the present application;

[0022] Figure 3 One of the vehicle control logic diagrams provided in the embodiment of the present application;

[0023] Figure 4 The second vehicle control logic diagram provided in the embodiment of the present application;

[0024] Figure 5 The third vehicle control logic diagram provided in the embodiment of the present application;

[0025] Figure 6 The fourth vehicle control logic diagram provided in the embodiment of the present application;

[0026] Figure 7 A block diagram of a vehicle control device provided in an embodiment of the present application;

[0027] Figure 8 A schematic diagram of the structure of an electronic device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0028] The following will be combined with the drawings in the embodiments of this application to clearly and completely describe the technical solutions in the embodiments of this application. Obviously, the embodiments described are only part of the embodiments of this application, not all of the embodiments. Based on the embodiments in this application, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of this application.

[0029] Application Overview

[0030] In order to adapt to different road conditions and driving requirements, hybrid electric new energy vehicles usually have multiple driving modes including series mode, direct drive mode and pure electric four-wheel drive mode.

[0031] Among them, the direct drive mode can include a direct drive front drive mode and a direct drive four-wheel drive mode. Specifically, in the direct drive front drive mode, the clutch is in a closed state, and the engine and the front drive motor jointly output torque to drive the vehicle. In the direct drive four-wheel drive mode, the clutch is in a closed state, and the engine, the front drive motor and the rear drive motor jointly output torque to drive the vehicle. In the direct drive mode, the torque provided by the front drive motor also includes power assist torque (also known as front axle power assist torque), and the function of the front drive motor to provide power assist torque can also be called front axle power assist function.

[0032] In direct-drive mode, the vehicle is driven by at least the engine and the front-wheel drive motor. Therefore, the vehicle's driving force in direct-drive mode is generally greater than in other modes. However, because the clutch is closed in direct-drive mode, there is a certain speed ratio between the engine speed and vehicle speed. When the vehicle is traveling at low speeds, the engine speed is also relatively low, making it prone to stalling due to low engine speed. Therefore, new energy vehicles typically switch to pure electric four-wheel drive mode when traveling at low speeds in slippery conditions (such as icy and snowy roads). However, in winter, in addition to normal driving energy consumption, there are also energy consumption factors such as passenger compartment heating, seat heating, and defrosting and defogging. Therefore, new energy vehicles consume more energy in winter than in other seasons. Because new energy vehicles consume energy more rapidly in winter, when the high-voltage battery charge is low, the vehicle cannot support pure electric four-wheel drive mode and switches to series mode. In series mode, the engine is not driving but generates electricity through the front-wheel drive motor. The electricity generated by the front-wheel drive motor can charge the vehicle's battery pack, preventing further battery depletion. The battery pack can power the rear-drive motor, which outputs torque to drive the rear wheels (i.e. the left rear wheel and the right rear wheel) to rotate and thus drive the vehicle. In this mode, the front wheels (i.e. the left front wheel and the right front wheel) are in a driven state, and the vehicle is prone to slipping or skidding.

[0033] In response to the above problems, the low-speed direct drive mode came into being. In the low-speed direct drive mode, the clutch is in a slipping state, allowing a speed difference at both ends of the clutch. In this way, even if the vehicle is traveling at a low speed, the engine can drive the vehicle by running at a higher speed, which can effectively solve the problem of excessive power consumption when the vehicle is traveling in winter. On the other hand, in the low-speed direct drive mode, the front drive motor provides driving force, so that the front wheels are in an active state, which can effectively prevent the vehicle from skidding and drifting in snowy weather, thereby ensuring the driving safety of the vehicle. It can be understood that the low-speed direct drive mode can include a low-speed direct drive two-wheel drive mode and a low-speed direct drive four-wheel drive mode. Under slippery road conditions, the low-speed direct drive four-wheel drive mode can be given priority to further improve the safety of vehicle driving.

[0034] After switching from normal direct-drive mode to low-speed direct-drive mode, the clutch is in a slipping state, with relative slip between the clutch plates. High torque exacerbates wear. Therefore, the transmission controller (TCU) activates the torque intervention function, sending an intervention torque command to the engine to reduce engine output torque, thereby reducing wear and extending clutch life. Within the vehicle's control strategy, once the TCU torque intervention function is activated, the rear axle assist function is also activated. The rear axle assist function refers to the function where the rear-drive motor provides assist torque.

[0035] When the rear-axle assist function is activated, the front-axle assist function is disabled. Therefore, the front-axle assist torque gradually decreases to 0 Nm, while the rear-axle assist torque gradually increases. During the switching process between the front-axle assist function and the rear-axle assist function, since the gradient of the front-axle assist torque decreases and the gradient of the rear-axle assist torque increase are inconsistent (the torque change gradient is pre-calibrated), the front axle torque may decrease quickly and the rear axle torque may increase slowly, resulting in insufficient front driving force; or the front axle torque may decrease slowly and the rear axle torque may increase quickly, resulting in excessive front driving force. This will cause the vehicle to jerk, affect the smoothness of the vehicle's driving, and provide a poor driving experience.

[0036] Similarly, after switching from low-speed direct drive mode to normal direct drive mode, the rear axle assist function will switch to the front axle assist function. Similarly, due to the inconsistency between the change gradient of the front axle assist torque and the change gradient of the rear axle assist torque, the vehicle will shake, affecting the smoothness of the vehicle's driving.

[0037] To this end, an embodiment of the present application provides a vehicle control technology, which can prohibit the power-assist function from switching when it is detected that the vehicle switches from normal direct drive mode to low-speed direct drive mode, or when it is detected that the vehicle switches from low-speed direct drive mode to normal direct drive mode; or allow the power-assist function to switch, but control the torque change gradient of the current power-assist function and other power-assist functions that need to be switched to to be the same. This can effectively avoid the problem of vehicle jerking caused by switching between the two direct drive modes, thereby improving the smoothness of vehicle driving during the process.

