Vehicle control method and device, vehicle, storage medium and program product

Abstract

The invention relates to a vehicle control method and device, a vehicle, a storage medium and a program product, and the method comprises the steps that the instantaneous driving torque of a driving motor is determined in response to the fact that a locked-rotor heat protection condition is met; and according to the instantaneous driving torque and the slope of the current driving road surface, the driving force output of the driving motor is controlled to be reduced, and the braking force output of a braking system is controlled to be increased. Therefore, when the locked-rotor heat protection condition is met, the torque of the driving motor is accurately controlled according to the instantaneous driving torque and the gradient of the current driving road surface, and the braking system is cooperated to work, so that overheating of the driving motor due to long-time locked-rotor can be effectively prevented, the damage risk of parts is reduced, and the service life of the motor is prolonged; power output can be accurately matched, insufficient power of the vehicle is avoided, the driving stability is guaranteed, and the performance and reliability of a vehicle power system are enhanced.

Description

TECHNICAL FIELD

[0001] The present disclosure relates to the technical field of vehicle control, and particularly relates to a vehicle control method and device, vehicle, storage medium and program product. BACKGROUND

[0002] The driving motor of a vehicle may enter a locked-rotor state due to mechanical jamming, sudden load change or system failure during operation. When locked-rotor, the current sharply rises (up to 5-10 times the rated current), and the motor may overheat due to long-term locked-rotor, causing rapid winding temperature rise, resulting in demagnetization of permanent magnets or insulation damage, thereby affecting the performance and service life of the motor. SUMMARY

[0003] To overcome the problems in the related art, the present disclosure provides a vehicle control method and device, vehicle, storage medium and program product.

[0004] According to a first aspect of an embodiment of the present disclosure, a vehicle control method is provided, comprising: in response to a locked-rotor anti-heat condition being met, determining an instantaneous driving torque of a driving motor; and controlling driving force output of the driving motor to decrease and brake force output of a brake system to increase according to the instantaneous driving torque and a current driving road surface slope.

[0005] The above technical solution, when the locked-rotor anti-heat condition is met, accurately controls the driving motor torque according to the instantaneous driving torque and the current driving road surface slope, and cooperates with the brake system to work, which can effectively prevent the driving motor from overheating due to long-term locked-rotor, reduce the risk of component damage, and prolong the service life of the motor; can accurately match the power output, avoid the vehicle from having insufficient power, ensure driving stability, and enhance the performance and reliability of the vehicle power system.

[0006] In some possible implementation manners, the controlling the driving force output of the driving motor to decrease and the brake force output of the brake system to increase according to the instantaneous driving torque and the current driving road surface slope comprises: determining a locked-rotor torque range according to the current driving road surface slope and vehicle calibration information; and controlling the driving force output of the driving motor to decrease and the brake force output of the brake system to increase according to the instantaneous driving torque and the locked-rotor torque range.

[0007] The technical solution is based on the current driving road slope and vehicle calibration information to determine the stall torque range, fully considers the force characteristics and operation requirements of the vehicle under different slopes, and makes the torque control more accurate and adaptive. In combination with the instantaneous driving torque, the driving force output of the driving motor and the braking force output of the braking system are dynamically regulated. Not only the ability to prevent the driving motor from overheating due to stall is strengthened, the risk of component damage is effectively reduced, and the service life of the motor is prolonged, but also the power output can be more accurately matched to avoid the situation of insufficient or excessive power of the vehicle, and the stability and safety of the vehicle driving on complex slope road conditions are ensured.

[0008] In some possible implementations, the determination of the stall torque range according to the current driving road slope and the vehicle calibration information comprises: determining a gravity component of the vehicle along the road surface according to the current driving road slope; determining a driving wheel end torque of the vehicle according to an acceleration threshold value in the vehicle calibration information and vehicle information; and determining the stall torque range according to the gravity component, a preset wheel end torque in the vehicle calibration information, and the driving wheel end torque.

[0009] The technical solution first calculates the gravity component of the vehicle according to the road slope, accurately considers the influence of the slope on the force of the vehicle, and then determines the driving wheel end torque in combination with the acceleration threshold value and the vehicle information to match the actual driving capability of the vehicle. Finally, the stall torque range is determined by comprehensively considering the gravity component, the preset wheel end torque, and the driving wheel end torque, which effectively prevents the motor from overheating, ensures the adaptation of the power output to the road conditions, and improves the driving stability and safety of the vehicle.

[0010] In some possible implementations, the acceleration threshold value comprises an acceleration lower limit threshold value and an acceleration upper limit threshold value, and the determination of the stall torque range according to the gravity component, the preset wheel end torque in the vehicle calibration information, and the driving wheel end torque comprises: determining a stall lower limit threshold value of the stall torque range by subtracting the difference between the preset wheel end torque and the driving wheel end torque corresponding to the acceleration lower limit threshold value from the gravity component; and determining a stall upper limit threshold value of the stall torque range by adding the sum of the gravity component, the preset wheel end torque, and the driving wheel end torque corresponding to the acceleration upper limit threshold value.

[0011] The technical solution finely divides the acceleration threshold value, calculates the stall lower limit threshold value by using the acceleration lower limit threshold value, can ensure that the motor has enough torque to overcome the gravity and basic resistance when stalling under low load, and avoid the situation of insufficient power; calculates the stall upper limit threshold value by using the acceleration upper limit threshold value, can prevent the motor from overheating and being damaged due to excessive torque when stalling under high load. Thus, the stall torque range is accurately determined, accurate boundaries are provided for the motor torque control, and the driving safety of the vehicle and the stable operation of the motor are ensured.

[0012] In some possible implementation manners, the controlling the driving force output of the driving motor to decrease and the brake force output of the brake system to increase according to the instantaneous driving torque and the stall torque range comprises: If the instantaneous driving torque is in the stall torque range, the driving motor is controlled to decrease the driving force output according to a torque change rate, and the brake system is controlled to increase the brake force output according to a brake force increase rate.

[0013] The above technical solution can avoid overheat of the motor due to continuous high-torque operation when the instantaneous driving torque is in the stall torque range, effectively protect internal components of the motor, and prolong the service life of the motor. Meanwhile, the brake system is controlled to increase the brake force output according to the brake force increase rate, which can accurately balance the vehicle power, prevent the vehicle from sliding down a slope or losing control due to the decrease of the driving force, ensure the stability and safety of the vehicle in complex working conditions, and improve the overall driving performance.

[0014] In some possible implementation manners, the method further comprises: in response to satisfying a stall exit condition, controlling the driving force output of the driving motor according to a requested torque; wherein the stall exit condition comprises that the instantaneous driving torque is switched from being in the stall torque range to being out of the stall torque range.

[0015] The above technical solution can quickly respond and accurately control the driving force output of the driving motor according to the requested torque when the stall exit condition is satisfied, that is, the instantaneous driving torque is switched from being in the stall torque range to being out of the stall torque range. This can make the motor quickly get rid of the stall limitation and timely restore to the normal working state, avoiding the influence on the performance due to the abnormal control for a long time. Meanwhile, the accurate adjustment of the driving force output can ensure smooth transition of the vehicle power, improve the fluency and stability of driving, and enhance the driving experience and safety.

[0016] In some possible implementation manners, before the controlling the driving force output of the driving motor according to the requested torque, the method comprises: determining that the instantaneous driving torque is not in a hysteresis range.

[0017] The above technical solution determines that the instantaneous driving torque is not in the hysteresis range before controlling the driving force output of the driving motor according to the requested torque. The exclusion of the hysteresis range can effectively avoid repeated control due to fluctuation of the torque near the critical value, prevent overheat and increased energy consumption of the motor due to frequent adjustment of the driving force, and the like. In this way, the driving motor can accurately and stably output the driving force according to the requested torque, the vehicle power can be more quickly and stably responded, the comfort and maneuverability of driving can be greatly improved, and the vehicle can be efficiently and safely operated in various working conditions.

[0018] In some possible implementation manners, the method further includes: if the instantaneous driving torque is in the hysteresis interval, maintaining the driving motor to reduce the driving force output according to the torque change rate and the braking system to increase the braking force output according to the braking force rise rate.

[0019] The above technical solution, when the instantaneous driving torque is in the hysteresis interval, maintains the driving motor to reduce the driving force according to the predetermined torque change rate and the braking system to increase the braking force output according to the braking force rise rate, which can avoid frequent switching of control caused by slight fluctuations of the torque in the hysteresis interval, and ensure the continuity and stability of power adjustment. It not only prevents the motor from generating additional load and overheating risk due to sudden change of the driving force, but also ensures the braking system to smoothly increase the braking force, so that the vehicle can run more safely and smoothly under complex working conditions, and greatly improves the accuracy and reliability of overall power control.

[0020] In some possible implementation manners, the hysteresis interval includes one or more of the following: an upper limit hysteresis interval with the upper limit threshold of the locked-rotor torque interval as a lower limit value and a hysteresis upper limit threshold as an upper limit value; a lower limit hysteresis interval with the lower limit threshold of the locked-rotor torque interval as an upper limit value and a hysteresis lower limit threshold as a lower limit value.

[0021] The above technical solution has the upper limit hysteresis interval with the upper limit threshold as a lower limit value, which can avoid triggering intense adjustment as soon as the instantaneous driving torque just breaks through the upper limit, reduce frequent mutations of the motor driving force and the braking force, and reduce system loss and jerk. The lower limit hysteresis interval has the lower limit threshold as an upper limit value, which can prevent the torque from changing the control strategy when it is slightly lower than the lower limit, and ensure the stability of power output.

[0022] In some possible implementation manners, the hysteresis upper limit threshold is determined by: determining a gravity component of the vehicle along a road surface according to a current driving road surface slope; determining a maximum driving wheel end torque of the vehicle according to a calibration upper limit threshold in the vehicle calibration information and vehicle information, wherein the calibration upper limit threshold is greater than an acceleration upper limit threshold in the vehicle calibration information; and determining the sum of the gravity component, the preset wheel end torque and the maximum driving wheel end torque as the hysteresis upper limit threshold.

[0023] The above technical solution calculates the gravity component of the vehicle according to the road surface slope, accurately considers the influence of the slope, determines the maximum driving wheel end torque according to the calibration upper limit threshold and the vehicle information, and fits the actual performance of the vehicle. The sum of the three values is determined as the hysteresis upper limit threshold, which can provide a reasonable buffer interval for motor control. It avoids frequent adjustment caused by slight fluctuations of the torque, reduces motor loss and failure risk, ensures stable power output of the vehicle when driving on complex slope road surfaces, and improves driving safety and reliability.

[0024] In some possible implementation manners, the hysteresis lower limit threshold is determined by: determining a gravity component of the vehicle along a road surface according to a current road surface slope; determining a minimum driving wheel end torque of the vehicle according to a calibrated lower limit threshold in the vehicle calibration information and vehicle information, wherein the calibrated lower limit threshold is smaller than an acceleration lower limit threshold in the vehicle calibration information; and determining the difference between the gravity component and the preset wheel end torque and the minimum driving wheel end torque as the hysteresis lower limit threshold.

