Control method, control system and vehicle for a vehicle

Abstract

The application provides a control method, a control system and a vehicle. The control method of the vehicle comprises: obtaining an actual motor speed at a current time and actual motor speeds within a sampling time period before the current time; filtering the actual motor speed at the current time to obtain a filtered motor speed; determining a motor speed compensation value according to the actual motor speeds within the sampling time period; compensating the filtered motor speed according to the motor speed compensation value to obtain a control motor speed; and controlling the vehicle according to the control motor speed. In this way, the compensation process is adapted to the degree of real-time motor speed change, which is beneficial to improving the accuracy of the control motor speed, thereby improving the response and accuracy of the vehicle control based on the control motor speed, and avoiding the adverse effects of control lag on the vehicle performance.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, and more particularly to a vehicle control method, a control system, and a vehicle. Background Technology

[0002] Currently, motor control systems in vehicles widely employ speed signal filtering technology to suppress noise and vibration interference. In vehicle applications, motor speed signals are typically acquired using Hall sensors or encoders and then used for torque control after simple filtering. However, the phase delay introduced during the speed signal filtering process cannot be adequately compensated for, resulting in lag in subsequent control actions based on the speed signal. Summary of the Invention

[0003] This application provides a vehicle control method, a control system, and a vehicle to improve the accuracy of the control motor speed, thereby improving the responsiveness and accuracy of vehicle control based on the control motor speed.

[0004] This application provides a vehicle control method, comprising: obtaining the actual motor speed at the current moment and the actual motor speed within a sampling period prior to the current moment; filtering the actual motor speed at the current moment to obtain the filtered motor speed; determining a motor speed compensation value based on the actual motor speed within the sampling period; compensating the filtered motor speed based on the motor speed compensation value to obtain a control motor speed; and controlling the vehicle based on the control motor speed.

[0005] Optionally, the motor speed compensation value is determined based on the actual motor speed within the sampling period, including: determining the motor speed compensation value based on the severity of the fluctuation of the actual motor speed within the sampling period.

[0006] Optionally, the motor speed after filtering is compensated according to the motor speed compensation value to obtain the control motor speed, including: adding the motor speed compensation value to the filtered motor speed, and using the sum as the control motor speed; wherein, the motor speed compensation value is negatively correlated with the severity of the fluctuation of the actual motor speed within the sampling time, and the motor speed compensation value is less than or equal to the difference between the actual motor speed before the sampling time and the actual motor speed at the current moment.

[0007] Optionally, the motor speed compensation value is determined based on the severity of the actual motor speed fluctuation within the sampling period, including: obtaining the filtered speed difference between the actual motor speed at the current moment and the filtered motor speed; determining the compensation coefficient based on the severity of the actual motor speed fluctuation within the sampling period; and determining the product of the compensation coefficient and the filtered speed difference as the motor speed compensation value.

[0008] Optionally, the motor speed after filtering is compensated according to the motor speed compensation value to obtain the motor speed for control, including: adding a motor speed compensation value to the filtered motor speed, and using the sum as the motor speed for control; wherein, the compensation coefficient is negatively correlated with the severity of the fluctuation of the actual motor speed within the sampling time, and the compensation coefficient is greater than or equal to 0 and less than or equal to 1.

[0009] Optionally, the sampling duration includes multiple unit durations; the compensation coefficient is determined based on the severity of the actual motor speed fluctuation within the sampling duration, including: obtaining the difference between the actual motor speed before the sampling duration and the actual motor speed at the current moment; obtaining the sum of the changes in the actual motor speed within all unit durations; and determining the ratio of the sampling speed difference to the sum as the compensation coefficient.

[0010] Optionally, after obtaining the sum of the actual changes in motor speed over all unit time periods, the method further includes: if the sum is less than or equal to the protection threshold, then the compensation coefficient is determined to be 0; wherein the protection threshold is greater than or equal to 0.

[0011] Optionally, the actual motor speed at the current moment is filtered to obtain the filtered motor speed, including: using a dual low-pass filter to filter the actual motor speed at the current moment to obtain the filtered motor speed.

[0012] Optionally, the control method further includes: obtaining the running time of the motor in this operation; if the running time is greater than or equal to a set time, using the set time as the sampling time; if the running time is less than the set time, determining the sampling time based on the running time, wherein the sampling time is less than or equal to the set time.

[0013] This application provides a vehicle control system, including one or more processors, for implementing the aforementioned vehicle control method.