[0038] Regarding the vehicle control technology provided in the embodiments of the present application, please see below for details.

[0039] Exemplary Methods

[0040] An embodiment of the present application provides a vehicle control method, which is applied to a hybrid vehicle, specifically a gasoline-electric hybrid vehicle.

[0041] like Figure 1 As shown, the hybrid vehicle powertrain 100 may include a front axle portion 110 and a rear axle portion 120 .

[0042] The front axle 110 may include a front drive motor, a coupling, a clutch, an engine, a front axle gearbox, a front differential, and other structures. The front drive motor is connected to the clutch via a coupling, the engine is connected to the front axle gearbox via a clutch, the front axle gearbox is connected to the front differential, and the front differential is connected to the left front wheel and the right front wheel respectively. The connection relationship between the various structures is as follows: Figure 1 shown.

[0043] The rear axle portion 120 may include a rear drive motor, a rear axle gearbox, a rear differential and other structures. The rear drive motor is connected to the rear axle gearbox, the rear axle gearbox is connected to the rear axle differential, and the rear axle differential is connected to the left rear wheel and the right rear wheel respectively. The connection relationship between the various structures is as follows: Figure 1 shown.

[0044] The front and rear axle transmissions are equipped with transmission controllers. These are the transmission's central control hub, collecting data from sensors, calculating shift timing and methods, and controlling the transmission to execute the corresponding operations.

[0045] In the embodiment of the present application, the vehicle includes a direct drive mode, which may include a normal direct drive mode and a low-speed direct drive mode.

[0046] In normal direct drive mode, the clutch is in a closed state, and in low-speed direct drive mode, the clutch is in a slipping state, and the minimum driving speed in normal direct drive mode is greater than the maximum driving speed in low-speed direct drive mode. The driving speed in normal direct drive mode is generally above 30km / h. The driving speed in low-speed direct drive mode is generally between 15 and 30km / h to meet the low-speed driving needs in slippery road conditions. It is understandable that the applicable driving speeds in normal direct drive mode and low-speed direct drive mode can be set according to actual needs and are not limited to the aforementioned speed values.

[0047] The following embodiments describe the method in detail. The following embodiments may be combined with each other, and the same or similar concepts or processes may not be described in detail in some embodiments.

[0048] like Figure 2 As shown, the method may include steps 201 to 202, as follows:

[0049] Step 201: Obtain vehicle operating conditions.

[0050] The main purpose of obtaining the vehicle operating condition is to detect whether the vehicle switches from the first direct drive mode to the second direct drive mode.

[0051] Wherein, when the first direct drive mode is the normal direct drive mode, the second direct drive mode is the low-speed direct drive mode. When the first direct drive mode is the low-speed direct drive mode, the second direct drive mode is the normal direct drive mode.

[0052] Step 202: When it is detected that the vehicle switches from the first direct drive mode to the second direct drive mode, keep the current power assist function activated and prohibit activation of other power assist functions; or control the torque change gradient of the current power assist function and other power assist functions to be the same.

[0053] The "other power-assisting functions" mentioned here are the power-assisting functions that need to be switched to if a power-assisting function switch occurs. For example, when the first direct drive mode is the normal direct drive mode and the second direct drive mode is the low-speed direct drive mode, the current power-assisting function is the currently activated front axle power-assisting function, while the "other power-assisting functions" may be the rear axle power-assisting functions. For another example, when the first direct drive mode is the low-speed direct drive mode and the second direct drive mode is the normal direct drive mode, the current power-assisting function is the currently activated rear axle power-assisting function, while the "other power-assisting functions" may be the front axle power-assisting function.

[0054] like Figure 3 As shown, in the related art, the front axle assist function is generally activated when the actual operating mode is the direct drive mode and the clutch state is not open (including the closed state and the slip state), and the TCU torque intervention function is not activated. Figure 4 As shown, once the TCU torque intervention function is activated, the rear axle assist function is activated and the front axle assist function is turned off. Therefore, after switching from the normal direct drive mode to the low-speed direct drive mode, the front axle assist function will be switched to the rear axle assist function due to the activation of the TCU torque intervention function.

[0055] Similarly, after switching from low-speed direct drive mode to normal direct drive mode, the TCU torque intervention function is disabled, causing the rear axle power assist function to switch to the front axle power assist function. During this switching process, the inconsistent torque gradients between the front and rear axle power assist functions can cause the vehicle to jerk, affecting the smoothness of the vehicle's ride.

[0056] To this end, the present invention proposes a vehicle control method that, upon detecting that the vehicle has switched from normal direct drive mode to low-speed direct drive mode, maintains the activation of the front axle assist function and prohibits the activation of the rear axle assist function. Thus, even after the vehicle switches back from low-speed direct drive mode to normal direct drive mode, the front axle assist function remains activated, preventing the rear axle assist function from switching to the front axle assist function.

[0057] like Figure 5 As shown, when the actual operating mode is the direct drive mode (including the first direct drive mode and the second direct drive mode) and the clutch state is non-open (including the closed state and the sliding state), the front axle power assist function is kept activated and the rear axle power assist function is prohibited from being activated. This can effectively avoid switching between the front and rear axle power assist functions, thereby overcoming the vehicle jerking problem caused by switching between the front and rear axle power assist functions, which is beneficial to improving the smoothness of vehicle driving and thus improving the driving experience.