[0025] The technical solution determines the gravity component of the vehicle based on the road surface slope, and accurately captures the influence of the terrain on the force acting on the vehicle. The minimum driving wheel end torque is obtained in combination with the calibrated lower limit threshold and the vehicle information, which is consistent with the actual driving capability of the vehicle. The hysteresis lower limit threshold is determined through specific operation, which can effectively avoid frequent start-stop or adjustment of the motor when the torque is close to the lower limit threshold, reduce energy loss and component wear, ensure the stability of the vehicle power output, and improve the safety and reliability of driving.

[0026] In some possible implementation manners, the determining the instantaneous driving torque of the driving motor comprises: determining the instantaneous driving torque of the driving motor according to the instantaneous acceleration of the vehicle, the vehicle calibration information, and the current road surface slope.

[0027] The technical solution comprehensively considers the instantaneous acceleration of the vehicle, can reflect the change in the power demand of the vehicle in real time, combines the vehicle calibration information to fully utilize inherent performance parameters of the vehicle, and takes into account the current road surface slope to accurately consider the influence of the terrain on the force acting on the vehicle. The instantaneous driving torque of the driving motor can be accurately and dynamically obtained, the motor output is highly matched with the actual working condition, and the vehicle power performance, driving stability, and energy utilization efficiency are effectively improved.

[0028] In some possible implementation manners, the determining the instantaneous driving torque of the driving motor according to the instantaneous acceleration of the vehicle, the vehicle calibration information, and the current road surface slope comprises: determining an acceleration wheel end torque according to the instantaneous acceleration of the vehicle, the vehicle mass, and the tire radius in the vehicle calibration information; determining a gravity component of the vehicle along a road surface according to a current road surface slope; and determining the instantaneous driving torque of the driving motor according to the acceleration wheel end torque, the gravity component, and a preset wheel end torque in the vehicle calibration information.

[0029] The technical solution uses the instantaneous acceleration, the vehicle mass and the tire radius to determine the acceleration wheel end torque, accurately reflects the power demand when the vehicle accelerates, calculates the gravity component in combination with the road slope, fully considers the influence of the terrain on the force of the vehicle, and finally determines the instantaneous driving torque by comprehensively considering the acceleration wheel end torque, the gravity component and the preset wheel end torque, so that the motor can accurately output power according to the actual working condition, effectively improves the power matching degree of the vehicle, enhances the driving stability, reduces the energy consumption, and guarantees the driving safety and comfort.

[0030] In some possible implementations, the stall protection condition includes that the vehicle speed is less than a preset vehicle speed threshold, the current driving road slope is greater than a preset slope threshold, the vehicle is in a preset gear, and a target component temperature of the driving motor meets a thermal protection condition.

[0031] The vehicle speed is less than the preset threshold, which can focus on the low-speed stall scene; the road slope is greater than the preset value, which can accurately identify the working condition that is prone to cause excessive load of the motor, such as climbing; the preset gear is limited, which can optimize the control according to the power characteristics of the specific gear; the target component temperature of the driving motor meets the thermal protection condition, which can prevent the overheating risk in time. The multiple conditions are coordinated, the stall protection strategy can be accurately triggered in advance, the motor can be effectively protected, the service life of the motor can be prolonged, and the stable operation of the vehicle under complex working conditions can be guaranteed.

[0032] According to a second aspect of the embodiments of the present disclosure, a vehicle control device is provided, including: The determining module is configured to determine an instantaneous driving torque of the driving motor in response to the stall protection condition being met; and the control module is configured to control the driving force output of the driving motor to decrease and the braking force output of the braking system to increase according to the instantaneous driving torque and a current driving road slope.

[0033] In some possible implementations, the control module includes a determining submodule configured to determine a stall torque range according to the current driving road slope and vehicle calibration information; and a control submodule configured to control the driving force output of the driving motor to decrease and the braking force output of the braking system to increase according to the instantaneous driving torque and the stall torque range.

[0034] In some possible implementations, the determining submodule is configured to determine a gravity component of the vehicle along the road surface according to the current driving road slope, determine a driving wheel end torque of the vehicle according to an acceleration threshold in the vehicle calibration information and vehicle information, and determine the stall torque range according to the gravity component, a preset wheel end torque in the vehicle calibration information and the driving wheel end torque.

[0035] In some possible implementation manners, the acceleration threshold includes an acceleration lower threshold and an acceleration upper threshold, and the determining sub-module is configured to: determine, as a lower locked-rotor threshold of the locked-rotor torque range, a difference between the gravity component and a drive wheel end torque corresponding to the acceleration lower threshold and the preset wheel end torque; and determine, as an upper locked-rotor threshold of the locked-rotor torque range, a sum of the gravity component, the preset wheel end torque, and a drive wheel end torque corresponding to the acceleration upper threshold.

[0036] In some possible implementation manners, the control sub-module is configured to: if the instantaneous driving torque is in the locked-rotor torque range, control the driving motor to reduce driving force output at a torque change rate and control the braking system to increase braking force output at a braking force rise rate.

[0037] In some possible implementation manners, the control sub-module is further configured to: in response to a locked-rotor exit condition being met, control driving force output of the driving motor according to a requested torque; and the locked-rotor exit condition includes that the instantaneous driving torque is switched from being in the locked-rotor torque range to being out of the locked-rotor torque range.

[0038] In some possible implementation manners, the control sub-module is further configured to, before the driving force output of the driving motor is controlled according to the requested torque, determine that the instantaneous driving torque is not in a hysteresis range.

[0039] In some possible implementation manners, the hysteresis range includes one or more of: an upper hysteresis range with a lower limit value being the upper locked-rotor threshold of the locked-rotor torque range and an upper limit value being a hysteresis upper limit threshold; and a lower hysteresis range with an upper limit value being the lower locked-rotor threshold of the locked-rotor torque range and a lower limit value being a hysteresis lower limit threshold.

[0040] In some possible implementation manners, the determining module is configured to: determine the instantaneous driving torque of the driving motor according to an instantaneous acceleration of the vehicle, vehicle calibration information, and a current driving road surface slope.

[0041] In some possible implementation manners, the locked-rotor heat prevention condition includes that a vehicle speed is less than a preset vehicle speed threshold, a current driving road surface slope is greater than a preset slope threshold, the vehicle is in a preset gear, and a target component temperature of the driving motor meets a heat protection condition.

[0042] According to a third aspect of the embodiments of the present disclosure, a vehicle is provided, including: a processor; a memory for storing processor-executable instructions; and wherein the processor is configured to execute the executable instructions stored in the memory to implement the method in any of the first aspect.

[0043] According to a fourth aspect of the embodiments of the present disclosure, a computer readable storage medium is provided, having stored thereon a computer program which, when executed by a processor, implements the steps of the method of any one of the first aspect.

[0044] According to a fifth aspect of the embodiments of the present disclosure, a computer program product is provided, comprising a computer program which, when executed by a processor, implements the steps of the method of any one of the first aspect.

[0045] It should be understood that the general description above and the following detailed description are only exemplary and explanatory, and are not limiting of the present disclosure. BRIEF DESCRIPTION OF DRAWINGS

[0046] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present disclosure and serve to explain the principles of the present disclosure, in which:

[0047] Figure 1 is a flowchart of a vehicle control method according to an exemplary embodiment.

[0048] Figure 2 is a timing flowchart of a vehicle control method according to an exemplary embodiment.

[0049] Figure 3 is a flowchart of a vehicle control method according to an exemplary embodiment. Figure 1 is a flowchart of step S12 in the method.

[0050] Figure 4 is a decomposition diagram of a gravity component according to an exemplary embodiment.

[0051] Figure 5 is a diagram of a stall torque interval and a hysteresis interval according to an exemplary embodiment.

[0052] Figure 6 is a diagram of a motor thermal protection function enablement satisfaction condition according to an exemplary embodiment.

[0053] Figure 7 is a block diagram of a vehicle control device according to an exemplary embodiment.

[0054] Figure 8 is a block diagram of a vehicle according to an exemplary embodiment. DETAILED DESCRIPTION

[0055] The exemplary embodiments will be described in detail herein with reference to the attached drawings. In the following description, like reference numerals refer to like elements throughout the description. The following exemplary embodiments described herein represent the best currently known modes of implementing aspects of the present disclosure. However, the principles and concepts of the present disclosure can be implemented in any number of other systems and methods within the scope of the present disclosure.

[0056] It should be noted that all the actions of acquiring signals, information or data in the present disclosure are carried out in compliance with the corresponding data protection regulations and policies of the country where the device is located, and with the authorization given by the owner of the corresponding device.

[0057] Before introducing the vehicle control method provided by the embodiments of the present disclosure, first introduce the related technology and the technical defects. The current motor stall overheat protection control method or protection method is mainly to determine the current thermal state of the motor according to the temperature (including stator temperature, rotor temperature, power module temperature, important node temperature estimated by thermal network model) and stall time, and then determine the available torque according to the thermal state, and at the same time, limit the maximum available torque of the motor when the thermal state reaches the threshold. However, by limiting the maximum available torque of the motor through the thermal state, although the motor can be effectively protected, the maximum available capacity of the motor is sacrificed, thereby affecting the power performance of the vehicle.

[0058] In another scenario, after identifying the motor stall, the heat loss of the electric drive system is relieved by adjusting the carrier frequency of the controller, or the temperature rise of the electric drive system is inhibited by increasing the working power of the cooling unit (such as cooling oil pump, cooling water pump, etc.). However, by adjusting the carrier frequency of the controller or increasing the working power of the cooling unit (cooling oil pump, cooling water pump), although the temperature rise of the entire electric drive system can be relieved, the energy consumption of the system will be significantly increased.

[0059] In another scenario, when the driver's driving operation is determined to be forward climbing according to the gear information and the accelerator information, a torque instruction is sent to the MCU, the MCU executes the torque output according to the VCU instruction, the EPB reads the MCU torque execution state in the vehicle bus, and when the executed torque is greater than the tightening torque recorded in the EPB controller, the EPB motor is unlocked. However, using the vehicle forward climbing as the timing of EPB cut-in, the cut-in timing is not suitable, especially the cut-in timing is late, resulting in insufficient power output. Moreover, the torque switching of two actuators is involved, and there is a delay in the instruction transmission in the control process, and the coordination is inconsistent, and there is also a problem of insufficient power output.

[0060] Figure 1is a flow chart of a vehicle control method according to an exemplary embodiment, applied to a vehicle, the vehicle control method provided by the present disclosure can take the vehicle control unit (VCU) as the execution subject, as shown in Figure 1 The vehicle control method comprises the following steps.

[0061] In step S11, in response to the satisfaction of the stall heat prevention condition, the instantaneous driving torque of the driving motor is determined.

[0062] The stall heat prevention condition is a condition set for judging whether the driving motor is in a stall condition that may cause an overheating risk. The instantaneous driving torque is the torque value actually output by the driving motor at the current moment, which reflects the ability of the motor to drive the vehicle forward or to overcome resistance, and changes in real time with the driving conditions, load conditions and other factors of the vehicle.

