A method of controlling a vehicle, a vehicle and a storage medium

Abstract

The application provides a method for controlling a vehicle, the vehicle and a storage medium. The method applies to the technical field of hybrid control. The method comprises the following steps: in the case that a first motor of the vehicle is detected to have a fault, determining a current state of the vehicle; the first motor and an engine are arranged on the same axle of the vehicle; in the case that the vehicle is in a driving state, acquiring a current power of a power battery of the vehicle; in the case that the current power is less than a preset power threshold, controlling a second motor of the vehicle to generate power by recovery; the second motor and the engine are arranged on different axles. The method can ensure that the vehicle maintains long-time driving, avoids the situation that the vehicle appears black screen and is stranded, and improves the vehicle experience of a user.

Description

Technical Field

[0001] This application relates to the field of hybrid power control technology, and more specifically, to a method for controlling a vehicle, a vehicle, and a storage medium in the field of hybrid power control technology. Background Technology

[0002] With the rapid development of new energy vehicle technology and hybrid power architecture, hybrid models have gradually become the mainstream models in the market due to their outstanding fuel economy, smooth power output, and the combination of energy saving and power performance.

[0003] In existing technologies, to balance vehicle power and economy, vehicles with a multi-speed hybrid configuration consisting of an engine and dual electric motors (P2 / P2.5 motor + P4 motor) have been developed. In this architecture, the P2 motor and the engine are mounted on the same axle, and this motor serves both as a drive assist and a generator. The P4 motor is independently mounted on the other axle, enabling four-wheel drive.

[0004] When the P2 / P2.5 motors of the above-mentioned architecture malfunction and fail to generate electricity, the vehicle cannot maintain operation for an extended period of time and is prone to blackouts and breakdowns. Summary of the Invention

[0005] This application provides a method for controlling a vehicle, a vehicle, and a storage medium. The method can ensure that the vehicle can maintain driving for a long time, avoid the vehicle breaking down due to blackout, and improve the user's driving experience.

[0006] In a first aspect, a method for controlling a vehicle is provided, the method comprising: determining the current state of the vehicle when a fault is detected in the first motor of the vehicle; the first motor and the engine are located on the same axle of the vehicle; when the vehicle is currently in a driving state, obtaining the current charge of the vehicle's power battery; when the current charge is less than a preset charge threshold, controlling the second motor of the vehicle to perform regenerative braking and power generation; the second motor and the engine are located on different axles of the vehicle.

[0007] In the above technical solution, in the event of a detected first motor failure, the vehicle's current state is determined. Based on this state, the vehicle's power consumption status can be determined, facilitating subsequent control of the second motor. When the vehicle is in motion, obtaining the current battery charge level determines the vehicle's remaining battery power. If the current charge level is below a preset threshold, the remaining battery power is considered low. In this case, the second motor is controlled to regenerate electricity, supplying power to the vehicle. This prevents the vehicle from continuously consuming battery power, which could lead to a blackout or breakdown, thus improving the user experience.

[0008] In conjunction with the first aspect, in some possible implementations, when the current battery level is less than a preset battery level threshold, the vehicle's second motor is controlled to perform energy recovery and power generation, including: activating the vehicle's energy recovery function when the current battery level is less than the preset battery level threshold; determining the recovery torque of the second motor when the energy recovery function is activated; and controlling the second motor to perform energy recovery and power generation based on the recovery torque.

[0009] In the above technical solution, when the first motor is faulty, the vehicle is in motion, and the current charge of the power battery is less than a preset charge threshold, the energy recovery function of the vehicle can be activated. This can control the drive motor to stop outputting drive torque, and then recover energy based on the recovered torque, ensuring the feasibility of the second motor recovering torque.

[0010] Combining the first aspect and the above implementation methods, in some possible implementation methods, controlling the second motor to perform regenerative power generation based on the regenerative torque includes: detecting the real-time power level of the power battery during the process of controlling the second motor to perform regenerative power generation based on the regenerative torque; correcting the regenerative torque based on the real-time power level to obtain the corrected regenerative torque; and controlling the second motor to perform regenerative power generation based on the corrected regenerative torque to maintain the power battery power level at a preset power threshold.

[0011] In the above technical solution, the real-time power correction and recovery torque based on the power battery can avoid the situation where the actual power consumption of the DC-DC converter and the power generated by the second motor are not completely matched, resulting in the power battery continuously consuming power or continuously charging, and further avoids the situation where the power battery is depleted.

[0012] Combining the first aspect and the above implementation methods, in some possible implementation methods, the recovered torque is corrected based on the real-time power level to obtain the corrected recovered torque, including: when the real-time power level continues to increase, the corrected recovered torque is obtained by decreasing the absolute value of the recovered torque based on the real-time power level; when the real-time power level continues to decrease, the corrected recovered torque is obtained by increasing the absolute value of the recovered torque based on the real-time power level.

[0013] In the above technical solution, the regenerative torque is adjusted in real time by increasing or decreasing the power battery charge, so that the second motor can generate electricity based on the adjusted regenerative torque. This ensures that the power generated by the second motor is closer to the actual power consumption, effectively balancing the vehicle's power demand and the impact of the second motor's power generation on the vehicle's driving, and improving the user experience.

[0014] Combining the first aspect and the above implementation methods, in some possible implementation methods, controlling the second motor for regenerative power generation based on regenerative torque includes: obtaining the vehicle's slip ratio during the process of controlling the second motor for regenerative power generation based on regenerative torque; correcting the regenerative torque based on the slip ratio to obtain the corrected regenerative torque; and controlling the second motor for regenerative power generation based on the corrected regenerative torque.