[0058] In addition, considering that after the vehicle is started, it may directly enter the low-speed direct drive mode, or enter the low-speed direct drive mode from the pure electric mode, in such cases, the rear axle power-assist function will be activated first. In this way, after switching from the low-speed direct drive mode to the normal direct drive mode, the rear axle power-assist function may still be turned off, while the front axle power-assist function is activated, that is, the front and rear axle power-assist functions are switched. Therefore, for such situations, that is, when it is detected that the vehicle switches from the low-speed direct drive mode to the normal direct drive mode, and the low-speed direct drive mode at this time is directly entered after the vehicle is started, or when it is switched from the pure electric mode, the rear axle power-assist function can be kept activated and the front axle power-assist function can be prohibited from being activated, thereby avoiding the switching of the front and rear axle power-assist functions and improving the smoothness of vehicle driving.

[0059] Furthermore, the vehicle control method proposed in the embodiment of the present application can also allow the front and rear axle power-assist functions to be switched when it is detected that the vehicle is switched from the first direct drive mode to the second direct drive mode, but at the same time control the torque change gradient of the current power-assist function and other power-assist functions to be the same. This can also effectively avoid the problem of vehicle jerking when the front and rear axle power-assist functions are switched, improve the smoothness of vehicle driving, and thus improve the driving experience.

[0060] Among them, the control strategy of keeping the current power-assisting function activated and prohibiting the activation of other power-assisting functions can solve the technical problem more simply and directly, and requires less modification to the vehicle. Therefore, the former can be preferred for vehicle control according to actual needs.

[0061] In some optional embodiments, when the first direct drive mode is the normal direct drive mode and the second direct drive mode is the low-speed direct drive mode, "maintaining activation of the current power-assist function and prohibiting activation of other power-assist functions" in step 102 may include:

[0062] After switching to the second direct drive mode, if it is detected that the transmission controller sends an intervention torque command to the engine, the rear axle power assist function is prohibited from being activated and the front axle power assist function remains activated.

[0063] The intervention torque instruction described here is used to reduce the output torque of the engine.

[0064] In an embodiment of the present application, after the driving mode is switched from the normal direct drive mode to the low-speed direct drive mode, if it is detected that the TCU torque intervention function is activated, that is, it is detected that the transmission controller sends an intervention torque instruction to the engine, the front axle assist function can be prevented from being turned off by prohibiting the activation of the rear axle assist function, so that the front axle assist function is always activated in the low-speed direct drive mode, thereby effectively avoiding the switching of the front and rear axle assist functions, overcoming the vehicle jerking problem caused by the switching of the front and rear axle assist functions, and improving the smoothness of vehicle driving.

[0065] It is understandable that when it is detected that the normal direct drive mode is switched to the low-speed direct drive mode, a control strategy of prohibiting the activation of the rear axle power assist function and keeping the front axle power assist function activated may be executed to further ensure that the control purpose is achieved.

[0066] In some optional embodiments, when the first direct drive mode is the low-speed direct drive mode and the second direct drive mode is the normal direct drive mode, "maintaining activation of the current power-assist function and prohibiting activation of other power-assist functions" in step 102 may include:

[0067] After switching to the second direct drive mode, if the first direct drive mode meets the target conditions and it is detected that the transmission controller stops sending the intervention torque command to the engine, the front axle power assist function is prohibited from being activated and the rear axle power assist function remains activated.

[0068] The target condition described here is that the first direct drive mode is not switched to the second direct drive mode, that is, the low-speed direct drive mode at this time is not switched from the normal direct drive mode. For example, the vehicle directly enters the low-speed direct drive mode after starting, or is switched from the pure electric mode.

[0069] In an embodiment of the present application, after the driving mode is switched from the low-speed direct drive mode to the normal direct drive mode, if it is detected that the TCU torque intervention function is turned off, that is, the transmission controller stops sending the intervention torque instruction to the engine, and the low-speed direct drive mode at this time is not switched from the normal direct drive mode, the rear axle assist function can be prevented from being turned off by prohibiting the activation of the front axle assist function, so that the rear axle assist function is always activated in the low-speed direct drive mode, thereby effectively avoiding the switching of the front and rear axle assist functions, overcoming the vehicle jerking problem caused by the switching of the front and rear axle assist functions, and improving the smoothness of vehicle driving.

[0070] It is understandable that for the above situation, when it is detected that the low-speed direct drive mode is switched to the normal direct drive mode, a control strategy of prohibiting the activation of the front axle power assist function and keeping the rear axle power assist function activated can be executed to further ensure that the control purpose is achieved.

[0071] In some optional embodiments, when the first direct drive mode is the normal direct drive mode and the second direct drive mode is the low-speed direct drive mode, "controlling the torque change gradients of the front axle power assist function and the rear axle power assist function to be the same" in step 102 may include:

[0072] After switching to the second direct drive mode, if it is detected that the transmission controller sends an intervention torque command to the engine, the rear axle assist function is activated and the front axle assist function is turned off, and the torque change gradient of the rear axle assist function and the front axle assist function is controlled to be the same.

[0073] In an embodiment of the present application, after the driving mode is switched from the normal direct drive mode to the low-speed direct drive mode, if it is detected that the TCU torque intervention function is activated, that is, it is detected that the transmission controller sends an intervention torque instruction to the engine, then the rear axle assist function can be activated and the front axle assist function can be turned off according to the original vehicle control strategy. At the same time, the torque change gradient of the rear axle assist function and the front axle assist function can be controlled to be the same, thereby effectively avoiding the vehicle jerking problem caused by inconsistent torque change gradients when switching between the front and rear axle assist functions, thereby improving the smoothness of vehicle driving.

[0074] The torque gradient used in this process can be obtained based on experimental calibration. After the driving mode is switched from normal direct drive mode to low-speed direct drive mode, the torque gradient that matches the current torque situation (such as the front axle assist torque) can be obtained and used.