[0063] In the embodiment of the present disclosure, during the operation of the vehicle, various parameters can be continuously monitored to determine whether the stall heat prevention condition is met. In the case where the stall heat prevention condition is met, it indicates that the driving motor is in a dangerous stall condition that may overheat. Related data can be collected through sensors such as motor internal temperature sensors, and combined with the pre-set algorithms and models in the control system of the vehicle, to determine the instantaneous driving torque of the driving motor at the current moment. For example, the vehicle control unit can accurately calculate the instantaneous driving torque actually output by the motor according to the motor speed, current, voltage and other parameters, using the motor characteristic curve and torque calculation formula.

[0064] In step S12, the driving force output of the driving motor is reduced and the braking force output of the braking system is increased according to the instantaneous driving torque and the current driving road slope.

[0065] The reduction amount of the driving force output is less than or equal to the increase amount of the braking force output.

[0066] The current driving road slope is the angle between the road on which the vehicle is driving and the horizontal plane, which affects the gravity component that needs to be overcome when the vehicle is driving. The larger the slope, the greater the power required by the vehicle when climbing uphill, and the greater the load on the braking system when descending. The driving force output is the force generated by the driving motor and transmitted to the driving wheels of the vehicle, which is used to drive the vehicle forward or accelerate, and its size is related to the output torque of the driving motor and the transmission ratio of the transmission system and other factors. The braking force output is the force generated by the braking system and acting on the wheels of the vehicle, which is used to slow down or stop the vehicle, and its size can be controlled by the brake pedal stroke, braking system pressure adjustment and other methods.

[0067] In the embodiment of the present disclosure, referring to Figure 2As shown, the motor controller MCU (Motor Control Unit) can obtain motor temperature and other information, and feed back to the vehicle controller. The motor temperature can include, for example, stator temperature and temperature rise information, rotor temperature and temperature rise information, power module temperature and temperature rise information in the controller, and key node temperature and temperature rise information. The key nodes can include transistors, capacitors, and the like in the controller. After determining the instantaneous driving torque of the driving motor, the vehicle controller can control the driving force output of the driving motor and the braking force output of the braking system in combination with the current driving road slope. For example, according to the instantaneous driving torque and the road slope, the control signal (such as current, voltage, etc.) of the driving motor is adjusted by the motor controller, so as to change the output torque of the motor, and then adjust the driving force. For example, when driving uphill, if the instantaneous driving torque is insufficient to cause the driving motor to have a risk of stalling and overheating, the driving motor can output a smaller torque to reduce the driving force, so as to avoid continuously outputting a larger torque to cause the driving motor to have a higher temperature.

[0068] At the same time, according to the road slope and the driving state of the vehicle (such as vehicle speed, acceleration, etc.), the braking pressure is adjusted by the electronic brake control module EBCM (Electronic Brake Control Module) of the braking system, so as to control the braking force output, so as to compensate for the driving force by the braking force, and avoid the vehicle from sliding in the case that the driving force is reduced and the driving motor is protected. The braking system control increases the braking pressure. Through the cooperative control of the driving force and the braking force, the vehicle can be safely and stably driven on different road slopes.

[0069] The above technical solution can accurately control the driving motor torque and cooperate with the braking system according to the instantaneous driving torque and the current driving road slope when the stalling and overheating condition is met, which can effectively prevent the driving motor from being overheated due to long-time stalling, reduce the risk of component damage, and prolong the service life of the motor. The power output can be accurately matched to avoid the vehicle from having insufficient power, ensure the driving stability, and enhance the performance and reliability of the vehicle power system.

[0070] In some possible implementations, referring to Figure 3 As shown, in step S12, the driving force output of the driving motor is controlled to decrease and the braking force output of the braking system is controlled to increase according to the instantaneous driving torque and the current driving road slope, which includes: In step S121, the stalling torque range is determined according to the current driving road slope and vehicle calibration information. In the embodiments of the present disclosure, the vehicle calibration information can include vehicle speed, vehicle gear, vehicle mass, tire rolling radius, and constant resistance independent of speed, such as static friction component in tire rolling resistance, mechanical transmission loss, and the like.

[0071] In the embodiments of the present disclosure, the stall torque range is determined according to the current road slope and vehicle calibration information. First, the current road slope value can be obtained from the sensor. Then, in combination with the relevant parameters in the vehicle calibration information, such as the curb weight of the vehicle, the power system characteristics, etc., the preset algorithm is used for calculation.

[0072] Different road slopes will affect the resistance of the vehicle during driving. The resistance increases when going uphill, and decreases when going downhill with an accelerating trend. According to the changes of these resistances and the power performance of the vehicle, a suitable torque range can be determined as the stall torque range. For example, when going uphill with a large slope, the vehicle needs more driving force, and at this time the upper limit of the stall torque range will be increased accordingly. The stall torque range is dynamically adjusted to adapt to different slope stall driving conditions.

[0073] In step S122, the driving force output of the driving motor and the brake force output of the brake system are controlled to decrease and increase, respectively, according to the instantaneous driving torque and the stall torque range.

[0074] The decrease of the driving force output is achieved by adjusting the control parameters of the driving motor, such as the current, voltage, etc., so as to reduce the torque output by the motor, thereby reducing the driving force transmitted to the driving wheels, and reducing the power and heat generation of the driving motor in the stall condition. The increase of the brake force output is achieved by increasing the brake pressure of the brake system, so as to increase the friction force generated by the brake on the wheels, and thereby increase the brake force, which compensates for the decrease of the driving force.

[0075] In the embodiments of the present disclosure, the obtained instantaneous driving torque is compared with the determined stall torque range. The stall torque range can also be referred to as the motor stall heat protection function enabling range. If the instantaneous driving torque is within the stall torque range, it indicates that the motor may be in a stall risk condition, and a control instruction is issued at this time. For the driving motor, the control signal of the motor is adjusted by the motor controller, such as reducing the power supply current or voltage of the motor, so as to reduce the output torque of the motor, and thereby reduce the driving force output. For the brake system, a signal is sent to the electronic control module of the brake system to control the brake pressure adjusting device (such as a vacuum booster, a hydraulic adjusting valve, etc.) to increase the brake pressure, so as to increase the force of the brake on the wheels, thereby increasing the brake force output.

[0076] Through the cooperative control of the driving force and the brake force, the damage of the motor due to stall can be avoided, and at the same time the driving safety and stability of the vehicle under different road slopes can be ensured. If the instantaneous driving torque is not within the stall torque range, the current driving force and brake force output states are maintained.

[0077] The technical solution is based on the current driving road slope and vehicle calibration information to determine the stall torque range, fully considers the force characteristics and operation requirements of the vehicle under different slopes, and makes the torque control more accurate and adaptive. In combination with the instantaneous driving torque, the driving force output of the driving motor and the braking force output of the braking system are dynamically regulated. Not only the ability to prevent the driving motor from overheating due to stall is strengthened, the risk of component damage is effectively reduced, and the service life of the motor is prolonged, but also the power output can be more accurately matched to avoid the situation of insufficient or excessive power of the vehicle, and the stability and safety of the vehicle driving on complex slope road conditions are ensured.

[0078] In some possible implementations, in step S121, the stall torque range is determined according to the current driving road slope and vehicle calibration information, including: According to the current driving road slope, the gravity component of the vehicle along the road surface is determined.

[0079] The gravity component of the vehicle along the road surface is that when the vehicle drives on a road surface with a slope, the gravity of the vehicle itself is decomposed into two components, one of which is the force along the road surface. This component behaves as resistance to the vehicle's forward progress on an uphill slope, and as a force to accelerate the vehicle's downhill slide on a downhill slope.

[0080] Referring to Figure 4 When the vehicle drives on an uphill road surface, the driving force F_drive that the driving motor of the vehicle can currently provide is upward along the road surface, the gravity is vertically downward, and can be decomposed into the gravity component G_x along the road surface and the gravity component G_y perpendicular to the road surface, and the vehicle driving resistance F_friction is downward along the road surface.

[0081] In the embodiments of the present disclosure, the slope value of the current driving road surface is obtained in real time by the sensors (such as an inclination sensor and an inertial measurement unit) installed on the vehicle. By calculating the gravity component, the force along the road surface that the vehicle experiences when driving on a slope road surface can be accurately understood.

[0082] According to the acceleration threshold in the vehicle calibration information and the vehicle information, the driving wheel end torque of the vehicle is determined.

[0083] The acceleration threshold in the vehicle calibration information is an upper limit value of an acceleration range that is pre-set according to the power performance, safety requirements and other factors of the vehicle. When the acceleration of the vehicle exceeds this threshold, it may mean that the vehicle is in an abnormal acceleration state, and it is necessary to consider whether the motor is at risk of stall.

[0084] The vehicle information includes the curb weight of the vehicle, the driving form (such as front drive, rear drive, four-wheel drive), the transmission ratio of the transmission system, and other information related to the power transmission and performance of the vehicle. These information reflect the basic characteristics and power transmission capability of the vehicle.

[0085] The drive wheel end torque of the vehicle is the torque transmitted to the drive wheel of the vehicle, which is the direct power source for driving the vehicle to move forward, and its size depends on the output torque of the engine or motor and the transmission efficiency of the transmission system and other factors.

[0086] In the embodiments of the present disclosure, the acceleration threshold is obtained from the vehicle calibration information. Then, the drive wheel end torque is calculated according to the parameters such as the curb weight in the vehicle information and the transmission ratio of the transmission system, which reflects the upper limit of the torque required by the drive wheel under normal acceleration conditions.

[0087] According to the gravity component, the preset wheel end torque in the vehicle calibration information and the drive wheel end torque, the stall torque range is determined.

[0088] The preset wheel end torque in the vehicle calibration information is a wheel end torque value preset according to the power system characteristics of the vehicle, safety standards and other factors. The preset wheel end torque is based on the torque output capability of the drive motor in the normal working range and the driving safety of the vehicle, and is used as a reference value for judging whether the motor is in an abnormal working state.

[0089] The stall torque range is used to judge whether the drive motor is in a torque state that may cause stall or overheating and other adverse working conditions. When the output torque of the motor is in this range, it indicates that the motor may face a large load and has a risk of stall, and corresponding control adjustment is needed to avoid damage.

[0090] In the embodiments of the present disclosure, by determining the stall torque range, the torque range that the motor may face the risk of stall under different road surface slopes and vehicle driving states can be accurately reflected. Then, according to the instantaneous drive torque and the stall torque range, the drive power output of the drive motor and the brake power output of the brake system can be accurately controlled.

[0091] The above technical solution first calculates the gravity component of the vehicle according to the road surface slope, accurately considers the influence of the slope on the force of the vehicle, and then determines the drive wheel end torque in combination with the acceleration threshold and the vehicle information, which fits the actual driving ability of the vehicle. Finally, the stall torque range is determined by comprehensively considering the gravity component, the preset wheel end torque and the drive wheel end torque, which effectively prevents the motor from overheating, ensures the power output to adapt to the road conditions, and improves the driving stability and safety of the vehicle.