[0015] In the above technical solution, the recovery torque is corrected based on the slip ratio, which can reserve a margin for hydraulic braking control, ensure that ESP (Electronic Stability Program) intervenes in time to maintain vehicle stability, avoid vehicle sideslip leading to loss of control, and improve vehicle stability.

[0016] In combination with the first aspect and the above implementation methods, in some possible implementation methods, when the energy recovery function is activated, determining the recovery torque of the second motor includes: when the energy recovery function is activated, obtaining the power consumption of the vehicle's DC-DC converter and the current speed of the second motor; and calculating the recovery torque based on the power consumption and the current speed.

[0017] In the above technical solution, the power consumption of the DC-DC converter is the minimum power required to maintain normal vehicle operation. By calculating the recovered torque based on the power consumption of the DC-DC converter and the current speed of the second motor, the electrical energy recovered by the second motor can meet the minimum power required for normal vehicle operation, balancing the power demand and electricity demand of vehicle operation and improving the user's driving experience.

[0018] In combination with the first aspect and the above implementation methods, in some possible implementation methods, the method further includes: activating the vehicle's energy recovery function when the vehicle is currently in a deceleration and regeneration state; determining the deceleration rate of the vehicle during energy recovery when the energy recovery function is activated; determining the recovery torque of the second motor based on the deceleration rate; and controlling the second motor to recover and generate electricity based on the recovery torque.

[0019] In the above technical solution, in the event of a failure of the first motor, the vehicle is determined to be in a deceleration and regeneration state. Based on the deceleration, the regeneration torque of the second motor is determined to generate electricity, thus ensuring that the vehicle can normally recover energy in the deceleration and regeneration state.

[0020] In combination with the first aspect and the above implementation methods, in some possible implementation methods, the method further includes: when the vehicle is in a parked state, controlling the absolute value of the output torque of the second motor to be less than or equal to a preset torque.

[0021] Secondly, a device for controlling a vehicle is provided, the device comprising: a determining module for determining the current state of the vehicle when a fault is detected in the first motor of the vehicle; the first motor and the engine are mounted on the same axle of the vehicle; an acquiring module for acquiring the current charge level of the vehicle's power battery when the vehicle is currently in motion; and a controlling module for controlling the second motor of the vehicle to perform regenerative braking and power generation when the current charge level is less than a preset charge threshold; the second motor and the engine are mounted on different axles of the vehicle.

[0022] In conjunction with the second aspect, in some possible implementations, the control module is specifically used to: activate the vehicle's energy recovery function when the current battery level is less than a preset battery level threshold; determine the recovery torque of the second motor when the energy recovery function is activated; and control the second motor to perform energy recovery and power generation based on the recovery torque.

[0023] Combining the second aspect and the above implementation methods, in some possible implementation methods, the control module is specifically used to detect the real-time power level of the power battery during the process of controlling the second motor to generate electricity based on the regenerative torque; correct the regenerative torque based on the real-time power level to obtain the corrected regenerative torque; and control the second motor to generate electricity based on the corrected regenerative torque so that the power battery power level is maintained at a preset power threshold.

[0024] Combining the second aspect and the above implementation methods, in some possible implementation methods, the control module is specifically used to: obtain the corrected recovery torque based on the absolute value of the decrease in recovery torque when the real-time power is continuously increasing; and obtain the corrected recovery torque based on the absolute value of the increase in recovery torque when the real-time power is continuously decreasing.

[0025] Combining the second aspect and the above implementation methods, in some possible implementation methods, the control module is specifically used to: obtain the vehicle's slip ratio during the process of controlling the second motor to perform regenerative power generation based on the regenerative torque; correct the regenerative torque based on the slip ratio to obtain the corrected regenerative torque; and control the second motor to perform regenerative power generation based on the corrected regenerative torque.

[0026] Combining the second aspect and the above implementation methods, in some possible implementation methods, the control module is specifically used to, when the energy recovery function is in an active state, obtain the power consumption of the vehicle's DC-DC converter and the current speed of the second motor; and calculate the recovery torque based on the power consumption and the current speed.

[0027] In conjunction with the second aspect and the above implementation methods, in some possible implementation methods, the control module is also used to: activate the vehicle's energy recovery function when the vehicle is currently in a deceleration and regeneration state; determine the deceleration rate of the vehicle during energy recovery when the energy recovery function is activated; determine the recovery torque of the second motor based on the deceleration rate; and control the second motor to recover and generate electricity based on the recovery torque.

[0028] In conjunction with the second aspect and the above implementation methods, in some possible implementation methods, the control module is also used to control the absolute value of the output torque of the second motor to be less than or equal to a preset torque when the vehicle is in a parked state.

[0029] Thirdly, a vehicle is provided, including a memory and a processor. The memory is used to store executable program code, and the processor is used to call and run the executable program code from the memory, causing the vehicle to perform the methods of the first aspect or any possible implementation thereof.

[0030] Fourthly, a computer program product is provided, comprising: computer program code, which, when run on a computer, causes the computer to perform the methods described in the first aspect or any possible implementation thereof.

[0031] Fifthly, a computer-readable storage medium is provided that stores computer program code, which, when executed on a computer, causes the computer to perform the methods described in the first aspect or any possible implementation thereof. Attached Figure Description

[0032] Figure 1 This is a schematic diagram of the architecture of a hybrid vehicle provided in the embodiments of this application.