[0075] In some optional embodiments, when the first direct drive mode is the low-speed direct drive mode and the second direct drive mode is the normal direct drive mode, "controlling the torque change gradients of the front axle power assist function and the rear axle power assist function to be the same" in step 102 may include:

[0076] After switching to the second direct drive mode, if it is detected that the transmission controller stops sending the intervention torque command to the engine, the front axle power assist function is activated and the rear axle power assist function is turned off, and the torque change gradient of the rear axle power assist function and the front axle power assist function is controlled to be the same.

[0077] In an embodiment of the present application, after the driving mode is switched from the low-speed direct drive mode to the normal direct drive mode, if it is detected that the TCU torque intervention function is turned off, that is, it is detected that the transmission controller stops sending the intervention torque instruction to the engine, the front axle assist function can be activated and the rear axle assist function can be turned off according to the original vehicle control strategy. At the same time, the torque change gradient of the rear axle assist function and the front axle assist function can be controlled to be the same, thereby effectively avoiding the vehicle jerking problem caused by inconsistent torque change gradients when the front and rear axle assist functions are switched, thereby improving the smoothness of vehicle driving.

[0078] The torque gradient used in this process can be obtained based on experimental calibration. After the driving mode is switched from low-speed direct drive mode to normal direct drive mode, the torque gradient that matches the current torque situation (such as the rear axle assist torque) can be obtained and used.

[0079] In some optional embodiments, after controlling the torque change gradients of the rear axle assist function and the front axle assist function to be the same, the method may further include:

[0080] When the output torque of the target power-assisting function is a preset value, the torque change gradients of the rear axle power-assisting function and the front axle power-assisting function are controlled to be restored to normal values.

[0081] The target assist function described here is the assist function that is turned off after switching to the second direct drive mode. For example, when the second direct drive mode is the low-speed direct drive mode, the target assist function is the front axle assist function; when the second direct drive mode is the normal direct drive mode, the target assist function is the rear axle assist function.

[0082] The normal value of the torque change gradient of the rear axle power assist function is different from the normal value of the torque change gradient of the front axle power assist function.

[0083] The preset value herein is a relatively small torque value, which may be 0 Nm or a torque value close to 0. When the output torque of the disabled power-assist function reaches the preset value, it indicates that the switching between the front and rear axle power-assist functions is about to be completed or has been completely completed. At this point, the normal torque gradient of the rear and front axle power-assist functions can be restored to avoid affecting normal torque control.

[0084] In some optional embodiments, after the vehicle is started and in the first direct drive mode, the vehicle operating conditions can be obtained in real time or periodically to detect whether the vehicle switches from the first direct drive mode to the second direct drive mode.

[0085] Optionally, since the driving speeds of the first direct drive mode and the second direct drive mode are different, it is also possible to determine whether to obtain the vehicle operating condition based on the driving speed. For example, when the vehicle is in normal direct drive mode and the driving speed gradually decreases for a preset time, the vehicle operating condition is obtained in real time or at a fixed time to detect whether the vehicle switches from normal direct drive mode to low-speed direct drive mode, thereby reducing invalid judgment operations. The preset time length described here can be set according to actual needs. For another example, when the vehicle is in low-speed direct drive mode and the driving speed gradually increases for a preset time, the vehicle operating condition is obtained in real time or at a fixed time to detect whether the vehicle switches from low-speed direct drive mode to normal direct drive mode, thereby reducing invalid judgment operations.

[0086] Of course, it is also possible to obtain the vehicle operating conditions in real time or periodically when the vehicle is in normal direct drive mode and the driving speed gradually decreases and decreases to the first speed threshold to detect whether the vehicle has switched from normal direct drive mode to low-speed direct drive mode, thereby further reducing invalid judgment operations. Wherein, the first speed threshold described here is greater than the maximum driving speed in low-speed direct drive mode. For example, if the maximum driving speed in low-speed direct drive mode is 30km / h, the first speed threshold can be set to 31km / h or 32km / h, etc. It can be seen that the difference between the two is small. It can be understood that the first speed threshold can be set specifically according to actual needs.

[0087] Similarly, when the vehicle is in low-speed direct drive mode and the driving speed gradually increases and reaches the second speed threshold, the vehicle operating condition can be obtained in real time or at regular intervals to detect whether the vehicle has switched from low-speed direct drive mode to normal direct drive mode. The second speed threshold mentioned here is less than the minimum driving speed in normal direct drive mode. For example, if the minimum driving speed in normal direct drive mode is 31km / h, the second speed threshold can be set to 30km / h or 29km / h, etc. It can be seen that the difference between the two is small. It can be understood that the second speed threshold can be set specifically according to actual needs.

[0088] Optionally, since the low-speed direct drive mode is mainly used in slippery road conditions such as cold, icy or snowy weather, it is also possible to determine whether to obtain the vehicle operating conditions based on the current environment to detect whether the vehicle switches from the first direct drive mode to the second direct drive mode, thereby improving the effectiveness of the judgment.

[0089] Therefore, step 201: obtaining the vehicle operating condition may include: obtaining the vehicle operating condition when it is detected that the current road condition is a slippery road condition.

[0090] When the current road condition is slippery, the probability of the vehicle using low-speed direct drive mode is high. Therefore, it may happen that the normal direct drive mode switches to the low-speed direct drive mode, or the low-speed direct drive mode switches to the normal direct drive mode (the road surface is no longer slippery). Therefore, the vehicle operating condition can be obtained when it is detected that the current road condition is slippery.

[0091] In this embodiment, the vehicle can determine whether the current road condition is a slippery road condition by collecting road surface images and / or obtaining weather information.