[0014] This application provides a vehicle, including: a vehicle body; and the aforementioned vehicle control system, disposed on the vehicle body.

[0015] The vehicle control method, control system, and vehicle provided in this application determine a motor speed compensation value based on the actual motor speed within a sampling period prior to the current moment. The actual motor speed at the current moment is then filtered, and compensation is performed based on this compensation value to obtain the control motor speed used for vehicle control. This compensation process is adapted to the real-time variation in motor speed, which helps improve the accuracy of the control motor speed, thereby enhancing the responsiveness and accuracy of vehicle control based on the control motor speed and avoiding adverse effects on vehicle performance due to control lag. Attached Figure Description

[0016] Figure 1 This is a schematic flowchart of a vehicle control method provided in one embodiment of this application; Figure 2 This is a schematic flowchart of a vehicle control method provided in another embodiment of this application; Figure 3 This is a schematic diagram of the calculation process for the speed of a control motor provided in one embodiment of this application; Figure 4 This is a schematic diagram illustrating the calculation of the compensation coefficient provided in one embodiment of this application; Figure 5 This is a schematic flowchart of a vehicle control method provided in another embodiment of this application. Detailed Implementation

[0017] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings.

[0018] Motor control systems in vehicles widely employ speed signal filtering technology to suppress noise and vibration interference. In vehicle applications, motor speed signals are typically acquired using Hall sensors or encoders and then used for torque control after simple filtering. However, the phase delay introduced by the speed signal filtering process cannot be adequately compensated for, resulting in control lag based on the speed signal. For example, this can cause a torque delay of approximately 20-60 milliseconds. Related technologies often focus on the motor speed filtering process but rarely consider the lag problem caused by filtering.

[0019] To address the aforementioned problems, this application provides a vehicle, including a vehicle body and a vehicle control system, the control system being disposed on the vehicle body. The vehicle control system includes one or more processors for implementing a method for controlling the motor speed.

[0020] Combination Figure 1 As shown, this application embodiment provides a vehicle control method, including steps S10 to S50.

[0021] Step S10: Obtain the actual motor speed at the current moment, and the actual motor speed within the sampling time period before the current moment.

[0022] Step S20: Filter the actual motor speed at the current moment to obtain the filtered motor speed.

[0023] Step S30: Determine the motor speed compensation value based on the actual motor speed within the sampling period.

[0024] Step S40: Compensate the filtered motor speed according to the motor speed compensation value to obtain the control motor speed.

[0025] Step S50: Control the vehicle according to the speed of the control motor.

[0026] For example, the torque is controlled based on the speed of the motor used for control.

[0027] The vehicle control method provided in this application determines a motor speed compensation value based on the actual motor speed within the sampling period prior to the current moment. After filtering the current actual motor speed, compensation is then performed based on this compensation value to obtain the control motor speed used to control the vehicle. This compensation process is adapted to the real-time variation in motor speed, which helps improve the accuracy of the control motor speed. This, in turn, enhances the responsiveness and accuracy of vehicle control based on the control motor speed, avoiding adverse effects on vehicle performance due to control lag.

[0028] In some embodiments, filtering the actual motor speed at the current moment to obtain the filtered motor speed includes: filtering the actual motor speed at the current moment using a dual low-pass filter to obtain the filtered motor speed. Using a dual low-pass filter to filter the actual motor speed at the current moment can remove jitter signals in the motor speed, ensuring that signals within the cutoff frequency can pass. This filtering method can fully utilize the suppression advantage of low-pass filtering on high-frequency interference. Through the synergistic effect of the two-stage filtering, it further attenuates the noise components in the motor speed signal, significantly improving the smoothness of the filtered motor speed signal. Compared to a single filtering method, dual low-pass filtering can more thoroughly filter out high-frequency resonance signals, reduce irregular fluctuations in the speed signal, and provide stable and reliable basic data for subsequent phase difference compensation.

[0029] This section uses Butterworth filtering as an example to illustrate the specific process of using dual low-pass filtering to filter the actual motor speed at the current moment and obtain the filtered motor speed.

[0030] The Butterworth transfer function is as follows:

[0031] in: Cutoff frequency (rad / s); The quality factor determines the damping characteristics of the filter.

[0032] For a second-order Butterworth filter with a quality factor Q of 0.707, the transfer function can be simplified to:

[0033] A bilinear transformation of the transfer function yields:

[0034] Where T is the sampling period, , It is the sampling frequency.