[0092] In some possible implementations, the acceleration threshold includes an acceleration lower limit threshold and an acceleration upper limit threshold. The acceleration lower limit threshold is a preset minimum acceleration limit, which is used to indicate a value that the vehicle acceleration should not be lower than under a specific working condition. When the actual vehicle acceleration is lower than the threshold, it can mean that the vehicle is in a certain abnormal motion state, for example, the start of or impending occurrence of a stall condition.

[0093] Similarly, the acceleration upper limit threshold is a preset maximum acceleration limit, which is used to reflect a reasonable upper limit of the acceleration that the vehicle should not exceed in the process of normal driving. When the actual vehicle acceleration exceeds the threshold, it can mean that the vehicle is in an over-acceleration state or there is other abnormal power output condition.

[0094] The determination of the stall torque range according to the gravity component, the preset wheel end torque in the vehicle calibration information, and the drive wheel end torque includes: determining a stall lower limit threshold of the stall torque range as a difference between the gravity component and the preset wheel end torque and a drive wheel end torque corresponding to the acceleration lower limit threshold.

[0095] The stall lower limit threshold is a minimum limit of the stall torque range. The stall lower limit threshold is used to indicate a value that the drive wheel end torque should not be lower than under a vehicle stall condition. The stall lower limit threshold takes into account the gravity component, the preset wheel end torque, and the drive wheel end torque corresponding to the acceleration lower limit threshold of the vehicle in the stall condition.

[0096] In the embodiments of the present disclosure, the gravity component is subtracted from the preset wheel end torque and the drive wheel end torque corresponding to the acceleration lower limit threshold, because in the initial stage of the stall, the power output of the vehicle needs to overcome the influence of the gravity component, and the normal preset torque and the torque required to meet the minimum acceleration requirement are also taken into account. Through such calculation, the difference obtained is the minimum torque that the drive wheel can withstand in the stall state.

[0097] In the embodiments of the present disclosure, the stall lower limit threshold T1 can be calculated by the following formula: T1 = g x M x Radius x sin(arctanθ) - a(LwrEnt) x M x Radius - f0 x Radius. Wherein, g is the gravity acceleration, M is the vehicle mass, Radius is the tire radius, θ is the current driving road slope, a(LwrEnt) is the acceleration lower limit threshold, f0 represents a constant resistance independent of the driving speed, and can include the static friction component in the tire rolling resistance, mechanical transmission loss, etc., and f0 x Radius is the preset wheel end torque.

[0098] The sum of the gravity component, the preset wheel end torque and the drive wheel end torque corresponding to the acceleration upper threshold value is determined as the stall upper threshold value of the stall torque range.

[0099] The stall upper threshold value is the maximum value limit of the stall torque range. The stall upper threshold value represents a value that the drive wheel end torque should not exceed when the vehicle is in a stall state. The determination of the stall upper threshold value takes into account factors such as the gravity component, the preset wheel end torque and the drive wheel end torque corresponding to the acceleration upper threshold value. Reasonable setting of the stall upper threshold value can prevent the drive wheel end torque from being too large during the stall process, thereby avoiding damage to components such as the transmission system and the motor of the vehicle.

[0100] In the embodiments of the present disclosure, the sum of the gravity component, the preset wheel end torque and the drive wheel end torque corresponding to the acceleration upper threshold value is the upper limit of the drive wheel end torque in the stall state. This sum takes into account the gravity that needs to be overcome by the vehicle when it is stalled, the normal preset torque requirement and the torque requirement corresponding to the maximum allowed acceleration.

[0101] In the embodiments of the present disclosure, the stall upper threshold value T2 can be calculated by the following formula: T2 = g x M x Radius x sin(arctanθ) + a(UpprEnt) x M x Radius + f0 x Radius, where a(UpprEnt) is the acceleration upper threshold value.

[0102] The above technical solution can ensure that the motor has sufficient torque to overcome gravity and basic resistance when it is stalled at low load, thereby avoiding insufficient power and coasting. The use of the acceleration upper threshold value to derive the stall upper threshold value can prevent the motor from overheating and being damaged due to excessive torque when it is stalled at high load. Such accurate determination of the stall torque range provides accurate boundaries for motor torque control and ensures the safe driving of the vehicle and the stable operation of the motor.

[0103] In some possible implementations, in step S122, the control of the drive power output of the drive motor to decrease and the control of the brake power output of the brake system to increase according to the instantaneous drive torque and the stall torque range include: If the instantaneous drive torque is within the stall torque range, the drive motor is controlled to reduce the drive power output according to a torque change rate, and the brake system is controlled to increase the brake power output according to a brake power rise rate.

[0104] The torque change rate represents the speed at which the drive power output torque of the drive motor changes over time, and is used in the present disclosure to represent the rate at which the torque decreases. The brake power rise rate represents the speed at which the brake power of the brake system increases over time, and is used in the present disclosure to represent the rate at which the brake power increases.

[0105] In the embodiments of the present disclosure, when the instantaneous driving torque is acquired in real time, it is compared with the stall torque range. If the instantaneous driving torque is in the range, it indicates that the vehicle is currently in a state of stall or close to stall. Because in the normal driving process, the driving torque usually does not fall in this specific range, and when the driving wheels of the vehicle are subjected to a large resistance (such as being stuck in a mud pit, being stuck with an obstacle, etc.), the driving torque is adjusted to fall in this range in order to try to overcome the resistance and make the vehicle continue to move, but at this time the actual movement of the vehicle is limited, and the vehicle is close to the stall state.

[0106] In the embodiments of the present disclosure, when it is determined that the instantaneous driving torque is in the stall torque range, in order to prevent the driving motor from being damaged due to continuous output of a large torque, and at the same time to avoid the vehicle from aggravating the stall condition due to excessive driving force, the driving motor can be controlled to reduce the driving force output.

[0107] In the embodiments of the present disclosure, the reduction of the motor torque is controlled according to the pre-set torque change rate, so that the smooth transition of the torque can be realized. The torque change rate is determined according to the power system characteristics of the vehicle, the motor performance, and the ride comfort requirements and other factors. By gradually reducing the output torque of the motor, the power output of the vehicle is matched with the current resistance, the working load of the motor is reduced, and the motor is protected from overload damage.

[0108] In the embodiments of the present disclosure, while the driving motor is controlled to reduce the driving force output, the brake system is controlled to increase the brake force output according to the brake force rising rate, so as to further control the movement state of the vehicle, prevent the vehicle from continuing to move forward due to inertia after the driving torque is reduced, and aggravate the stall condition or cause collision risk to the surrounding environment.

[0109] In the embodiments of the present disclosure, the brake force rising rate is also pre-set according to the brake system performance of the vehicle, the suspension system characteristics, and the driving safety requirements and other factors. By gradually increasing the brake force, the vehicle can be smoothly decelerated or stopped, and the dangerous conditions such as brake lock and spin caused by sudden increase of the brake force can be avoided.

[0110] In the embodiments of the present disclosure, continuing to refer to Figure 2As shown, the vehicle controller can generate control instructions corresponding to the drive motor and the brake system according to the instantaneous driving torque and the current driving road slope, for example, generate motor control instructions and brake control instructions, so as to send the motor control instructions and the torque change rate to the motor controller through, for example, a CAN bus, and then execute the driving power output of the drive motor according to the motor control instructions by the motor controller, and send the brake control instructions and the brake force rising rate to the electronic brake control module, and execute the brake power output of the brake system according to the brake control instructions by the electronic brake control module. In this way, the vehicle controller comprehensively coordinates the driving torque of the motor controller and the hydraulic brake torque of the electronic brake control module, and the electronic brake control module is responsible for replacing the driving torque of the drive motor in response to the hydraulic brake torque, so as to maintain the hill holding capability of the vehicle and protect the motor, and at the same time, the brake system can feed back the brake force to the vehicle controller in real time.

[0111] In the embodiments of the present disclosure, when the instantaneous driving torque T_drive of the drive motor satisfies the condition: T1≤T_drive≤T2, it can be considered that at this time the vehicle has no obvious tendency to slide or advance, and the motor has the possibility of thermal failure due to stalling. If this condition is met and the remaining conditions are met, the motor stalling thermal protection function is enabled.

[0112] In the embodiments of the present disclosure, the driving torque of the drive motor is controlled to be reduced and the torque change rate is set, wherein the torque change rate can be pre-calibrated, and generally, the heat generation of the drive motor under the peak torque condition can be calibrated. At the same time, the brake force rising rate of the brake system is calibrated corresponding to the torque change rate.

[0113] In the embodiments of the present disclosure, the motor controller and the electronic brake control module receive and respond to the torque request of the vehicle controller through the CAN bus, and the torque response time and the torque change rate of the motor controller and the electronic brake control module are obtained through engineering calibration, and the mode switching process and the torque switching process are coordinated to not interfere with the driver.

[0114] The above technical solution controls the drive motor to reduce the driving power output according to the torque change rate when the instantaneous driving torque is in the stall torque interval, which can avoid the motor from overheating due to continuous high-torque operation, effectively protect the internal components of the motor, and prolong the service life of the motor. At the same time, the brake system is controlled to increase the brake power output according to the brake force rising rate, which can accurately balance the vehicle power, prevent the vehicle from sliding or losing control due to the reduction of driving force, ensure the stability and safety of the vehicle driving in complex working conditions, and improve the overall driving performance.

[0115] In some possible implementations, the method further includes: in response to satisfying the stall exit condition, controlling the driving power output of the drive motor according to the requested torque; The stall exit condition comprises that the instantaneous driving torque is switched from being within the stall torque range to being outside the stall torque range.

[0116] The request torque is a torque value expected to be output by the driving motor, which is calculated by the vehicle control system according to the operation intention of the driver (such as the opening degree of the accelerator pedal), the driving state of the vehicle (vehicle speed, acceleration, etc.), the operation mode of the vehicle (economy mode, sports mode, etc.), and various other factors.

[0117] The stall exit condition is used to determine whether the vehicle has ended the stall state. The stall exit condition is explicitly that the instantaneous driving torque is switched from being within the stall torque range to being outside the stall torque range. When the instantaneous driving torque is originally within the range, it indicates that the vehicle may be in a stall or near-stall state. When the instantaneous driving torque exceeds the range, it means that the resistance condition of the vehicle has changed, and the vehicle may have gotten rid of the factors causing the stall, and has the conditions to resume normal driving. At this time, the stall exit condition is met.

[0118] In the embodiment, the vehicle control system continuously monitors the value of the instantaneous driving torque in real time and dynamically compares it with the stall torque range. When the vehicle is in a stall state, the instantaneous driving torque is within the stall torque range, and the control system controls the driving motor to reduce the driving force output and the braking system to increase the braking force output according to the previously set strategy to cope with the stall condition. When the resistance condition of the vehicle changes, for example, the vehicle drives out of the mud, the stuck state with the obstacle is released, etc., the resistance of the driving wheel decreases. At this time, the driving motor adjusts the output torque to meet the power demand of the driver (reflected by the request torque). If the adjusted instantaneous driving torque exceeds the stall torque range, the control system determines that the stall exit condition is met. This is a dynamic judgment based on real-time data, which can accurately perceive the change of the vehicle state in time.