[0092] For example, based on weather information, if it is determined that the current weather is snowy or rainy, and the weather temperature is less than a temperature threshold (a temperature value less than 0), and the road surface is prone to icing, it can be determined that the current road condition is slippery.

[0093] For another example, if the road surface characteristics determined based on the collected road surface image match the road surface characteristics of ice and / or snow, it can be determined that the current road condition is a slippery road condition.

[0094] For example, if the road surface features determined based on the collected road image match those of an icy and / or snowy road surface, and if the current temperature is less than a temperature threshold (a temperature value less than 0) and / or the weather information determines that the current weather is snowy or rainy, the current road condition can be determined to be slippery. Combining image and weather information for judgment can improve judgment accuracy, eliminate interference factors in the image that may affect road surface feature judgment, such as blurred white road lines, and avoid inaccurate weather information.

[0095] Finally, it should be noted that Figure 6 As shown, in some cases, when the front axle power assist function is activated (corresponding to Figure 6 In the "yes" branch of the front axle assist function), the front-wheel drive motor needs to output not only the front-axle assist torque calculated by the vehicle controller, but also the front-wheel drive motor torque requested by the vehicle controller (i.e., the torque required by the front-wheel drive motor to drive the front wheels). Therefore, the final torque output by the front-wheel drive motor is the sum of the two. Figure 6 The front-wheel drive motor outputs the front-wheel drive motor torque requested by the vehicle controller.

[0096] To sum up, in the embodiment of the present application, when it is detected that the vehicle switches from normal direct drive mode to low-speed direct drive mode, or when it is detected that the vehicle switches from low-speed direct drive mode to normal direct drive mode, the current power-assist function can be kept activated and other power-assist functions can be prohibited from being activated; or the power-assist function is allowed to be switched, but the torque change gradient of the current power-assist function and the other power-assist functions that need to be switched to are controlled to be the same. This can effectively avoid the problem of vehicle jerking caused by switching between the two direct drive modes, thereby improving the smoothness of vehicle driving during the process.

[0097] Exemplary devices

[0098] Correspondingly, an embodiment of the present application further provides a vehicle control device, which is applied to a hybrid vehicle, specifically a gasoline-electric hybrid vehicle.

[0099] like Figure 7 As shown, the device may include:

[0100] The acquisition module 701 is used to acquire the vehicle operating condition.

[0101] The control module 702 keeps the current power-assisting function activated and prohibits the activation of other power-assisting functions when detecting that the vehicle switches from the first direct drive mode to the second direct drive mode; or controls the torque change gradient of the current power-assisting function and the other power-assisting functions to be the same.

[0102] Among them, the first direct drive mode is a direct drive mode in which the clutch is in a closed state, and the second direct drive mode is a direct drive mode in which the clutch is in a slipping state; or, the first direct drive mode is a direct drive mode in which the clutch is in a slipping state, and the second direct drive mode is a direct drive mode in which the clutch is in a closed state.

[0103] In some optional embodiments, when the first direct drive mode is a direct drive mode with the clutch in a closed state and the second direct drive mode is a direct drive mode with the clutch in a slipping state, the current power assist function is a front axle power assist function, and the other power assist functions are rear axle power assist functions.

[0104] When the first direct drive mode is a direct drive mode in which the clutch is in a slipping state and the second direct drive mode is a direct drive mode in which the clutch is in a closed state, the current power assist function is a rear axle power assist function and the other power assist function is a front axle power assist function.

[0105] In some optional embodiments, when the first direct drive mode is a direct drive mode in which the clutch is in a closed state and the second direct drive mode is a direct drive mode in which the clutch is in a slipping state, the control module 702 may be specifically configured to:

[0106] After switching to the second direct drive mode, if it is detected that the transmission controller sends an intervention torque command to the engine, the front axle power assist function remains activated and the rear axle power assist function is prohibited from being activated.

[0107] The intervention torque instruction is used to reduce the output torque of the engine.

[0108] In some optional embodiments, when the first direct drive mode is a direct drive mode in which the clutch is in a slipping state and the second direct drive mode is a direct drive mode in which the clutch is in a closed state, the control module 702 may be specifically configured to:

[0109] After switching to the second direct drive mode, if the first direct drive mode meets the target conditions and it is detected that the transmission controller stops sending the intervention torque command to the engine, the rear axle power assist function remains activated and the front axle power assist function is prohibited from being activated.

[0110] The intervention torque instruction is used to reduce the output torque of the engine; and the target condition is that the first direct drive mode is not switched to the second direct drive mode.

[0111] In some optional embodiments, when the first direct drive mode is a direct drive mode in which the clutch is in a closed state and the second direct drive mode is a direct drive mode in which the clutch is in a slipping state, the control module 702 may be specifically configured to:

[0112] After switching to the second direct drive mode, if it is detected that the transmission controller sends an intervention torque command to the engine, the rear axle assist function is activated and the front axle assist function is turned off, and the torque change gradient of the rear axle assist function and the front axle assist function is controlled to be the same.

[0113] In some optional embodiments, when the first direct drive mode is a direct drive mode in which the clutch is in a slipping state and the second direct drive mode is a direct drive mode in which the clutch is in a closed state, the control module 702 is specifically configured to:

[0114] After switching to the second direct drive mode, if it is detected that the transmission controller stops sending the intervention torque instruction to the engine, the front axle assist function is activated and the rear axle assist function is turned off, and the torque change gradient of the rear axle assist function and the front axle assist function is controlled to be the same.

[0115] In some optional embodiments, the control module 702 may also be configured to:

[0116] When the output torque of the target power-assisting function is a preset value, the torque change gradients of the rear axle power-assisting function and the front axle power-assisting function are controlled to be restored to normal values.