[0033] Figure 2 This is a schematic flowchart of a method for controlling a vehicle provided in an embodiment of this application.

[0034] Figure 3 This is a schematic diagram of a device for controlling a vehicle provided in an embodiment of this application.

[0035] Figure 4 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application. Detailed Implementation

[0036] The technical solutions in this application will be clearly and thoroughly described below with reference to the accompanying drawings. In the description of the embodiments of this application, unless otherwise stated, " / " means "or," for example, A / B can mean A or B. "And / or" in the text is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Furthermore, in the description of the embodiments of this application, "multiple" refers to two or more than two.

[0037] Hereinafter, the terms "first" and "second" are used for descriptive purposes only and should not be construed as implying or suggesting relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature.

[0038] In the existing technology, in order to balance the vehicle's power and economy, a multi-speed hybrid configuration has been developed, which is equipped with an engine and dual electric motors (P2 / P2.5 motor + P4 motor). In this architecture, the P2 motor and the engine are located on the same axle, and the motor has the dual functions of drive assist and power generation. The P4 motor is independently located on the other axle of the vehicle, realizing four-wheel drive.

[0039] Figure 1 This is a schematic diagram of the architecture of a hybrid vehicle provided in the embodiments of this application.

[0040] For example, such as Figure 1 As shown, the hybrid vehicle 100 includes: an engine 101, a transmission 102, a first motor 103, a second motor 104, a power battery 105, a DC-DC converter 106, a 12V battery 107, a 12V load 108, a left front wheel 1091, a right front wheel 1092, a left rear wheel 1101, and a right rear wheel 1102.

[0041] The engine 101 is one of the power sources of the vehicle, generating power by burning fuel (such as gasoline or diesel). The power generated by the engine 101 is transmitted to the transmission 102 via the crankshaft, ultimately driving the front wheels of the hybrid vehicle 100.

[0042] The transmission 102 is located on the front axle of the vehicle and can also be called a front axle transmission. The transmission 102 is used to change the speed and torque output by the engine 101 to adapt to different driving conditions and ensure that the vehicle operates efficiently under different speed and load conditions.

[0043] The first motor 103, also called the P2 motor, is located on the front axle of the vehicle 100 and can also serve as a front-drive motor. The first motor 103 can be rigidly connected to the input shaft of the gearbox 102. The first motor 103 is used to drive the front wheels of the vehicle through the gearbox 102, and the first motor 103 can also function as a generator.

[0044] As one embodiment, a clutch is also provided between the first motor and the engine. When the first motor 103 works as a generator, the clutch is in a closed state. The engine 101 transmits power to drive the front wheels of the vehicle 100 through the clutch and the gearbox 102. The engine 101 drives the first motor 103 to generate electricity through the clutch.

[0045] The second motor 104, also called the P4 motor, is located on the rear axle of the vehicle 100 and can also be called a rear-drive motor. When the second motor 104 is running, it drives the rear wheels of the vehicle 100.

[0046] The power battery 105, also known as a high-voltage battery, is used to supply power to the first motor 103 and the second motor 104, so that the first motor 103 and the second motor 104 output torque to drive the vehicle.

[0047] When the engine 101 drives the first motor 103 to generate electricity, the electrical energy generated by the first motor 103 can also charge the power battery 105; or, the electrical energy generated by the first motor 103 can be directly supplied to the second motor 104 so that the second motor 104 can drive the vehicle.

[0048] DC-DC converter 106 is used to convert the high voltage of power battery 105 to a low voltage of 12V, to replenish the 12V battery 107, and to supply power to the 12V load 108 of the vehicle.

[0049] The 12V battery 107, also known as a low-voltage battery, is used to continuously supply power to low-voltage loads such as the vehicle body's dormant power supply and anti-theft module when the vehicle is off and stationary; it provides a momentary surge current when the vehicle is powered on and started to assist the vehicle's low-voltage equipment in powering on; and it also provides temporary emergency power to the 12V load 108 when the DC-DC converter is abnormally shut down.

[0050] The 12V load 108 refers to the low-voltage electrical equipment in the vehicle that operates at 12V, including various electronic control modules and electrical appliances of the vehicle, specifically including: headlights, on-board electronic control units, body control electrical appliances, windshield wipers, central control instruments, and low-voltage power supply terminals of various sensors, etc.

[0051] Understandable, Figure 1This is merely an example of a hybrid vehicle architecture consisting of an engine and two electric motors, and the embodiments of this application do not specifically limit the vehicle architecture. For example, in some embodiments, the first motor 103 and the engine 101 can be located on the rear axle of the vehicle 100, in which case the first motor 103 can also be referred to as a rear-drive motor. Correspondingly, the second motor 104 is located on the front axle of the vehicle 100, in which case the second motor 104 can also be referred to as a front-drive motor.

[0052] exist Figure 1 Under the architecture shown, when the P2 motor malfunctions and fails to generate electricity, although the vehicle can still be driven by the engine, the lack of power generation from the P2 motor means that the vehicle cannot maintain driving for a long time. After the power battery and 12V battery are depleted, the vehicle will experience a black screen and break down.

[0053] Based on this, this application proposes a method for controlling a vehicle, which can continuously generate electricity by controlling a second motor to ensure that the vehicle can maintain driving for a long time, avoid the situation of the vehicle breaking down and blacking out, and improve the user's driving experience.

[0054] Figure 2 This is a schematic flowchart illustrating a method for controlling a vehicle according to an embodiment of this application. This method can be applied to... Figure 1 The vehicle shown is 100.