[0035] The final discretized transfer function:

[0036] Assumption:

[0037]

[0038]

[0039]

[0040] After normalization, we get:

[0041] After further transformation into difference equation form, we get:

[0042] Thus, Butterworth filtering can effectively filter high-frequency resonant signals.

[0043] In some embodiments, determining the motor speed compensation value based on the actual motor speed within the sampling period includes: determining the motor speed compensation value based on the severity of the fluctuation of the actual motor speed within the sampling period. The goal of compensation is to compensate only for the true trend deviation caused by filtering delay, without compensating for spurious fluctuations caused by noise, and the degree of fluctuation directly reflects the proportion of the true trend and noise interference in the speed signal. Therefore, when determining the motor speed compensation value, the severity of the fluctuation of the actual motor speed within the sampling period is used as the core basis, which allows the motor speed compensation value to accurately match the real-time state of the actual motor speed, thereby improving the accuracy of the motor speed compensation value, and thus improving the accuracy of the control motor speed and the accuracy of subsequent control. In some embodiments, compensating the filtered motor speed based on the motor speed compensation value to obtain the control motor speed includes: adding the motor speed compensation value to the filtered motor speed, and using the resulting sum as the control motor speed. The motor speed compensation value is negatively correlated with the severity of the fluctuation of the actual motor speed within the sampling period, and the motor speed compensation value is less than or equal to the difference between the actual motor speed before the sampling period and the actual motor speed at the current moment. The motor speed compensation value is negatively correlated with the severity of the actual motor speed fluctuation within the sampling period. Specifically, when the speed fluctuation is gradual, the motor speed compensation value can be increased to effectively eliminate the phase delay introduced by filtering; conversely, when the speed fluctuation is severe, the motor speed compensation value can be appropriately decreased to avoid introducing noise components into the compensated signal. Through dynamic adaptation, this avoids both the lag caused by insufficient compensation when fluctuations are gradual and the signal distortion caused by excessive compensation when fluctuations are severe, significantly improving the rationality and accuracy of the motor speed compensation value and laying the foundation for the accuracy of subsequent motor speed control. Furthermore, limiting the compensation value to be less than or equal to the difference between the sampled speed before and at the current moment prevents overcompensation that exceeds the actual speed change range, thus preventing torque control deviations. This balance of timely and safe compensation ensures that the controlled motor speed is neither lagging nor distorted, guaranteeing the stability of vehicle torque control.

[0044] Combination Figure 2 As shown, this application embodiment provides a vehicle control method, including steps S10 to S50.

[0045] Step S10: Obtain the actual motor speed at the current moment, and the actual motor speed within the sampling time period before the current moment.

[0046] Step S20: Filter the actual motor speed at the current moment to obtain the filtered motor speed.

[0047] Step S301: Obtain the filtered speed difference between the actual motor speed at the current moment and the filtered motor speed.

[0048] Step S302: Determine the compensation coefficient based on the severity of the actual motor speed fluctuation within the sampling period.

[0049] Step S303: Determine the product of the filter compensation coefficient and the speed difference as the motor speed compensation value.

[0050] Step S40: Compensate the filtered motor speed according to the motor speed compensation value to obtain the control motor speed.

[0051] Step S50: Control the vehicle according to the speed of the control motor.

[0052] This section provides a clear method for calculating motor speed compensation values. The difference between the actual motor speed at the current moment and the filtered motor speed (the filtered speed after filtering) can directly quantify the speed lag deviation introduced by the filtering process. This provides a precise reference benchmark for compensation based on the difference between the real speed and the filtered speed, preventing the compensation from becoming disconnected from the actual delay deviation and ensuring that the compensation directly applies to the lag portion that needs to be compensated. By dynamically adjusting the compensation ratio based on the severity of the fluctuation, the compensation intensity can be dynamically adjusted. The final determined control motor speed accurately matches the magnitude of the lag deviation introduced by the filtering process and dynamically adapts to the speed fluctuation state through the compensation coefficient. This effectively balances the core requirements of eliminating delay and suppressing noise, which helps ensure the accuracy and stability of the subsequent control motor speed, thereby improving the responsiveness and accuracy of vehicle torque control.