[0119] In the embodiment of the disclosure, when the motor stall overheat protection function is enabled, if the vehicle speed condition and the motor related temperature condition no longer meet the stall heat prevention condition, the function is exited. That is, the stall exit condition is met, indicating that the vehicle is no longer in a stall state, and normal driving power control of the vehicle needs to be restored. The request torque reflects the driver's expectation of the vehicle power at the current time, and the control system takes the request torque as the target value to control the driving force output of the driving motor. In the specific implementation process, the control system will adjust the current, voltage, etc. of the motor according to the size of the request torque, in combination with the performance characteristics of the driving motor (such as the speed-torque curve of the motor, power limit, etc.), and send corresponding control signals to the driving motor through the motor controller, so as to make the driving motor output the driving force matched with the request torque.

[0120] The above technical solution meets the stall-out exit condition, i.e., the instantaneous driving torque is switched from within the stall torque range to outside the range, quickly responds, and accurately controls the driving motor driving force output according to the requested torque. This can quickly get the motor out of the stall limit and restore to the normal working state in time, avoiding the impact on performance due to long-term abnormal control. At the same time, accurate driving force output adjustment can ensure smooth transition of vehicle power, improve the smoothness and stability of driving, and enhance the driving experience and safety.

[0121] In some possible implementations, before the driving force output of the driving motor is controlled according to the requested torque, the following is included: It is determined that the instantaneous driving torque is not in the hysteresis range.

[0122] To prevent the driver from repeatedly entering and exiting the function near a certain accelerator pedal opening by controlling the driving motor torque through the accelerator pedal, a hysteresis range can be set. The hysteresis range is an additional buffer area set on the basis of the stall torque range. Its role is to avoid frequent switching between the stall control strategy and the normal control strategy of the control system due to small fluctuations in torque when the instantaneous driving torque approaches the boundary of the stall torque range, thereby causing instability in vehicle power output and deterioration in driving experience.

[0123] The hysteresis range has upper and lower boundary values. When the instantaneous driving torque crosses into the range from one direction (e.g., approaches from below the stall torque range), and crosses into the range from the other direction (e.g., approaches from above the stall torque range), the judgment criteria and processing methods may be different, so as to enhance the fault tolerance and stability of the system to torque changes.

[0124] In the embodiments of the present disclosure, during vehicle driving, the instantaneous driving torque is constantly fluctuated by various factors, such as uneven road surface, small amplitude of vehicle jolt, small changes in motor output, etc. When the instantaneous driving torque approaches the boundary of the stall torque range, these small fluctuations may cause the torque value to jump back and forth near the boundary. If there is no hysteresis range, the control system frequently switches between the stall control strategy (reducing the driving motor driving force output, increasing the braking force output of the braking system) and the normal control strategy (controlling the driving motor driving force output according to the requested torque) according to whether the torque value is within the stall torque range. Such frequent switching will make the power output of the vehicle discontinuous, causing a jerky feeling, and seriously affecting the comfort of driving and the stability of the vehicle.

[0125] The hysteresis interval generally has an upper limit and a lower limit. Assuming that the stall torque interval is [T1, T2], the lower limit of the hysteresis interval is T1-ΔT, and the upper limit is T2+ΔT, and ΔT can be a positive value set according to system characteristics and actual requirements. When the instantaneous driving torque gradually decreases from a direction lower than T1, the driving force output of the driving motor continues to be controlled to decrease and the braking force output of the braking system continues to be controlled to increase before T1-ΔT is reached; only when the instantaneous driving torque is less than T1-ΔT, the driving force output of the driving motor is controlled according to the requested torque.

[0126] When the vehicle is in the stall state, the instantaneous driving torque starts to increase from the stall torque interval, even if the instantaneous driving torque increases, but does not reach T2+ΔT, the driving force output of the driving motor continues to be controlled to decrease and the braking force output of the braking system continues to be controlled to increase, only when it increases to more than T2+ΔT, the driving force output of the driving motor is controlled according to the requested torque. Through this hysteresis interval judgment logic, the frequent switching of the control strategy caused by the slight fluctuation of the torque can be effectively avoided, and the stability and reliability of the system are improved.

[0127] The above technical solution determines that the instantaneous driving torque is not in the hysteresis interval before controlling the driving force output of the driving motor according to the requested torque. The exclusion of the hysteresis interval can effectively avoid the repeated control caused by the fluctuation of the torque near the critical value, and prevent the overheat and energy consumption increase caused by the frequent adjustment of the driving force of the motor. In this way, the driving motor can accurately and stably output the driving force according to the requested torque, so that the vehicle power response is more rapid and stable, the comfort and maneuverability of driving are greatly improved, and the vehicle can efficiently and safely operate under various working conditions.

[0128] In some possible implementations, the method further includes: if the instantaneous driving torque is in the hysteresis interval, maintaining the driving motor to decrease the driving force output according to the torque change rate, and maintaining the braking system to increase the braking force output according to the braking force rise rate.

[0129] When the instantaneous driving torque is in the hysteresis interval, it means that the vehicle is in a state close to the stall and not completely out of the stall risk. At this time, the control strategy cannot be simply switched according to the normal situation, because the slight change of the torque may be only temporary fluctuation, and if the control mode is immediately changed, it may cause the system to be unstable, and affect the driving safety and driving experience of the vehicle.

[0130] When the instantaneous driving torque is in the hysteresis interval, the driving motor is controlled to reduce the driving force output at a preset torque change rate. Since it cannot be determined whether the vehicle is truly out of the risk of stalling, continuously reducing the driving force output can prevent damage to the driving motor that can be caused by continuously outputting a large torque, and can also avoid exacerbating the potential stalling condition of the vehicle due to excessive driving force. Controlling according to the torque change rate can make the driving force output decrease smoothly, giving the vehicle a gradual adaptation process. If the power output of the driving motor is suddenly stopped, the vehicle may suddenly decelerate due to inertia, affecting the ride comfort; and gradually reducing the driving force according to a certain torque change rate can make the power transition of the vehicle smoother, reducing the discomfort of the vehicle mechanical structure and passengers.

[0131] Meanwhile, the brake system is controlled to increase the brake force output according to a brake force increase rate, in order to further control the motion state of the vehicle and ensure the stability of the vehicle when the instantaneous driving torque is in the hysteresis interval. Increasing the brake force can prevent the vehicle from moving forward due to inertia during the reduction of the driving torque, avoiding the risk of collision with the surrounding environment or other dangerous situations that may be caused by the movement of the vehicle.

[0132] The above technical solution, when the instantaneous driving torque is in the hysteresis interval, maintains the driving motor driving force to be reduced at a predetermined torque change rate and the brake system brake force output to be increased at a brake force increase rate, which can avoid frequent switching of control caused by small fluctuations of the torque in the hysteresis interval, and ensure the coherence and stability of power adjustment. It not only prevents the motor from generating additional load and overheating risk due to sudden change of driving force, but also ensures the brake system to increase the brake force smoothly, so that the vehicle can drive more safely and smoothly in complex working conditions, greatly improving the precision and reliability of overall power control.

[0133] In some possible implementations, the hysteresis interval includes one or more of the following: An upper hysteresis interval with the stalling upper limit threshold of the stalling torque interval as a lower limit value and a hysteresis upper limit threshold as an upper limit value.

[0134] The hysteresis upper limit threshold is an upper limit boundary value of the upper hysteresis interval, which is used to provide a buffer area when the instantaneous driving torque approaches the stalling upper limit threshold, so as to avoid frequent switching of the control system between the normal control strategy and the stalling control strategy caused by small fluctuations of the torque, thereby enhancing the stability and reliability of the system.

[0135] In the embodiments of the present disclosure, if there is no upper hysteresis interval, the control system may frequently determine whether the vehicle is out of the stall state due to these small fluctuations, thereby causing the control strategy to frequently switch between normal control and stall control. For example, when the instantaneous driving torque fluctuates around the upper stall threshold, if there is no upper hysteresis interval, the control strategy may be switched to the normal control strategy at a certain moment because the torque is slightly higher than the upper stall threshold, and then switched back to the stall control strategy because the torque is slightly lower than the upper stall threshold. Such frequent switching may cause the power output of the vehicle to be unstable, affecting the driving experience and safety of the vehicle.

[0136] By setting the upper hysteresis interval, the upper stall threshold is used as the lower limit value, and the hysteresis upper threshold is used as the upper limit value. Only when the instantaneous driving torque exceeds the hysteresis upper threshold, it is confirmed that the vehicle has truly exited the stall risk area that may be misjudged due to torque fluctuations. At this time, the control strategy can be safely switched from stall control to normal control. In this way, the switching of the control strategy can be more stable and accurate, and the reliability and stability of the system can be improved.

[0137] The lower limit hysteresis interval uses the lower stall threshold of the stall torque interval as the upper limit value and the hysteresis lower threshold as the lower limit value.

[0138] The hysteresis lower threshold is the lower limit boundary value of the lower limit hysteresis interval. When the instantaneous driving torque decreases from a direction higher than the lower stall threshold and approaches the threshold, the hysteresis lower threshold provides a buffer to prevent the vehicle from being incorrectly determined to be out of the stall state due to small fluctuations in the torque, ensuring the accuracy and stability of the control strategy switching.

[0139] In the embodiments of the present disclosure, if there is no lower hysteresis interval, the control system may incorrectly determine that the vehicle exits the stall state due to a small decrease in the torque. For example, during the vehicle is climbing a slope, the driving torque may temporarily be lower than the lower stall threshold due to a small change in the slope. However, the vehicle is not actually in a stall condition. If there is no lower hysteresis interval, the control system will immediately exit the stall control, and then the vehicle increases the instantaneous driving torque, and the vehicle reenters the stall control.

[0140] By setting the lower hysteresis interval, the lower stall threshold is used as the upper limit value, and the hysteresis lower threshold is used as the lower limit value. Only when the instantaneous driving torque is lower than the hysteresis lower threshold, it is confirmed that the vehicle has truly exited the stall state. The control strategy is switched back to normal control. In this way, the change in the stall state of the vehicle can be more accurately judged, the misjudgment caused by torque fluctuations can be avoided, and the performance and reliability of the vehicle control system can be improved.

[0141] Referring to Figure 5As shown, according to the upper limit stall threshold T2 determined by a(UpprEnt) and the lower limit stall threshold T1 determined by a(LwrEnt), the motor stall thermal protection function enabling range [T1, T2] is constructed, when the instantaneous driving torque provided by the driving motor is in the motor stall thermal protection function enabling range, the driving force output of the driving motor is controlled to decrease and the braking force output of the braking system is controlled to increase, according to the upper limit hysteresis threshold T3 determined by a(UpprEx) and the lower limit hysteresis threshold T4 determined by a(LwrEx), the upper limit hysteresis interval [T2, T3] and the lower limit hysteresis interval [T4, T1] are constructed, when the instantaneous driving torque provided by the driving motor is switched from the motor stall thermal protection function enabling range to the upper limit hysteresis interval [T2, T3] or the lower limit hysteresis interval [T4, T1], the driving force output of the driving motor is controlled to continue to decrease and the braking force output of the braking system is controlled to continue to increase until the instantaneous driving torque provided by the driving motor is less than T4 or greater than T3, the driving force output of the driving motor is controlled according to the requested torque.