[0117] Among them, the target power assist function is the power assist function that is turned off after switching to the second direct drive mode; the normal value of the torque change gradient of the rear axle power assist function is different from the normal value of the torque change gradient of the front axle power assist function.

[0118] The vehicle control device provided in the embodiment of the present application can keep the current power-assist function activated and prohibit the activation of other power-assist functions when detecting that the vehicle switches from normal direct drive mode to low-speed direct drive mode, or when detecting that the vehicle switches from low-speed direct drive mode to normal direct drive mode; or allow the power-assist function to be switched, but control the torque change gradient of the current power-assist function and the other power-assist functions that need to be switched to be the same. This can effectively avoid the problem of vehicle jerking caused by switching between the two direct drive modes, thereby improving the smoothness of vehicle driving during the process.

[0119] The vehicle control device provided in this embodiment is based on the same concept as the vehicle control method provided in the above embodiments of this application. It can execute the vehicle control method provided in any of the above embodiments of this application and has the corresponding functional modules and beneficial effects. For technical details not fully described in this embodiment, please refer to the specific processing content of the vehicle control method provided in the above embodiments of this application, and will not be repeated here.

[0120] It should be understood that the modules in the above vehicle control device can be implemented in the form of a processor calling software. For example, the device includes a processor connected to a memory storing instructions. The memory calls the instructions stored in the memory to implement any of the above methods or the functions of each unit of the device. The processor can be a general-purpose processor, such as a CPU or microprocessor, and the memory can be internal or external to the device. Alternatively, the units in the device can be implemented in the form of hardware circuits. The functions of some or all of the units can be implemented through the design of the hardware circuits. The hardware circuits can be understood as one or more processors. For example, in one implementation, the hardware circuit is an ASIC, and the functions of some or all of the above units can be implemented through the design of the logical relationships between the components within the circuits. In another implementation, the hardware circuit can be implemented using a PLD, such as an FPGA, which can include a large number of logic gate circuits. The connections between the logic gates are configured using a configuration file to implement the functions of some or all of the above units. All units of the above device can be implemented entirely through the processor calling software, entirely through hardware circuits, or partially through the processor calling software, with the remaining components implemented in hardware circuits.

[0121] In an embodiment of the present application, a processor is a circuit with the ability to process signals. In one implementation, the processor may be a circuit with the ability to read and execute instructions, such as a CPU, a microprocessor, a GPU, or a DSP. In another implementation, the processor may implement certain functions through the logical relationship of a hardware circuit, and the logical relationship of the hardware circuit may be fixed or reconfigurable, such as a hardware circuit implemented by an ASIC or PLD, such as an FPGA. In a reconfigurable hardware circuit, the process of the processor loading a configuration document to implement the configuration of the hardware circuit can be understood as the process of the processor loading instructions to implement the functions of some or all of the above units. In addition, it can also be a hardware circuit designed for artificial intelligence, which can be understood as an ASIC, such as an NPU, TPU, DPU, etc.

[0122] It can be seen that each unit in the above device can be one or more processors (or processing circuits) configured to implement the above method, such as: CPU, GPU, NPU, TPU, DPU, microprocessor, DSP, ASIC, FPGA, or a combination of at least two of these processor forms.

[0123] In addition, the various units in the above apparatus may be fully or partially integrated together, or may be implemented independently. In one implementation, these units are integrated together and implemented in the form of a system-on-chip (SOC). The SOC may include at least one processor for implementing any of the above methods or implementing the functions of the various units of the apparatus. The at least one processor may be of different types, such as a CPU and an FPGA, a CPU and an artificial intelligence processor, a CPU and a GPU, etc.

[0124] Exemplary electronic devices

[0125] The present application also provides an electronic device, such as Figure 8 As shown, the electronic device includes: a memory 800 and a processor 810.

[0126] The memory 800 is connected to the processor 810 and is used to store programs.

[0127] The processor 810 is configured to implement the vehicle control method in the above embodiment by running the program stored in the memory 800 .

[0128] Specifically, the electronic device may further include: a communication interface 820 , an input device 830 , an output device 840 and a bus 850 .

[0129] The processor 810, the memory 800, the communication interface 820, the input device 830 and the output device 840 are interconnected via a bus.

[0130] Bus 850 may include a pathway for transferring information between the various components of the computer system.

[0131] Processor 810 can be a general-purpose processor, such as a general-purpose central processing unit (CPU), a microprocessor, or the like, or an application-specific integrated circuit (ASIC), or one or more integrated circuits for controlling the execution of the program of the present invention. It can also be a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA), or other programmable logic device, discrete gate or transistor logic device, or discrete hardware components.

[0132] The processor 810 may include a main processor, and may also include a baseband chip, a modem, and the like.

[0133] The memory 800 stores a program for executing the technical solution of the present invention, and may also store an operating system and other key services. Specifically, the program may include program code, and the program code includes computer operating instructions. More specifically, the memory 800 may include read-only memory (ROM), other types of static storage devices that can store static information and instructions, random access memory (RAM), other types of dynamic storage devices that can store information and instructions, disk storage, flash, etc.

[0134] The input device 830 may include a device for receiving data and information input by a user, such as a keyboard, a mouse, a camera, a scanner, a light pen, a voice input device, a touch screen, a pedometer, or a gravity sensor.

[0135] Output device 840 may include devices that allow information to be output to a user, such as a display screen, printer, speakers, etc.

[0136] The communication interface 820 may include any transceiver or similar device for communicating with other devices or communication networks, such as Ethernet, Radio Access Network (RAN), Wireless Local Area Network (WLAN), etc.