[0053] In some embodiments, the filtered motor speed is compensated according to the motor speed compensation value to obtain the control motor speed, including: adding a motor speed compensation value to the filtered motor speed, and using the sum as the control motor speed; wherein, the compensation coefficient is negatively correlated with the severity of the actual motor speed fluctuation within the sampling time, and the compensation coefficient is greater than or equal to 0 and less than or equal to 1. Thus, setting the compensation coefficient to be negatively correlated with the severity of fluctuation allows for dynamic adjustment of the compensation intensity according to the signal state. Specifically, when the fluctuation is gentle, the coefficient approaches 1, achieving full compensation to maximize delay elimination; when the fluctuation is severe, the coefficient approaches 0, reducing compensation to avoid noise introduction, adapting to signal characteristics under different operating conditions. Then, the compensation is directly applied to the smoothed speed signal that has already been filtered, retaining the advantages of filtering and noise reduction while quickly eliminating phase delay, ensuring that the control motor speed has both smoothness and real-time performance.

[0054] Furthermore, limiting the compensation coefficient to between 0 and 1 allows for strict control over the compensation range, preventing distortion of the speed signal caused by excessive compensation, ensuring stable and reliable compensation results, and providing accurate and reliable motor speed input for subsequent vehicle torque control.

[0055] In some embodiments, the sampling duration includes multiple unit durations. Determining the compensation coefficient based on the severity of the actual motor speed fluctuation within the sampling duration includes: obtaining the sum of the changes in the actual motor speed within all unit durations; and determining the ratio of the speed difference to the sum as the compensation coefficient.

[0056] The more drastic the actual motor speed fluctuation, the more frequent the speed changes within adjacent unit time intervals, the larger the absolute value of the changes, and the greater the sum of the values. Conversely, the smoother the fluctuation, the smaller the sum. The sum of the speed changes within all unit time intervals comprehensively reflects the overall speed fluctuation within the sampling period. The ratio of the speed difference to the sum serves as a compensation coefficient, relating the overall speed trend to local fluctuations. Specifically, when the fluctuation is smooth, the sum is close to the speed difference, and the ratio approaches 1, achieving full compensation to effectively eliminate filtering delay. When the fluctuation is drastic, the sum is much larger than the speed difference, and the ratio decreases accordingly, allowing for a reduction in the compensation ratio to avoid noise interference in the compensation result.

[0057] Thus, by determining the compensation coefficient through the ratio of the speed difference to the sum, the degree of speed fluctuation can be accurately reflected, transforming the severity of speed fluctuation into a quantifiable calculation indicator. Determining the compensation coefficient in this way helps ensure the accuracy of compensation, thereby guaranteeing the accuracy and stability of the control motor speed, and ultimately improving the accuracy and timeliness of subsequent vehicle control based on the control motor speed. The unit duration can be set, for example, to the shortest communication cycle of the vehicle's internal systems. The shortest communication cycle is the smallest time unit for data transmission between various control modules within the vehicle. Using this as the unit duration for collecting speed changes ensures that the speed data for each unit duration is synchronized with the original data transmitted in real time by the system, avoiding data gaps caused by mismatches between the unit duration and the communication cycle. This provides complete and continuous basic data for calculating the sum of speed changes over all unit durations, ensuring the accuracy of judging the severity of fluctuations.

[0058] Combination Figure 3 As shown, an example is provided here to illustrate the calculation process of the control motor speed.

[0059] First, calculate the motor speed difference before and after filtering: Δn = n Act – n Filter .

[0060] Where, n Act n is the original motor speed. Filter Δn represents the motor speed after filtering, and Δn represents the difference in motor speed before and after filtering.

[0061] Then calculate the compensation coefficient using the following formula:

[0062] k is the compensation coefficient, and d is the signal delay cycle number, which represents the time interval set to compare the current signal with the signal at a certain point in the past. d cycles is the sampling duration.

[0063] This represents the motor speed signal at the i-th sampling point, i.e., the actual motor speed at the current moment; : Represents the motor speed signal value before d sampling periods, that is, the actual motor speed at the moment before the sampling duration. Indicates the current sampling point With d previous sampling points The longitudinal difference is the difference between the actual motor speed before the sampling time and the actual motor speed at the current moment. express The sum of the longitudinal differences between all adjacent sampling points reflects the total degree of fluctuation along the entire signal path.

[0064] Calculate the motor speed for control .

[0065] The speed of the control motor after compensation. This represents the motor speed after filtering. This is the filtered speed difference between the actual motor speed at the current moment and the filtered motor speed. The compensation coefficient calculated above is .