[0142] The upper limit hysteresis interval takes the upper limit stall threshold as the lower limit, which can avoid triggering fierce adjustment as soon as the instantaneous driving torque breaks through the upper limit, reduce frequent mutations of the motor driving force and the braking force, and reduce system loss and jerk. The lower limit hysteresis interval takes the lower limit stall threshold as the upper limit, which can prevent the control strategy from being changed when the torque is slightly lower than the lower limit, and ensure the stability of the power output.

[0143] In some possible implementations, the upper limit hysteresis threshold is determined in the following manner: According to the current driving road surface slope, the gravity component of the vehicle along the road surface is determined. In the embodiments of the present disclosure, the gravity of the vehicle always acts vertically downward during driving. When the vehicle is on a road surface with a slope, in order to analyze the force acting on the vehicle on the slope and the motion trend of the vehicle, the gravity needs to be decomposed into two components perpendicular to the road surface and parallel to the road surface. By calculating the gravity component of the vehicle along the road surface, the size of the force hindering or promoting the motion of the vehicle on the slope can be accurately understood.

[0144] According to the calibration upper limit threshold in the vehicle calibration information and the vehicle information, the maximum torque of the driving wheel end of the vehicle is determined, wherein the calibration upper limit threshold is greater than the acceleration upper limit threshold in the vehicle calibration information. The sum of the gravity component, the preset wheel end torque and the maximum torque of the driving wheel end is determined as the upper limit hysteresis threshold.

[0145] The determination of the hysteresis upper limit threshold needs to comprehensively consider various force conditions and performance requirements of the vehicle during driving. The gravity component of the vehicle along the road surface will affect the driving resistance of the vehicle on the slope surface, the preset wheel end torque is a wheel end torque reference value required when the vehicle normally drives, and the maximum driving wheel end torque is the maximum torque limit that the driving wheel of the vehicle can withstand. Adding the three values can obtain a torque value that comprehensively considers the driving resistance of the vehicle, the normal driving demand and the maximum torque limit, that is, the hysteresis upper limit threshold.

[0146] In the embodiments of the present disclosure, the hysteresis upper limit threshold T3 can be calculated by the following formula: T3 = g x M x Radius x sin(arctanθ) + a(UpprEx) x M x Radius + f0 x Radius, wherein a(UpprEx) is a calibration upper limit threshold.

[0147] The above technical solution calculates the gravity component of the vehicle according to the road slope, accurately considers the influence of the slope, determines the maximum driving wheel end torque in combination with the calibration upper limit threshold and the vehicle information, and fits the actual performance of the vehicle. The hysteresis upper limit threshold is determined by summing the three values, which can provide a reasonable buffer interval for motor control. The frequent adjustment caused by slight torque fluctuation is avoided, the motor loss and fault risk are reduced, the stable power output of the vehicle during driving on the complex slope road surface is ensured, and the driving safety and reliability are improved.

[0148] In some possible implementations, the hysteresis lower limit threshold is determined in the following manner: According to the current driving road slope, the gravity component of the vehicle along the road surface is determined; In the embodiments of the present disclosure, the gravity of the vehicle always acts vertically downward during driving. When the vehicle is on a road surface with a slope, in order to analyze the force conditions and motion trend of the vehicle on the slope surface, the gravity needs to be decomposed into two components perpendicular to the road surface and parallel to the road surface. By calculating the gravity component of the vehicle along the road surface, the size of the force that hinders or promotes the motion of the vehicle on the slope surface can be accurately understood.

[0149] According to the calibration lower limit threshold in the vehicle calibration information and the vehicle information, the minimum driving wheel end torque of the vehicle is determined, wherein the calibration lower limit threshold is less than the acceleration lower limit threshold in the vehicle calibration information; The calibration lower limit threshold can be an acceleration lower limit value determined through a large number of experiments and data analysis. The characteristics of the power system of the vehicle, the minimum working requirements of the parts and safety factors are comprehensively considered. The calibration lower limit threshold is less than the acceleration lower limit threshold in the vehicle calibration information, so that the hysteresis lower limit threshold obtained by the same calculation method is guaranteed to be less than the stall lower limit threshold, so as to construct a hysteresis interval between the stall lower limit threshold and the hysteresis lower limit threshold after entering the stall protection.

[0150] The difference between the gravity component and the preset wheel end torque and the minimum driving wheel end torque is determined as the hysteresis lower limit threshold.

[0151] In the embodiments of the present disclosure, the determination of the hysteresis lower limit threshold needs to comprehensively consider various force conditions and performance requirements of the vehicle in the driving process. The gravity component of the vehicle along the road surface will affect the driving resistance of the vehicle on the slope surface, the preset wheel end torque is the wheel end torque reference value required when the vehicle normally drives, and the minimum driving wheel end torque is the minimum torque limit that the driving wheel of the vehicle can maintain stable driving. The difference obtained by subtracting the preset wheel end torque and the minimum driving wheel end torque from the gravity component is used as the hysteresis lower limit threshold, because this difference reflects the torque reduction space that the vehicle can withstand on the slope surface after considering the normal driving demand and the minimum torque limit.

[0152] In the embodiments of the present disclosure, the hysteresis lower limit threshold T4 can be calculated by the following formula: T4 = g x M x Radius x sin(arctanθ) - a(LwrEx) x M x Radius - f0 x Radius, wherein a(LwrEx) is a calibrated lower limit threshold.

[0153] To prevent the driver from repeatedly enabling and disabling the function through the accelerator pedal control driving motor torque near a certain accelerator pedal opening, a hysteresis interval should be set. After the motor locked-rotor overheat protection function is enabled, if the driving motor satisfies T_drive≥T3 or T_drive≤T4, the locked-rotor overheat protection function is exited.

[0154] The above technical solution calculates the gravity component of the vehicle based on the road surface slope, accurately captures the influence of the terrain on the force of the vehicle. The minimum driving wheel end torque is obtained in combination with the calibrated lower limit threshold and the vehicle information, which conforms to the actual driving capability of the vehicle. The hysteresis lower limit threshold is determined through specific operation, which can effectively avoid the frequent start-stop or adjustment of the motor when the torque is close to the lower limit threshold, reduce energy loss and component wear, ensure the stability of the vehicle power output, and improve the safety and reliability of driving.

[0155] In some possible implementations, in step S11, the determination of the instantaneous driving torque of the driving motor includes: According to the instantaneous acceleration of the vehicle, the vehicle calibration information and the current driving road surface slope, the instantaneous driving torque of the driving motor is determined.

[0156] In the embodiments of the present disclosure, the instantaneous acceleration of the vehicle is acquired by means of the acceleration sensor, the driving force required by the vehicle to reach the acceleration is preliminarily calculated, and the torque required at the wheel end is obtained in combination with the wheel radius. Furthermore, the torque required to be output by the driving motor can be inversely deduced according to the torque at the wheel end and the transmission ratio. Meanwhile, the performance parameters of the motor, such as the maximum and rated torque, limit the output range, and if the calculated torque exceeds the maximum value, the motor can only output the maximum torque. In addition, the control strategy adjusts the torque according to factors such as the driving mode, and the strategy is referred to for optimizing the torque during calculation.

[0157] When climbing uphill, the gravity component of the vehicle along the road hinders the progress, and the driving force needs to be increased, and then the torque of the driving motor is corrected; when descending, the gravity component makes the vehicle have a tendency to slide down, and the torque may need to be reduced or a negative torque is output. By comprehensively considering these factors, the instantaneous driving torque of the driving motor can be accurately determined through calculation and correction, and the vehicle driving performance is guaranteed.

[0158] The above technical solution comprehensively considers the instantaneous acceleration of the vehicle, can reflect the change of the power demand of the vehicle in real time, combines the vehicle calibration information, can fully utilize the inherent performance parameters of the vehicle, and takes into account the current driving road slope, and accurately considers the influence of the terrain on the stress of the vehicle. The instantaneous driving torque of the driving motor can be accurately and dynamically obtained, the motor output is highly matched with the actual working condition, and the vehicle power performance, driving stability and energy utilization efficiency are effectively improved.

[0159] In some possible implementation manners, the determining the instantaneous driving torque of the driving motor according to the instantaneous acceleration of the vehicle, the vehicle calibration information and the current driving road slope comprises: determining an acceleration wheel end torque according to the instantaneous acceleration of the vehicle, the vehicle mass in the vehicle calibration information and the tire radius; determining a gravity component of the vehicle along the road according to the current driving road slope; determining the instantaneous driving torque of the driving motor according to the acceleration wheel end torque, the gravity component and a preset wheel end torque in the vehicle calibration information.

[0160] In the embodiments of the present disclosure, F_drive-M×a=F_friction+G×sin(arctanθ), wherein F_drive is the driving force that can be currently provided by the driving motor of the vehicle, M is the vehicle mass in the vehicle calibration information, a is the instantaneous acceleration of the vehicle, F_friction is the vehicle driving resistance, G is the gravity of the vehicle vertically downward, that is, G=M×g, g is the acceleration of gravity, and θ is the current driving road slope.

[0161] Further, the vehicle running resistance F_friction can be obtained according to an empirical formula of the vehicle running resistance in vehicle dynamics: F_friction=f0+f1×V+f2×V 2 , wherein f1 represents a linearly related resistance term with the running speed; f2 represents a square related resistance term with the running speed. f0, f1 and f2 are inherent coefficients of the vehicle, which can be calibrated in advance in the vehicle calibration information.

[0162] The driving force F_drive provided by the driving motor is derived from the driving torque T_drive of the motor, F_drive=T_drive÷Radius, wherein Radius is the tire radius. The driving torque T_drive of the motor is obtained by looking up the requested torque according to a preset throttle pedal and vehicle speed map, and then performing torque conversion, arbitration, limitation and filtering. The driving motor is controlled by the motor controller to provide the corresponding driving force.

[0163] According to the force analysis formula, the vehicle acceleration a can be obtained as follows: a=[F_drive-F_friction-G×sin(arctanθ)]÷M=T_drive÷(M×Radius)-(f0+f1×V+f2×V 2 )÷M-g×sin(arctanθ). Since f1 is derived from the dynamic component of the rolling resistance (such as tire deformation and road friction change with speed), and f2 is derived from the air resistance, in the case of risk of motor stall, the motor is in the stall state caused by the extremely low speed of the vehicle, at this time the vehicle speed is almost zero, the above expression can be simplified as follows: a=T_drive÷(M×Radius)-f0÷M-g×sin(arctanθ), and then T_drive=a×M×Radius+f0×Radius+g×M×Radius×sin(arctanθ) can be obtained. At the same time, considering that the vehicle is currently on a slope, the vehicle is driving uphill or downhill in the forward gear, therefore, T_drive=±a×M×Radius±f0×Radius+g×M×Radius×sin(arctanθ).