[0137] The processor 810 executes the program stored in the memory 800 and calls other devices, which can be used to implement the various steps of the vehicle control method provided in the above embodiments of the present application.

[0138] Example Vehicle

[0139] The present application also provides a vehicle, such as Figure 1 As shown, the vehicle powertrain 100 may include a front axle portion 110 and a rear axle portion 120 .

[0140] The front axle 110 may include a front drive motor, a coupling, a clutch, an engine, a front axle gearbox, a front differential, and other structures. The front drive motor is connected to the clutch via a coupling, the engine is connected to the front axle gearbox via a clutch, the front axle gearbox is connected to the front differential, and the front differential is connected to the left front wheel and the right front wheel respectively. The connection relationship between the various structures is as follows: Figure 1 shown.

[0141] The rear axle portion 120 may include a rear drive motor, a rear axle gearbox, a rear differential and other structures. The rear drive motor is connected to the rear axle gearbox, the rear axle gearbox is connected to the rear axle differential, and the rear axle differential is connected to the left rear wheel and the right rear wheel respectively. The connection relationship between the various structures is as follows: Figure 1 shown.

[0142] The front and rear axle transmissions are equipped with a Transmission Control Unit (TCU). This unit is the transmission's central control center, collecting data through sensors, calculating the timing and method of shifting gears, and controlling the transmission to execute the corresponding operations.

[0143] Optionally, the hybrid vehicle may be a vehicle equipped with a dedicated hybrid transmission (DHT), for example, a DHT-2 architecture hybrid new energy vehicle.

[0144] In the embodiment of the present application, the vehicle includes a direct drive mode, which may include a normal direct drive mode and a low-speed direct drive mode.

[0145] In normal direct drive mode, the clutch is in a closed state, and in low-speed direct drive mode, the clutch is in a slipping state, and the minimum driving speed in normal direct drive mode is greater than the maximum driving speed in low-speed direct drive mode. The driving speed in normal direct drive mode is generally above 30km / h. The driving speed in low-speed direct drive mode is generally between 15 and 30km / h to meet the low-speed driving needs in slippery road conditions. It is understandable that the applicable driving speeds in normal direct drive mode and low-speed direct drive mode can be set according to actual needs and are not limited to the aforementioned speed values.

[0146] The vehicle further includes the electronic device in the above embodiment, which may be a vehicle controller, and the vehicle controller is used to implement the vehicle control method described in the above embodiment.

[0147] Exemplary computer program products and storage media

[0148] In addition to the above-mentioned methods and devices, an embodiment of the present application may also be a computer program product, which includes computer program instructions, which, when executed by a processor, enable the processor to execute the steps in the vehicle control method described in the embodiment of the present application.

[0149] The computer program product may be implemented in hardware, software, or a combination thereof. In one embodiment, the computer program product is implemented as a computer storage medium. In another embodiment, the computer program product is implemented as a software product, such as a software development kit (SDK).

[0150] The computer program product may be written in any combination of one or more programming languages to implement the program code for performing the operations of the embodiments of the present application, including object-oriented programming languages such as Java, C++, and conventional procedural programming languages such as "C" or similar programming languages. The program code may be executed entirely on the user's computing device, partially on the user's computing device, as a standalone software package, partially on the user's computing device and partially on a remote computing device, or entirely on a remote computing device or server.

[0151] In addition, an embodiment of the present application may also be a storage medium on which a computer program is stored, and the computer program is executed by a processor to execute the steps of the vehicle control method described in the embodiment of the present application.

[0152] In addition, an embodiment of the present application may also be a chip, which includes a processor and a data interface. The processor reads instructions stored in the memory through the data interface to execute the steps in the vehicle control method described in the embodiment of the present application.

[0153] For the sake of simplicity, the aforementioned method embodiments are described as a series of action combinations. However, those skilled in the art should be aware that this application is not limited by the order of the actions described, because according to this application, certain steps can be performed in other orders or simultaneously. Secondly, those skilled in the art should also be aware that the embodiments described in this specification are all preferred embodiments, and the actions and modules involved are not necessarily required by this application.

[0154] It should be noted that the various embodiments in this specification are described in a progressive manner, with each embodiment focusing on the differences from other embodiments. Similarities between the various embodiments can be referred to in conjunction with each other. For device embodiments, since they are generally similar to method embodiments, their description is relatively simple, and for relevant details, reference can be made to the description of the method embodiments.

[0155] The steps in the methods of each embodiment of the present application can be adjusted in sequence, merged, and deleted according to actual needs, and the technical features recorded in each embodiment can be replaced or combined.

[0156] The modules and sub-modules in the apparatus and terminal in each embodiment of the present application can be merged, divided, and deleted according to actual needs.

[0157] In the several embodiments provided in this application, it should be understood that the disclosed terminals, devices, and methods can be implemented in other ways. For example, the terminal embodiments described above are merely illustrative. For example, the division of modules or submodules is merely a logical function division. In actual implementation, there may be other division methods, such as multiple submodules or modules can be combined or integrated into another module, or some features can be ignored or not executed. In addition, the mutual coupling or direct coupling or communication connection shown or discussed can be an indirect coupling or communication connection through some interface, device or module, which can be electrical, mechanical or other forms.

[0158] The modules or submodules described as separate components may or may not be physically separate, and the components of the modules or submodules may or may not be physical modules or submodules, that is, they may be located in one place or distributed across multiple network modules or submodules. Some or all of the modules or submodules may be selected to achieve the purpose of this embodiment according to actual needs.

[0159] In addition, each functional module or submodule in each embodiment of the present application may be integrated into a processing module, or each module or submodule may exist physically separately, or two or more modules or submodules may be integrated into a single module. The above-mentioned integrated modules or submodules may be implemented in the form of hardware or software functional modules or submodules.