[0055] For example, such as Figure 2 As shown, the method 200 includes: Step 201: If a fault is detected in the vehicle's first motor, determine the current state of the vehicle; the first motor and the engine are located on the same axle of the vehicle. Step 202: While the vehicle is currently in motion, obtain the current charge level of the vehicle's power battery; Step 203: When the current battery level is less than the preset battery level threshold, control the vehicle's second motor to generate electricity through recycling; the second motor and the engine are located on different axles.

[0056] exist Figure 2 In the illustrated embodiment, if a fault is detected in the first motor, the current state of the vehicle is determined. Based on this current state, the vehicle's power consumption status can be determined, facilitating subsequent control of the second motor. When the vehicle is in motion, obtaining the current battery charge level determines the vehicle's remaining battery power. If the current charge level is below a preset threshold, the remaining battery power is determined to be low. In this case, the second motor is controlled to regenerate electricity, which powers the vehicle. This prevents the vehicle from continuously consuming battery power, thus avoiding situations where the vehicle breaks down or experiences a blackout, improving the user experience.

[0057] The following is about Figure 2 The specific implementation methods of each step in the illustrated embodiments are explained in detail below: In step 201, the first motor is... Figure 1 The first motor 103 shown is mounted on the same axle as the engine 101 in the vehicle. The first motor can drive the vehicle or be driven by the engine to generate electricity.

[0058] The detected fault in the first motor specifically refers to the detection of a failure to generate electricity. The first motor's inability to generate electricity means it cannot output negative torque to convert mechanical energy into electrical energy. Typically, the first motor loses its power generation capability due to hardware damage, overheating, or abnormal resolver signals. Therefore, detecting hardware damage, overheating, or abnormal resolver signals in the first motor indicates a fault in the first motor.

[0059] If a fault is detected in the first motor, vehicle operating parameters can be acquired, and the vehicle's current state can be determined based on these parameters. The vehicle can currently be in any one of three states: driving, regenerative braking, or stopped.

[0060] In the driving state, the accelerator pedal of a vehicle is usually pressed, the vehicle has a driving demand, the engine or motor outputs positive driving torque, and the wheel speed is greater than zero. Therefore, the current driving state of the vehicle can be determined based on vehicle operating parameters such as accelerator pedal opening signal, wheel speed signal, and driving torque request signal.

[0061] For example, the current accelerator pedal opening and wheel speed of the vehicle can be obtained. If the accelerator pedal opening is greater than or equal to a first calibration threshold (e.g., 5%) and the wheel speed is greater than 0, it can be determined that the vehicle is currently in a driving state.

[0062] The aforementioned first calibration threshold is the opening threshold for determining whether the accelerator pedal has been depressed. For example, the first calibration threshold could be 5%. If the accelerator pedal opening is greater than or equal to the first calibration threshold, it can be determined that the accelerator pedal has been depressed. If the accelerator pedal opening is less than the first calibration threshold, it can be determined that the accelerator pedal has not been depressed.

[0063] During regenerative braking, the accelerator pedal is typically released, the brake pedal is depressed, or the vehicle is coasting. There is no demand for drive torque, and the vehicle requests the motor to output negative torque for energy recovery, with wheel speed greater than zero. The vehicle's regenerative braking state can be determined based on vehicle operating parameters such as accelerator pedal opening, brake pedal opening, requested motor torque, and wheel speed. Specifically, regenerative braking includes two scenarios: braking regenerative braking and coasting regenerative braking.

[0064] For example, the accelerator pedal opening, brake pedal opening, motor requested torque, and vehicle wheel speed can be obtained. If the brake pedal opening is greater than or equal to a second calibration threshold, the motor requested torque is negative, and the vehicle wheel speed is greater than 0, the vehicle is determined to be in a regenerative braking state. In this case, the vehicle can be determined to be in a deceleration regenerative braking state. Alternatively, if the accelerator pedal opening is less than a first calibration threshold (e.g., 5%), the brake pedal opening is less than a calibration threshold, the second motor requested torque is negative, and the vehicle wheel speed is greater than 0, the vehicle is determined to be in a coasting regenerative braking state. In this case, the vehicle can be determined to be in a deceleration regenerative braking state.

[0065] The aforementioned second calibration threshold is the opening threshold for determining whether the brake pedal has been depressed. The second calibration threshold can be the same as the first calibration threshold, both being thresholds close to 0 (e.g., 5%), or the second calibration threshold can be slightly smaller than the first calibration threshold, for example, the second calibration threshold could be 4%. If the brake pedal opening is greater than or equal to the second calibration threshold, it can be determined that the brake pedal has been depressed. If the brake pedal opening is less than the second calibration threshold, it can be determined that the brake pedal has not been depressed.

[0066] When a vehicle is parked, neither the accelerator nor the brake pedal is operated, the wheel speed is close to zero, and there is no demand for driving or feedback torque. In a parked state, the vehicle usually needs to rely on the parking mechanism to keep it stationary. The vehicle's parking state can be determined based on vehicle operating parameters such as accelerator pedal opening, brake pedal opening, wheel speed, and the vehicle's requested torque.

[0067] For example, the accelerator pedal opening, brake pedal opening, and wheel speeds of the four wheels of the vehicle can be obtained. If the accelerator pedal opening is less than a first calibration threshold, the brake pedal opening is less than a second calibration threshold, and the wheel speeds of the four wheels of the vehicle are all approximately zero, for example, the wheel speeds of the four wheels are all less than 5 rpm, the vehicle is determined to be in a stopped state.