[0164] The above technical solution determines the acceleration wheel end torque by using the instantaneous acceleration, vehicle mass and tire radius, which accurately reflects the power demand of the vehicle during acceleration. The gravity component is calculated in combination with the road slope, and the influence of the terrain on the vehicle force is fully considered. Finally, the instantaneous driving torque is determined by comprehensively considering the acceleration wheel end torque, the gravity component and the preset wheel end torque, so that the motor can accurately output power according to the actual working condition, effectively improve the vehicle power matching degree, enhance the driving stability, reduce the energy consumption, and ensure the driving safety and comfort.

[0165] In some possible implementations, the stall heat protection condition includes that the vehicle speed is less than a preset vehicle speed threshold, a current driving road slope is greater than a preset slope threshold, the vehicle is in a preset gear, and a target component temperature of the drive motor meets a heat protection condition.

[0166] The heat protection condition can include the target component temperature of the drive motor and temperature change information. The motor controller can monitor the temperature of the target components such as the stator, the rotor, the power module, and the key position node of the drive motor, and generate a corresponding temperature signal. The temperature signal of the target components sent by the motor controller is fed back to the vehicle controller through the CAN bus. The vehicle controller is responsible for comprehensively determining the entry and exit of the stall heat protection function.

[0167] In the embodiments of the present disclosure, when the absolute value of the vehicle speed V is less than the preset vehicle speed threshold Vmax, the vehicle speed condition of the protection function is met, where Vmax is the preset vehicle speed threshold of the protection function, and the preset vehicle speed threshold is determined according to the stall capacity of the drive motor through engineering calibration and motor stall performance test.

[0168] In the embodiments of the present disclosure, when the current driving road slope θ of the vehicle is greater than θmin, the slope condition is met, where θmin is a preset slope threshold, and the preset slope threshold can be determined according to the stall capacity of the motor and the load range provided by the vehicle through engineering calibration and motor stall performance test.

[0169] In the embodiments of the present disclosure, the preset gear can include a forward gear and a reverse gear. Meanwhile, the vehicle is in an uphill working condition of the forward or reverse gear, that is, the stall torque of the motor overcomes the gravity component of the vehicle on the slope and the rolling resistance of the vehicle, so as to maintain the vehicle's ability to stay on the slope. Meanwhile, the stall heat protection condition is that the vehicle has no obvious tendency to slide or advance on the slope. The instantaneous posture of the vehicle is represented by the instantaneous acceleration of the vehicle. The vehicle is in the forward or reverse gear, and the force analysis of keeping a very low speed by stepping on the accelerator.

[0170] Referring to Figure 6 As shown in FIG. 6, when the vehicle speed condition, that is, the vehicle speed is less than the preset vehicle speed threshold, the slope condition, that is, the current driving road slope is greater than the preset slope threshold, the gear condition, that is, the vehicle is in the preset gear, and the motor temperature condition, that is, the target component temperature of the drive motor meets the heat protection condition, are all met, it can be determined that the stall heat protection function is enabled.

[0171] The technical solution can focus on the low-speed and easy-stall scene when the vehicle speed is less than the preset threshold; accurately identify the condition that the motor load is too large, such as climbing, when the road slope is greater than the preset value; limit the preset gear, and optimize the control according to the power characteristics of the specific gear; and prevent overheating when the target component temperature of the driving motor meets the thermal protection condition. Multiple conditions are coordinated to accurately trigger the stall protection strategy in advance, effectively protect the motor, prolong the service life of the motor, and ensure the stable operation of the vehicle under complex conditions.

[0172] The embodiments of the present disclosure also provide a vehicle control device, as shown in Figure 7 The vehicle control device comprises: a determination module 710 configured to determine an instantaneous driving torque of a driving motor in response to a stall protection condition being met; and a control module 720 configured to control the driving power output of the driving motor to decrease and the braking power output of a braking system to increase according to the instantaneous driving torque and a current driving road slope.

[0173] In some possible implementation manners, the control module 720 comprises: a determination sub-module configured to determine a stall torque range according to the current driving road slope and vehicle calibration information; and a control sub-module configured to control the driving power output of the driving motor to decrease and the braking power output of the braking system to increase according to the instantaneous driving torque and the stall torque range.

[0174] In some possible implementation manners, the determination sub-module is configured to: determine a gravity component of the vehicle along the road according to the current driving road slope; determine a driving wheel end torque of the vehicle according to an acceleration threshold value in the vehicle calibration information and vehicle information; and determine the stall torque range according to the gravity component, a preset wheel end torque in the vehicle calibration information, and the driving wheel end torque.

[0175] In some possible implementation manners, the acceleration threshold value comprises an acceleration lower limit threshold value and an acceleration upper limit threshold value, and the determination sub-module is configured to: determine a stall lower limit threshold value of the stall torque range as a difference between the gravity component, the preset wheel end torque, and a driving wheel end torque corresponding to the acceleration lower limit threshold value; and determine a stall upper limit threshold value of the stall torque range as a sum of the gravity component, the preset wheel end torque, and a driving wheel end torque corresponding to the acceleration upper limit threshold value.

[0176] In some possible implementation manners, the control sub-module is configured to: if the instantaneous driving torque is in the stall torque range, control the driving motor to decrease the driving power output at a torque change rate, and control the braking system to increase the braking power output at a braking force rising rate.

[0177] In some possible implementation modes, the control submodule is further configured to control the driving force output of the driving motor according to the requested torque in response to a stall exit condition being met; and wherein the stall exit condition comprises that the instantaneous driving torque is switched from being within the stall torque range to being outside the stall torque range.

[0178] In some possible implementation modes, the control submodule is further configured to determine that the instantaneous driving torque is not within a hysteresis range before the control of the driving force output of the driving motor according to the requested torque.

[0179] In some possible implementation modes, the control submodule is further configured to, if the instantaneous driving torque is within the hysteresis range, maintain the driving motor to reduce the driving force output at the torque change rate and the braking system to increase the braking force output at the braking force rise rate.

[0180] In some possible implementation modes, the hysteresis range comprises one or more of: an upper hysteresis range with a stall upper limit threshold of the stall torque range as a lower limit value and a hysteresis upper limit threshold as an upper limit value; and a lower hysteresis range with a stall lower limit threshold of the stall torque range as an upper limit value and a hysteresis lower limit threshold as a lower limit value.

[0181] In some possible implementation modes, the control submodule is further configured to determine the hysteresis upper limit threshold by: determining a gravity component of the vehicle along a road surface according to a current road surface slope; determining a driving wheel end maximum torque of the vehicle according to a calibration upper limit threshold in the vehicle calibration information and vehicle information, wherein the calibration upper limit threshold is greater than an acceleration upper limit threshold in the vehicle calibration information; and determining a sum of the gravity component, the preset wheel end torque and the driving wheel end maximum torque as the hysteresis upper limit threshold.

[0182] In some possible implementation modes, the control submodule is further configured to determine the hysteresis lower limit threshold by: determining a gravity component of the vehicle along a road surface according to a current road surface slope; determining a driving wheel end minimum torque of the vehicle according to a calibration lower limit threshold in the vehicle calibration information and vehicle information, wherein the calibration lower limit threshold is less than an acceleration lower limit threshold in the vehicle calibration information; and determining a difference between the gravity component and a sum of the preset wheel end torque and the driving wheel end minimum torque as the hysteresis lower limit threshold.

[0183] In some possible implementation modes, the determination module 710 is configured to determine the instantaneous driving torque of the driving motor according to an instantaneous acceleration of the vehicle, vehicle calibration information and a current road surface slope.

[0184] In some possible implementation manners, the determining module 710 is configured to: determine an accelerating wheel end torque according to the instantaneous acceleration of the vehicle, a vehicle mass in the vehicle calibration information, and a tire radius; determine a gravity component of the vehicle along a road surface according to a current driving road surface slope; and determine the instantaneous driving torque of the driving motor according to the accelerating wheel end torque, the gravity component, and a preset wheel end torque in the vehicle calibration information.

[0185] In some possible implementation manners, the stall protection condition includes: a vehicle speed being less than a preset vehicle speed threshold, a current driving road surface slope being greater than a preset slope threshold, the vehicle being in a preset gear, and a target component temperature of the driving motor satisfying a thermal protection condition.

[0186] As to the apparatus in the above-mentioned embodiments, the specific manners in which various modules perform operations have been described in detail in the embodiments of the method, and thus will not be described here in detail.

[0187] The embodiments of the present disclosure further provide a vehicle, including: a processor; a memory for storing processor-executable instructions; wherein the processor is configured to execute the executable instructions stored in the memory to implement the method in any one of the preceding embodiments.

[0188] The embodiments of the present disclosure further provide a computer-readable storage medium having stored thereon a computer program, which, when executed by a processor, implements the steps of the method in any one of the preceding embodiments.

[0189] The embodiments of the present disclosure further provide a computer program product, including a computer program, which, when executed by a processor, implements the steps of the method in any one of the preceding embodiments.

[0190] Figure 8 is a block diagram of a vehicle 600 according to an example embodiment. For example, the vehicle 600 can be a hybrid vehicle, or a non-hybrid vehicle, an electric vehicle, a fuel cell vehicle, or other types of vehicles. The vehicle 600 can be an autonomous vehicle, a semi-autonomous vehicle, or a non-autonomous vehicle.

[0191] Referring to Figure 8 , the vehicle 600 can include various subsystems, such as an infotainment system 610, a perception system 620, a decision control system 630, a drive system 640, and a computing platform 650. The vehicle 600 can include more or fewer subsystems, and each subsystem can include multiple components. In addition, each subsystem of the vehicle 600 and each component can be interconnected by wired or wireless means.

[0192] In some embodiments, the infotainment system 610 can include a communication system, an entertainment system, a navigation system, and the like.

[0193] The perception system 620 can include several sensors for sensing information of the environment surrounding the vehicle 600. For example, the perception system 620 can include a global positioning system (which can be a GPS system, a Beidou system, or other positioning system), an inertial measurement unit (IMU), a lidar, a millimeter wave radar, an ultrasonic radar, and a camera.

[0194] The decision control system 630 can include a computing system, a vehicle controller, a steering system, a throttle, and a braking system.

[0195] The drive system 640 can include components that provide motive movement for the vehicle 600. In one embodiment, the drive system 640 can include an engine, an energy source, a transmission system, and wheels. The engine can be one or a combination of an internal combustion engine, an electric motor, an air compression engine, or the like. The engine is capable of converting energy provided by the energy source into mechanical energy.

[0196] Some or all functions of the vehicle 600 are controlled by the computing platform 650. The computing platform 650 can include at least one processor 651 and a memory 652, and the processor 651 can execute instructions 653 stored in the memory 652.

[0197] The processor 651 can be any conventional processor, such as commercially available CPUs. The processor can also include a Graphics Processing Unit (GPU), a Field Programmable Gate Array (FPGA), a System on Chip (SOC), an Application Specific Integrated Circuit (ASIC), or a combination thereof.