[0066] In some embodiments, after obtaining the sum of the actual motor speed changes over all unit time periods, the method further includes: if the sum is less than or equal to a protection threshold, then determining the compensation coefficient to be 0; wherein the protection threshold is greater than or equal to 0. The calculation of the compensation coefficient depends on the ratio of the speed difference to the sum of the speed changes over unit time periods. During implementation, if the sum approaches zero, direct calculation can easily result in a mathematical anomaly of a zero denominator, leading to uncontrolled compensation coefficients. By setting a protection logic that sets the compensation coefficient to 0 when the sum is less than or equal to the threshold, the risk of division by zero can be logically avoided, ensuring that the algorithm can still operate normally under extreme conditions and preventing control failures caused by calculation anomalies. Simultaneously, the scenario where the sum of the actual motor speed changes over all unit time periods is less than or equal to the protection threshold corresponds to a stable operating condition with minimal motor speed fluctuations. In this case, the hysteresis introduced by the filtering stage is negligible, and no additional compensation is needed to meet the control accuracy requirements. Setting the compensation coefficient to 0 at this time avoids overcompensation caused by minor fluctuations or calculation errors, reduces unnecessary computational resource consumption, and makes the control strategy more closely match the actual operating conditions. This approach balances algorithm security and operational adaptability, ensuring stable calculation of the compensation coefficient and reliable subsequent vehicle control. For example, the protection threshold can be set to 0.001.

[0067] like Figure 4 As shown, This represents the y-axis difference across d cycles. This represents the y-axis component for each cycle.

[0068] When the signal changes at a fixed slope, the numerator and denominator are equal. Therefore, the compensation coefficient k=1, indicating that there is only a trend change and no noise interference throughout the process.

[0069] When the signal remains unchanged within a fixed period, the numerator is 0, and the denominator has division-by-zero protection logic to avoid calculation errors caused by dividing by zero. Therefore, the compensation coefficient k=0, indicating that no compensation is needed.

[0070] When the signal jitters within d cycles, the denominator increases because the sum of the longitudinal differences between adjacent sampling points increases. If the trend does not change significantly, the numerator may still remain small, resulting in a lower compensation coefficient. The more jitter there is, the larger the denominator becomes, and the smaller the compensation coefficient k value becomes, indicating that jitter has a greater impact on the compensation effect.

[0071] Combination Figure 5 As shown, this application embodiment provides a vehicle control method, including steps S01 to S50.

[0072] Step S01: Obtain the running time of the motor in this operation.

[0073] Step S02: If the running time is greater than or equal to the set duration, the set duration is used as the sampling duration.

[0074] Step S03: If the running time is less than the set time, determine the sampling time based on the running time. The sampling time is less than or equal to the set time.

[0075] Step S10: Obtain the actual motor speed at the current moment, and the actual motor speed within the sampling time period before the current moment.

[0076] Step S20: Filter the actual motor speed at the current moment to obtain the filtered motor speed.

[0077] Step S30: Determine the motor speed compensation value based on the actual motor speed within the sampling period.

[0078] Step S40: Compensate the filtered motor speed according to the motor speed compensation value to obtain the control motor speed.

[0079] Step S50: Control the vehicle according to the speed of the control motor.

[0080] Here, a dynamic delay window adjustment strategy is provided. When the system is just starting up and the amount of collected data is insufficient, delay analysis is gradually introduced, causing the sampling duration to gradually increase with the amount of running time. This allows the selection of the sampling duration to be precisely adapted to the motor operation stage, ensuring both the validity of the data in the early stages of system operation and the reliability of sampling in the stable operation stage, significantly improving the adaptability of the overall control strategy. Specifically, when the running time of the motor in this operation is less than the set duration, the amount of collected speed data is limited. If the set duration is directly used as the sampling duration, insufficient data may lead to errors in judging the severity of speed fluctuations, thus affecting the accuracy of compensation value calculation. Determining a sampling duration that is less than or equal to the set duration based on the running time allows for sampling analysis based on existing valid data. When the running time is greater than or equal to the set duration, sufficient speed data has been accumulated, and using the set duration as the sampling duration can comprehensively and accurately reflect the speed fluctuation characteristics within the sampling duration. This not only solves the problem of sampling validity caused by insufficient data in the early stage of motor operation, but also ensures the integrity of sampling data in the stable operation stage. It avoids data redundancy or insufficient data that may occur in different operation stages with fixed sampling time, and provides a reliable data foundation for subsequent motor speed compensation and vehicle control.

[0081] Here, an example is given to illustrate how the sampling duration is determined.