[0068] The vehicle's current state can be used to determine its electrical status, which will facilitate subsequent control of the second motor based on the vehicle's electrical status.

[0069] In step 202, if it is determined that the vehicle is currently in a driving state, it can be determined that the vehicle's power consumption state is a continuous power consumption state. At this time, the first motor is faulty and cannot generate electricity, and the vehicle will continue to consume the power of the power battery. It can be preliminarily determined that the vehicle is at risk of running out of power and blacking out.

[0070] If it is initially determined that the vehicle is at risk of running out of power and the screen going black, the current power level of the power battery can be obtained, and the remaining power level of the power battery can be used to further determine whether the vehicle is at risk of running out of power and the screen going black.

[0071] The current charge level of the power battery mentioned above is the current remaining charge level of the power battery. Vehicles are usually equipped with a battery management system to monitor the remaining charge level of the power battery in real time. The current charge level of the power battery can be obtained by obtaining the remaining charge level of the power battery currently detected by the battery management system.

[0072] In step 203, the preset power threshold is a pre-set threshold for determining the remaining power of the power battery. For example, the preset power threshold can be 20%.

[0073] Specifically, the preset power threshold is used to determine whether the remaining power battery capacity is too low. If the current power battery capacity is less than the preset power threshold, it can be determined that the remaining power battery capacity is too low. If the power battery capacity continues to be consumed and there is no first motor to generate power to supplement it, there is a risk that the power battery will run out of power, which may lead to the vehicle blacking out and breaking down.

[0074] If the current battery level is determined to be below a preset battery threshold, it can be further determined that the vehicle is at risk of running out of power and experiencing a blackout. At this point, the vehicle's second motor is controlled to regenerate electricity. Figure 1 The second motor 204 in the vehicle. The electricity generated by the second motor will be used to power devices in the vehicle that continuously consume power from the battery, preventing further consumption of the battery by these devices and thus avoiding a situation where the vehicle screen goes black due to a depleted battery.

[0075] In some embodiments, when the current battery level is less than a preset battery level threshold, controlling the vehicle's second motor to perform energy recovery and power generation includes: activating the vehicle's energy recovery function when the current battery level is less than the preset battery level threshold; determining the recovery torque of the second motor when the energy recovery function is activated; and controlling the second motor to perform energy recovery and power generation based on the recovery torque.

[0076] When the current battery level is determined to be less than the preset battery level threshold, the vehicle is in motion. In motion, the vehicle's second motor usually outputs drive torque to drive the vehicle, and at this time, the vehicle's energy recovery function is activated.

[0077] Energy recovery function refers to the control function of cutting off the driving torque output of the motor, relying on the inertia of the wheels to drive the motor to reverse, so that the motor works in the power generation mode and outputs negative torque, converting the vehicle's mechanical energy into high-voltage electrical energy, and realizing the control function of kinetic energy recovery and reuse.

[0078] After the vehicle activates its energy recovery function, it will no longer control the electric output drive torque. At this point, the recovery torque of the motor can be determined, and the motor can be controlled to recover energy based on the recovery torque. Specifically, the motor can be the first motor or the second motor in the vehicle.

[0079] Normally, the energy recovery function is activated when the vehicle is braking or coasting. In this embodiment, if the first motor is faulty, the vehicle is in motion, and the current charge of the power battery is less than a preset charge threshold, the energy recovery function of the vehicle will be forcibly activated, thereby forcibly controlling the second motor to stop outputting drive torque and perform energy recovery and power generation.

[0080] The vehicle's primary motor is currently malfunctioning and unable to generate electricity. Therefore, after activating the energy recovery function, the recovery torque of the secondary motor can be determined, and the secondary motor can be controlled to perform energy recovery and generation based on this recovery torque. Specifically, the recovery torque of the secondary motor is a negative torque.

[0081] In the above method, when the first motor is faulty, the vehicle is in motion, and the current charge of the power battery is less than a preset charge threshold, the energy recovery function of the vehicle is activated. This can control the drive motor to stop outputting drive torque, and then recover energy based on the recovered torque, ensuring the feasibility of the second motor recovering torque.

[0082] It is understandable that the regenerative torque of the second motor is specifically negative torque. However, since the vehicle is currently in motion and does not require negative torque, the regenerative torque of the second motor needs to be determined based on the power consumption of the electrical equipment in the vehicle. The following embodiment provides a detailed explanation of the process for determining the regenerative torque of the second motor: In some embodiments, when the energy recovery function is activated, determining the recovery torque of the second motor includes: when the energy recovery function is activated, acquiring the power consumption of the vehicle's DC-DC converter and the current speed of the second motor; and calculating the recovery torque based on the power consumption and the current speed.

[0083] When the vehicle is in motion, the electrical equipment in the vehicle includes at least a DC-DC converter. At this time, the power consumed by the DC-DC converter can be obtained, and the recovery torque of the second motor can be calculated based on the obtained power consumed by the DC-DC converter.

[0084] Specifically, the power consumption of the DC-DC converter includes two parts: the real-time power consumption of the 12V load and the charging power of the 12V battery. The vehicle controller can collect the low-voltage bus voltage and low-voltage output current, and calculate the total power consumption of the DC-DC back end in real time using the formula P=U×I, thereby obtaining the power consumption of the DC-DC converter.