[0198] The memory 652 can be implemented by any type of volatile or nonvolatile memory or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read only memory (EEPROM), erasable programmable read only memory (EPROM), programmable read only memory (PROM), read only memory (ROM), magnetic memory, flash memory, magnetic disk, or optical disk.

[0199] In addition to instructions 653, memory 652 can store data, such as road maps, route information, vehicle's position, direction, speed, etc. The data stored by memory 652 can be used by computing platform 650.

[0200] In embodiments of the present disclosure, processor 651 can execute instructions 653 to complete all or part of the steps of the vehicle control method described above.

[0201] Those skilled in the art can understand that the various illustrative logical blocks and steps (steps) listed in the embodiments of the present application can be implemented by electronic hardware, computer software, or a combination of both. Whether the function is implemented by hardware or software depends on the specific application and design requirements of the whole system. Those skilled in the art can implement the functions described for each specific application using various methods, but such implementation should not be understood as beyond the scope of the embodiments of the present application.

[0202] In addition, the word "exemplary" is used herein to mean serving as an example, instance, or illustration. Any aspect or design described herein as "exemplary" is not necessarily to be construed as advantageous over other aspects or designs. Rather, the word "exemplary" is used herein to present concepts in a concrete manner.

[0203] Similarly, although the present disclosure has been shown and described with respect to one or more implementations, it will be apparent that equivalents and modifications, which do not depart from the scope of the disclosure, will occur to those skilled in the art upon reading and understanding the specification and the annexed drawings. The present disclosure includes all such modifications and equivalents. The scope of the disclosure is limited only by the claims. In particular with respect to the various functions described above with regard to components (e.g., elements, resources, etc.) described above, unless otherwise indicated, the terms used to describe such components are intended to correspond to any component (functionally equivalent) that performs the particular function of the described component, even if structurally not equivalent to the disclosed structure. In addition, although a particular feature of the disclosure can have been disclosed with respect to only one of several implementations, such feature can be combined with one or more other features of the other implementations as can be desired and advantageous for any given or particular application. Furthermore, to the extent that "comprising", "including", "carrying", "having", "containing", or variants thereof are used in either the detailed description or the claims, such terms are intended to be inclusive in a manner similar to the term "comprising" as an open transition so as to mean that, without being limited thereto, the listed components can include additional components not listed.

[0204] Other embodiments of the disclosure will be apparent to those skilled in the art from consideration of the specification and practice of the features disclosed herein. It is intended that the specification and examples be considered as exemplary only, with a true scope and spirit of the disclosure being indicated by the following claims.

[0205] It should be understood that the present disclosure is not limited to the precise structures herein described and illustrated in the drawings, and that various modifications and changes can be made without departing from its scope. The scope of the present disclosure is limited only by the claims that follow.

Claims

1. A vehicle control method characterized by, The method comprises: in response to a stall prevention condition being met, determining an instantaneous drive torque of a drive motor; controlling a drive power output of the drive motor to decrease and a brake power output of a brake system to increase according to the instantaneous drive torque and a current driving road slope.

2. The method of claim 1, wherein, The controlling a drive power output of the drive motor to decrease and a brake power output of a brake system to increase according to the instantaneous drive torque and a current driving road slope comprises: determining a stall torque range according to the current driving road slope and vehicle calibration information; controlling a drive power output of the drive motor to decrease and a brake power output of a brake system to increase according to the instantaneous drive torque and the stall torque range.

3. The method of claim 2, wherein, The determining a stall torque range according to the current driving road slope and vehicle calibration information comprises: determining a gravity component of the vehicle along a road surface according to the current driving road slope; determining a drive wheel end torque of the vehicle according to an acceleration threshold value in the vehicle calibration information and vehicle information; determining the stall torque range according to the gravity component, a preset wheel end torque in the vehicle calibration information and the drive wheel end torque.

4. The method of claim 3, wherein, The acceleration threshold value comprises an acceleration lower threshold value and an acceleration upper threshold value, and the determining the stall torque range according to the gravity component, the preset wheel end torque in the vehicle calibration information and the drive wheel end torque comprises: determining a stall lower threshold value of the stall torque range as a difference between the gravity component and a drive wheel end torque corresponding to the acceleration lower threshold value; determining a stall upper threshold value of the stall torque range as a sum of the gravity component, the preset wheel end torque and a drive wheel end torque corresponding to the acceleration upper threshold value.

5. The method of claim 2, wherein, The controlling a drive power output of the drive motor to decrease and a brake power output of a brake system to increase according to the instantaneous drive torque and the stall torque range comprises: if the instantaneous drive torque is within the stall torque range, controlling the drive motor to decrease the drive power output at a torque change rate and controlling the brake system to increase the brake power output at a brake power rise rate.

6. The method of claim 2, wherein, The method further comprises: in response to a stall exit condition being met, controlling a drive power output of the drive motor according to a requested torque; wherein the stall exit condition comprises that the instantaneous drive torque is switched from being within the stall torque range to being outside the stall torque range.

7. The method of claim 6, wherein, Before the controlling a drive power output of the drive motor according to a requested torque, comprising: determining that the instantaneous drive torque is not within a hysteresis range.

8. The method of claim 7, wherein, The method further comprises: if the instantaneous drive torque is within the hysteresis range, maintaining the controlling the drive motor to decrease the drive power output at the torque change rate and the controlling the brake system to increase the brake power output at the brake power rise rate.

9. The method of claim 7, wherein, The hysteresis range comprises one or more of: an upper hysteresis range with a stall upper threshold value of the stall torque range as a lower limit value and a hysteresis upper threshold value as an upper limit value; a lower hysteresis range with a stall lower threshold value of the stall torque range as an upper limit value and a hysteresis lower threshold value as a lower limit value.

10. The method of claim 9, wherein, The hysteresis upper threshold is determined by the following way: According to the current driving road slope, the gravity component of the vehicle along the road is determined; According to the vehicle calibration information and the vehicle information, the maximum driving wheel end torque of the vehicle is determined; The sum of the gravity component, the preset wheel end torque and the maximum driving wheel end torque is determined as the hysteresis upper threshold.

11. The method of claim 9, wherein, The hysteresis lower threshold is determined by the following way: According to the current driving road slope, the gravity component of the vehicle along the road is determined; According to the vehicle calibration information and the vehicle information, the minimum driving wheel end torque of the vehicle is determined; The difference between the gravity component and the sum of the preset wheel end torque and the minimum driving wheel end torque is determined as the hysteresis lower threshold.

12. The method of claim 1, wherein, The determination of the instantaneous driving torque of the driving motor includes: According to the instantaneous acceleration of the vehicle, the vehicle calibration information and the current driving road slope, the instantaneous driving torque of the driving motor is determined.

13. The method of claim 12, wherein, The determination of the instantaneous driving torque of the driving motor according to the instantaneous acceleration of the vehicle, the vehicle calibration information and the current driving road slope includes: According to the instantaneous acceleration of the vehicle, the vehicle mass and the tire radius in the vehicle calibration information, the acceleration wheel end torque is determined; According to the current driving road slope, the gravity component of the vehicle along the road is determined; According to the acceleration wheel end torque, the gravity component and the preset wheel end torque in the vehicle calibration information, the instantaneous driving torque of the driving motor is determined.

14. The method of any one of claims 1-13, wherein, The stall protection condition includes: the vehicle speed is less than a preset speed threshold, the current driving road slope is greater than a preset slope threshold, the vehicle is in a preset gear, and the target component temperature of the driving motor meets the thermal protection condition.

15. A vehicle control device characterized by comprising: It includes: A determination module is configured to determine the instantaneous driving torque of the driving motor in response to the satisfaction of the stall protection condition; A control module is configured to control the driving force output of the driving motor to decrease and the braking force output of the braking system to increase according to the instantaneous driving torque and the current driving road slope.

16. The apparatus of claim 15, wherein, The control module includes: A determination submodule is configured to determine a stall torque range according to the current driving road slope and the vehicle calibration information; A control submodule is configured to control the driving force output of the driving motor to decrease and the braking force output of the braking system to increase according to the instantaneous driving torque and the stall torque range.

17. The apparatus of claim 16, wherein, The determination submodule is configured to: According to the current driving road slope, the gravity component of the vehicle along the road is determined; According to the vehicle calibration information and the vehicle information, the driving wheel end torque of the vehicle is determined; According to the gravity component, the preset wheel end torque in the vehicle calibration information and the driving wheel end torque, the stall torque range is determined.

18. The apparatus of claim 17, wherein, The acceleration threshold includes an acceleration lower threshold and an acceleration upper threshold, and the determination submodule is configured to: The difference between the gravity component, the preset wheel end torque and the driving wheel end torque corresponding to the acceleration lower threshold is determined as the lower locked-rotor torque threshold of the locked-rotor torque range. The sum of the gravity component, the preset wheel end torque and the driving wheel end torque corresponding to the acceleration upper threshold is determined as the upper locked-rotor torque threshold of the locked-rotor torque range.

19. The apparatus of claim 16, wherein, The control submodule is configured to: If the instantaneous driving torque is in the locked-rotor torque range, the driving motor is controlled to reduce driving force output according to a torque change rate, and the braking system is controlled to increase braking force output according to a braking force rise rate.

20. The apparatus of claim 19, wherein, The control submodule is further configured to: In response to satisfying a locked-rotor exit condition, the driving motor is controlled to output driving force according to a requested torque; The locked-rotor exit condition includes that the instantaneous driving torque is switched from being in the locked-rotor torque range to being out of the locked-rotor torque range.

21. The apparatus of claim 20, wherein, The control submodule is further configured to determine that the instantaneous driving torque is not in a hysteresis range before the driving motor is controlled to output driving force according to the requested torque.

22. The apparatus of claim 21, wherein, The hysteresis range includes one or more of: An upper hysteresis range with the upper locked-rotor torque threshold of the locked-rotor torque range as a lower limit value and a hysteresis upper threshold as an upper limit value; A lower hysteresis range with the lower locked-rotor torque threshold of the locked-rotor torque range as an upper limit value and a hysteresis lower threshold as a lower limit value.

23. The apparatus of claim 15, wherein, The determination module is configured to: Determine the instantaneous driving torque of the driving motor according to the instantaneous acceleration of the vehicle, vehicle calibration information and current driving road slope.

24. The apparatus of any of claims 15-23, wherein, The locked-rotor heat prevention condition includes that the vehicle speed is less than a preset speed threshold, the current driving road slope is greater than a preset slope threshold, the vehicle is in a preset gear, and a target component temperature of the driving motor satisfies a heat protection condition.

25. A vehicle characterized by Comprise: A processor; A memory for storing processor-executable instructions; The processor is configured to execute the executable instructions stored in the memory to implement the method of any one of claims 1-14.

26. A computer readable storage medium having stored thereon a computer program, characterized in that, The computer program is executed by the processor to implement the steps of the method of any one of claims 1-14.

27. A computer program product, characterised in that, The computer program is executed by the processor to implement the steps of the method of any one of claims 1-14.

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