[0082] When the system runs a loop number m < At that time, the delay window d increases linearly from its minimum value.

[0083]

[0084] in: This represents the maximum delay window, corresponding to the previously set duration. m is the current number of cycles collected. The total number of loops required to reach the maximum delay window is an adjustable parameter. This represents the maximum delay window, and is an adjustable parameter.

[0085] Assumption =50, If the value is 50, then the delay window d can be set according to Table 1. This allows for the setting of the sampling duration.

[0086] Table 1:

[0087] Thus, the delay window size is dynamically adjusted using a linearly increasing method based on the number of iterations. A smaller delay value is used initially, and then gradually increased proportionally to the target maximum value based on the number of iterations collected. This approach helps avoid misjudgments due to insufficient data in the early stages of system operation and ensures a smooth transition in delay, improving the robustness and adaptability of the overall signal analysis.

[0088] By employing the aforementioned control method, when the wheel experiences high-frequency vibration, the stability of the filtered motor speed and torque can be effectively maintained, avoiding resonance between speed and torque caused by vibration, thereby significantly improving the system's control accuracy and operational smoothness. Furthermore, this method can substantially reduce the jitter and delay of the speed signal, effectively suppressing resonance between the wheel and motor torque, thus significantly improving vehicle stability and ride comfort during driving.

[0089] The above embodiments are merely illustrative of several implementation methods of this application, and their descriptions are quite specific and detailed. However, they should not be construed as limiting the scope of the invention patent. It should be noted that those skilled in the art can make various modifications and improvements without departing from the inventive concept of this application, and these modifications and improvements all fall within the protection scope of this application.

[0090] In the description of this application, it should be understood that the terms "first," "second," etc., are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Therefore, a feature defined with "first," "second," etc., may explicitly or implicitly include at least one of that feature. In the description of this application, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified.

Claims

1. A method for controlling a vehicle, characterized in that, include: Obtain the actual motor speed at the current moment, and the actual motor speed during the sampling period prior to the current moment; The actual motor speed at the current moment is filtered to obtain the filtered motor speed. The filter speed difference between the actual motor speed at the current moment and the filtered motor speed is obtained. A compensation coefficient is determined based on the severity of the fluctuation of the actual motor speed within the sampling period. The product of the compensation coefficient and the filter speed difference is determined as the motor speed compensation value. The motor speed compensation value is added to the filtered motor speed, and the resulting sum is used as the motor speed for control. The vehicle is controlled according to the rotational speed of the control motor; The compensation coefficient is negatively correlated with the degree of fluctuation in the actual motor speed during the sampling period.

2. The control method according to claim 1, characterized in that, The step of compensating the filtered motor speed based on the motor speed compensation value to obtain the control motor speed includes: The motor speed compensation value is added to the filtered motor speed, and the resulting sum is used as the motor speed for control. The compensation coefficient is negatively correlated with the degree of fluctuation in the actual motor speed within the sampling period, and the compensation coefficient is greater than or equal to 0 and less than or equal to 1.

3. The control method according to claim 1 or 2, characterized in that, The sampling duration includes multiple unit durations; The determination of the compensation coefficient based on the severity of the actual motor speed fluctuation within the sampling period includes: The difference between the actual motor speed before the sampling time and the actual motor speed at the current moment is obtained; Obtain the sum of the actual changes in motor speed over all unit time periods; The ratio of the sampled speed difference to the sum is determined as the compensation coefficient.

4. The control method according to claim 3, characterized in that, After obtaining the sum of the actual motor speed changes over all unit time periods, the method further includes: If the sum is less than or equal to the protection threshold, then the compensation coefficient is determined to be 0; Wherein, the protection threshold is greater than or equal to 0.

5. The control method according to claim 1, characterized in that, The step of filtering the actual motor speed at the current moment to obtain the filtered motor speed includes: The actual motor speed at the current moment is filtered by a dual low-pass filter to obtain the filtered motor speed.

6. The control method according to claim 1, characterized in that, Also includes: Obtain the running time of the motor in this operation; If the running time is greater than or equal to the set time, the set time shall be used as the sampling time. If the running time is less than the set time, the sampling time is determined based on the running time, wherein the sampling time is less than or equal to the set time.

7. A vehicle control system, characterized in that, It includes one or more processors for implementing the vehicle control method as described in any one of claims 1-6.

8. A vehicle, characterized in that, include: Vehicle body; and The vehicle control system as described in claim 7 is disposed on the vehicle body.

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