[0160] Professionals may further appreciate that the units and algorithm steps of each example described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, computer software, or a combination of the two. In order to clearly illustrate the interchangeability of hardware and software, the above description has generally described the components and steps of each example according to their functions. Whether these functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. Professionals and technicians may use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0161] The steps of the methods or algorithms described in conjunction with the embodiments disclosed herein may be implemented directly using hardware, software units executed by a processor, or a combination of the two. The software units may be placed in random access memory (RAM), internal memory, read-only memory (ROM), electrically programmable ROM, electrically erasable programmable ROM, registers, hard disk, removable disk, CD-ROM, or any other form of storage medium known in the art.

[0162] Finally, it should be noted that, in this document, relational terms such as first and second, etc., are used only to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any actual relationship or order between these entities or operations. Moreover, the terms "comprises," "comprising," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or device comprising a series of elements includes not only those elements, but also other elements not explicitly listed, or elements inherent to such process, method, article, or device. In the absence of further limitations, an element defined by the phrase "comprising a ..." does not exclude the presence of additional identical elements in the process, method, article, or device comprising the element.

Claims

1. A vehicle control method, characterized in that: The method comprises: Obtain vehicle operating conditions; When it is detected that the vehicle switches from the first direct drive mode to the second direct drive mode, the current power-assist function is kept activated and other power-assist functions are prohibited from being activated; or the torque change gradient of the current power-assist function and the other power-assist functions is controlled to be the same; wherein, the first direct drive mode is a direct drive mode in which the clutch is in a closed state, and the second direct drive mode is a direct drive mode in which the clutch is in a slipping state; or, the first direct drive mode is a direct drive mode in which the clutch is in a slipping state, and the second direct drive mode is a direct drive mode in which the clutch is in a closed state.

2. The vehicle control method according to claim 1, characterized in that: When the first direct drive mode is a direct drive mode with the clutch in a closed state and the second direct drive mode is a direct drive mode with the clutch in a slipping state, the current power-assist function is a front axle power-assist function, and the other power-assist function is a rear axle power-assist function; When the first direct drive mode is a direct drive mode in which the clutch is in a slipping state and the second direct drive mode is a direct drive mode in which the clutch is in a closed state, the current power assist function is a rear axle power assist function and the other power assist function is a front axle power assist function.

3. The vehicle control method according to claim 2, characterized in that: When the first direct drive mode is a direct drive mode in which the clutch is in a closed state and the second direct drive mode is a direct drive mode in which the clutch is in a slipping state, maintaining activation of the current power assist function and prohibiting activation of other power assist functions include: After switching to the second direct drive mode, if it is detected that the transmission controller sends an intervention torque instruction to the engine, the front axle assist function remains activated and the rear axle assist function is prohibited from being activated; wherein, the intervention torque instruction is used to reduce the output torque of the engine.

4. The vehicle control method according to claim 2, characterized in that: When the first direct drive mode is a direct drive mode in which the clutch is in a slipping state and the second direct drive mode is a direct drive mode in which the clutch is in a closed state, maintaining activation of the current power assist function and prohibiting activation of other power assist functions include: After switching to the second direct drive mode, if the first direct drive mode meets the target conditions and it is detected that the transmission controller stops sending the intervention torque instruction to the engine, the rear axle assist function remains activated and the front axle assist function is prohibited from being activated; wherein, the intervention torque instruction is used to reduce the output torque of the engine; the target condition is that the first direct drive mode is not the second direct drive mode to which it is switched.

5. The vehicle control method according to claim 2, characterized in that: When the first direct drive mode is a direct drive mode in which the clutch is in a closed state and the second direct drive mode is a direct drive mode in which the clutch is in a slipping state, the torque change gradients of controlling the front axle power assist function and the rear axle power assist function are the same, including: After switching to the second direct drive mode, if it is detected that the transmission controller sends an intervention torque command to the engine, the rear axle assist function is activated and the front axle assist function is turned off, and the torque change gradient of the rear axle assist function and the front axle assist function is controlled to be the same.

6. The vehicle control method according to claim 2, characterized in that: When the first direct drive mode is a direct drive mode in which the clutch is in a slipping state and the second direct drive mode is a direct drive mode in which the clutch is in a closed state, the torque change gradients of controlling the front axle power assist function and the rear axle power assist function are the same, including: After switching to the second direct drive mode, if it is detected that the transmission controller stops sending the intervention torque instruction to the engine, the front axle assist function is activated and the rear axle assist function is turned off, and the torque change gradient of the rear axle assist function and the front axle assist function is controlled to be the same.

7. The vehicle control method according to claim 1, 2, 5 or 6, characterized in that: After controlling the rear axle power assist function and the front axle power assist function to have the same torque change gradient, the method further includes: When the output torque of the target power-assisting function is a preset value, the torque change gradient of the rear axle power-assisting function and the front axle power-assisting function is controlled to be restored to a normal value; wherein, the target power-assisting function is the power-assisting function that is turned off after switching to the second direct drive mode; the normal value of the torque change gradient of the rear axle power-assisting function is different from the normal value of the torque change gradient of the front axle power-assisting function.

8. The vehicle control method according to claim 1, wherein: The obtaining of the vehicle operating condition includes: When it is detected that the current road condition is a slippery road condition, the vehicle operating condition is obtained.

9. A storage medium, characterized in that: The storage medium stores a computer program, and when the computer program is executed by the processor, the vehicle control method according to any one of claims 1 to 8 is implemented.

10. A vehicle, characterized in that: include: A vehicle controller, wherein the vehicle controller is used to implement the vehicle control method according to any one of claims 1 to 8.

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