[0085] Understandably, when a vehicle is in motion, all 12V loads, such as various electronic control units, lights, and electrical components, require continuous power. This low-voltage power cannot be directly supplied by the high-voltage power battery; it must be stepped down to 12V low-voltage power through a DC-DC converter. Therefore, under vehicle driving conditions, the high-voltage side power-consuming equipment must include at least a DC-DC converter.

[0086] After obtaining the power consumption of the DC-DC converter, the current speed of the second motor can also be obtained. A speed sensor can be installed in the second motor to collect its speed in real time. The current speed of the second motor can be obtained by acquiring the speed currently collected by this sensor.

[0087] In some embodiments, a disengagement mechanism may be provided between the second motor and the vehicle's wheels. When the disengagement mechanism is in the disengaged state, the second motor's rotational speed is zero. Therefore, before obtaining the current rotational speed of the second motor, it is necessary to determine the state of the disengagement mechanism. If the disengagement mechanism is determined to be in the engaged state, the current rotational speed of the second motor is obtained. If the disengagement mechanism is determined to be in the disengaged state, it is necessary to control the disengagement mechanism to be in the engaged state, and then obtain the current rotational speed of the second motor while the disengagement mechanism is in the engaged state.

[0088] Understandably, when the disengagement mechanism is engaged, the second motor is mechanically connected to the vehicle's wheels, and there is a certain transmission ratio between the second motor's rotational speed and the wheel speed. Since the vehicle is currently in motion and the wheel speed is not zero, the current rotational speed of the second motor is also not zero.

[0089] After obtaining the current speed of the second motor, the recovery torque of the second motor can be calculated based on the power consumption and the current speed. The specific calculation formula is shown in the following formula (1): (1) In the above formula (1), T is the recovery torque of the second motor, 9550 is the conversion coefficient (specifically a fixed coefficient derived from the international units of power, speed and torque), P is the power consumed by the DC-DC converter, and n is the current speed of the second motor.

[0090] For example, the power consumption of the DC-DC converter is P=-60kW (kilowatts), and the current speed of the second motor is n=3000rpm. Substituting these values ​​into the above formula (1), we can calculate that the recovery torque of the second motor is T=9550*(-60) / 3000=-191NM (Newton-meters).

[0091] In some embodiments, if it is determined that the first motor is faulty and the current charge of the power battery is less than a preset charge threshold, the vehicle will be controlled to shut down high-voltage loads such as the air conditioner, leaving only the DC-DC converter operational. Therefore, it is only necessary to obtain the power consumed by the DC-DC converter to determine the regenerative power of the second motor. Alternatively, in some embodiments, the control calculates the regenerative torque based on the power consumed and the current speed. After controlling the second motor to regenerate electricity based on the regenerative torque, other high-voltage loads in the vehicle other than the DC-DC converter can also be shut down.

[0092] Understandably, when the vehicle is currently in motion, the regenerative braking of the second motor generates negative torque, which has a braking effect on the vehicle, affecting its normal operation. The greater the power consumption of the load, the greater the absolute value of the generated negative torque, and the greater the impact on the vehicle's normal operation. Therefore, under the aforementioned condition where the second motor's regenerative braking is controlled while the vehicle is in motion, the regenerative torque should be minimized. The power consumption of the DC-DC converter is the minimum power required to maintain normal vehicle operation. Therefore, the regenerative torque of the second motor can be calculated based on the power consumption of the DC-DC converter to ensure that the second motor's regenerative braking can maintain normal vehicle operation while minimizing the impact of regenerative braking on vehicle operation.

[0093] In the above method, the power consumption of the DC-DC converter is the minimum power required to maintain normal vehicle operation. By calculating the recovered torque based on the power consumption of the DC-DC converter and the current speed of the second motor, the electrical energy recovered by the second motor can meet the minimum power required for normal vehicle operation, balancing the power demand and electricity demand of the vehicle and improving the user's driving experience.

[0094] In some embodiments, controlling the second motor to perform regenerative power generation based on regenerative torque includes: detecting the real-time charge level of the power battery during the process of controlling the second motor to perform regenerative power generation based on regenerative torque; correcting the regenerative torque based on the real-time charge level to obtain a corrected regenerative torque; and controlling the second motor to perform regenerative power generation based on the corrected regenerative torque to maintain the charge level of the power battery at a preset charge threshold.

[0095] During the process of generating electricity by controlling the second motor based on the regenerative torque, the current remaining power of the power battery detected by the battery management system can be obtained in real time, thus obtaining the real-time power of the power battery.

[0096] After obtaining the real-time charge level of the power battery, the regenerative torque can be adjusted based on this charge level. The goal of the adjustment is to maintain the power battery charge level at a preset charge threshold, resulting in the adjusted regenerative torque. Subsequently, the second motor is controlled to generate electricity through regeneration, thereby maintaining the power battery charge level at the preset charge threshold.

[0097] Understandably, when the power battery's charge is below a preset threshold, the second motor is controlled to regenerate electricity. The regenerative torque is determined based on the power consumption of the DC-DC converter, so the regenerative power is usually equal to the power consumption of the DC-DC converter. However, in reality, the actual power consumption of the DC-DC converter and the power regenerated by the second motor often do not perfectly match, leading to unstable power battery charge. Therefore, the real-time power battery charge can be obtained to correct the regenerative torque, ensuring that the power battery charge remains within the preset threshold.

[0098] In the above method, the real-time power level of the power battery is used to correct the recovery torque, which can avoid the situation where the actual power consumption of the DC-DC converter and the power generated by the second motor are not completely matched, resulting in the power battery continuously consuming power or continuously charging, and further avoids the situation where the power battery is depleted.

[0099] In some embodiments, the recovery torque is adjusted based on the real-time power level to obtain the adjusted recovery torque, including: when the real-time power level continues to increase, the recovery torque is decreased based on the real-time power level to obtain the adjusted recovery torque; when the real-time power level continues to decrease, the recovery torque is increased based on the real-time power level to obtain the adjusted recovery torque.

[0100] Specifically, the system can continuously monitor the real-time battery level within a preset time period. If the real-time battery level at the start of the preset time period is less than the real-time battery level at the end of the preset time period, it is determined that the real-time battery level is continuously increasing. If the real-time battery level at the start of the preset time period is greater than the real-time battery level at the end of the preset time period, it is determined that the real-time battery level is continuously decreasing.

[0101] Understandably, when the actual power consumed by the DC-DC converter is less than the power generated by the second motor, the power battery will be charged, and the real-time power level of the power battery will be detected to be continuously increasing. When the actual power consumed by the DC-DC converter is greater than the power generated by the second motor, the power battery will provide some power, resulting in power consumption, and the real-time power level of the power battery will be detected to be continuously decreasing.

[0102] The recovered torque is negative. When the real-time charge of the power battery is detected to be continuously increasing, the power battery charge can be maintained at a preset charge threshold. The absolute value of the recovered torque is reduced based on the real-time charge to obtain the corrected recovered torque. This allows the second motor to generate electricity based on the recovered torque with the reduced absolute value, thereby reducing the power generation power and reducing the charging of the power battery, and thus reducing the continuous increase of the real-time charge of the power battery.

[0103] Specifically, when the real-time charge of the power battery is detected to be continuously increasing, it can be determined whether the real-time charge of the power battery is greater than a preset charge threshold. If it is determined that the real-time charge is greater than the preset charge threshold, a first correction amount is determined. Based on the first correction amount, the absolute value of the recovery torque is reduced to obtain the corrected recovery torque.

[0104] As one implementation method, when the real-time battery level is determined to be greater than a preset battery level threshold, the charging power of the power battery can be obtained. Based on the charging power and the current rotational speed of the second motor, the torque corresponding to the charging power is calculated to obtain a first correction amount. By reducing the absolute value of the regenerated torque based on this first correction amount, it can be ensured that the electrical energy generated by the corrected regenerated torque no longer charges the power battery.

[0105] In some embodiments, when the real-time charge of the power battery continues to increase, once it is determined that the real-time charge exceeds a preset charge threshold, the regenerative torque can be directly corrected to zero. At this point, the second motor will no longer perform energy recovery, and the power battery will discharge. When the power battery discharges to below the preset charge threshold, the energy recovery function of the vehicle in the above embodiments will be activated. When the energy recovery function is activated, the regenerative torque of the second motor is determined; based on the regenerative torque, the second motor is controlled to perform energy recovery and power generation. This method can reduce the second motor being in a state of energy recovery and power generation, and reduce the impact of the second motor's energy recovery and power generation on the normal operation of the vehicle.

[0106] When the real-time charge of the power battery is detected to be continuously decreasing, the absolute value of the recovery torque can be increased with the goal of maintaining the power battery charge at a preset charge threshold. This results in a corrected recovery torque, which enables the second motor to generate electricity based on the increased absolute value of the recovery torque, thereby increasing the power generation power and reducing the discharge of the power battery, and thus reducing the continuous decrease in the real-time charge of the power battery.

[0107] Specifically, when the real-time charge of the power battery is detected to be continuously decreasing, it can be determined whether the real-time charge of the power battery is less than a preset charge threshold. If it is determined that the real-time charge is less than the preset charge threshold, a second correction amount is determined. Based on the second correction amount, the absolute value of the recovery torque is increased to obtain the corrected recovery torque.

[0108] As one implementation method, when the real-time battery level is determined to be less than a preset battery level threshold, the discharge power of the power battery can be obtained. Based on the discharge power and the current rotational speed of the second motor, the torque corresponding to the discharge power is calculated to obtain a second correction amount. By increasing the absolute value of the regenerative torque based on this second correction amount, it can be ensured that the electrical energy generated by the corrected regenerative torque is sufficient to power the vehicle, and the power battery will no longer discharge.

[0109] In some embodiments, when increasing the absolute value of the regenerated torque based on the second correction amount, the absolute value of the second correction amount can also be increased first based on a fixed torque value, and then the absolute value of the regenerated torque can be increased based on the second correction amount after the increase in absolute value. In this case, it can be ensured that when the second motor regenerates electricity based on the corrected regenerated torque, the generated electrical energy has excess power to charge the power battery, so that the real-time power of the power battery is close to the preset power threshold.

[0110] In the above method, the recovery torque is adjusted in real time by increasing or decreasing the power battery charge, so that the second motor can generate electricity based on the adjusted recovery torque. This ensures that the power generated by the second motor is closer to the actual power consumption, effectively balancing the vehicle's power demand and the impact of the second motor's power generation on the vehicle's driving, and improving the user experience.

[0111] In some embodiments, controlling the second motor for regenerative power generation based on regenerative torque includes: obtaining the vehicle's slip ratio during the process of controlling the second motor for regenerative power generation based on regenerative torque; correcting the regenerative torque based on the slip ratio to obtain a corrected regenerative torque; and controlling the second motor for regenerative power generation based on the corrected regenerative torque.

[0112] The slip ratio of the aforementioned vehicle refers to the degree of slippage of the vehicle wheel relative to the road surface. It is an indicator that represents the deviation between the actual rolling state and the theoretical rolling state of the wheel. The larger the slip ratio, the greater the deviation between the actual rolling state and the theoretical rolling state of the wheel.

[0113] The process of determining the slip ratio includes: obtaining the vehicle's reference speed and the actual rotational speed of the vehicle's wheels; calculating the vehicle's actual speed based on the actual rotational speed of the vehicle's wheels; and calculating the vehicle's slip ratio based on the reference speed and the actual speed.

[0114] The aforementioned reference speed refers to the actual speed of the vehicle body relative to the ground, which can usually be obtained based on vehicle speed sensors, vehicle dynamics models, and other methods.

[0115] The process of calculating the slip ratio of a vehicle based on the reference speed and the actual speed may specifically include: subtracting the actual speed from the reference speed to obtain the speed difference; and calculating the ratio of the speed difference to the reference speed to obtain the slip ratio.

[0116] After obtaining the slip ratio, the recovery torque of the second motor can be corrected based on the slip ratio to obtain the corrected recovery torque. The motor is then controlled to recover and generate electricity based on the corrected recovery torque to ensure the stability of the vehicle.

[0117] Specifically, the vehicle can store a third correspondence between slip ratio and correction amount. This third correspondence can be looked up based on the slip ratio to determine the target correction amount, and then the regenerative torque can be corrected based on this target correction amount. The correction operation based on the target correction amount specifically reduces the absolute value of the regenerative torque.

[0118] As one implementation method, the slip ratio is divided into multiple slip ratio intervals, each slip ratio interval corresponding to a different correction amount. The larger the slip ratio at the upper boundary of the slip ratio interval, the larger the absolute value of the correction amount corresponding to that slip ratio interval, and the smaller the absolute value of the recovery torque after correction based on that correction amount.

[0119] For example, based on the first slip ratio S1 and the second slip ratio S2, the slip ratio is divided into three slip ratio intervals, where the first slip ratio S1 is less than the second slip ratio S2. The three slip ratio intervals are: first interval: (0%, S1], second interval: (S1, S2], and third interval: (S2, 100%). The first interval corresponds to the correction amount T1, the second interval corresponds to the correction amount T2, and the third interval corresponds to the correction amount T3.

[0120] The absolute value of T1 is less than the absolute value of T2, and the absolute value of T2 is less than the absolute value of T3. The values ​​of T1, T2, and T3 can be pre-calibrated, and this embodiment does not limit this. When T1, T2, and T3 are all positive values, the absolute value of the recovered torque can be reduced by directly adding the correction amount to the recovered torque. When T1, T2, and T3 are all negative values, the absolute value of the recovered torque can be reduced by subtracting the correction amount from the recovered torque.

[0121] In the above method, the recovery torque is corrected based on the slip ratio, which can reserve a margin for hydraulic braking control, ensure that ESP (Electronic Stability Program) intervenes in time to maintain vehicle stability, avoid vehicle sideslip and loss of control, and improve vehicle stability.

[0122] In some embodiments, the method further includes: activating the vehicle's energy recovery function when the vehicle is currently in a deceleration recovery state; determining the deceleration rate of the vehicle during energy recovery when the energy recovery function is activated; determining the recovery torque of the second motor based on the deceleration rate; and controlling the second motor to recover and generate electricity based on the recovery torque.

[0123] When the vehicle is in a deceleration and regeneration state, the vehicle will automatically activate the energy recovery function. If the first motor is faulty, the second motor will no longer output drive torque and will be controlled to perform energy recovery.

[0124] Once it is determined that the energy recovery function is activated, the deceleration rate of the vehicle during energy recovery needs to be determined first. The vehicle is currently in a deceleration recovery state, which specifically includes two states: braking recovery and coasting recovery. In both states, the vehicle needs to be decelerated based on a certain deceleration rate. Therefore, the deceleration rate can be determined first based on the vehicle's deceleration recovery state.

[0125] Specifically, when the vehicle is in coasting recovery mode, the brake pedal is not depressed. At this time, the vehicle's current speed and current driving mode can be obtained. Based on the current speed and current driving mode, a first correspondence is found to determine the deceleration corresponding to the current speed and current driving mode. The first correspondence is the pre-calibrated relationship between the current speed and driving mode parameters and the deceleration.

[0126] In the first correspondence, under the same driving mode, the higher the current speed, the greater the absolute value of deceleration. When the current speed is fixed, assuming the driving modes include Eco, Standard, and Sport, the Eco mode has the largest absolute value of deceleration, the Standard mode has a smaller absolute value of deceleration than the Eco mode, and the Sport mode has the smallest absolute value of deceleration (the Sport mode's deceleration is smaller than the Standard mode's).

[0127] When the vehicle is in regenerative braking mode, the brake pedal is depressed, and the current brake pedal opening can be obtained. Based on the current brake pedal opening, a second correspondence is used to determine the deceleration corresponding to the current brake pedal opening. This second correspondence is a pre-calibrated relationship between brake pedal opening and deceleration. In this second correspondence, a larger brake pedal opening corresponds to a larger absolute value of deceleration.

[0128] After obtaining the deceleration rate of the vehicle during energy recovery, the recovery torque of the second motor can be calculated based on this deceleration rate. The second motor can then be controlled to recover and generate electricity based on the recovery torque, so that the vehicle can decelerate based on the aforementioned deceleration rate while simultaneously recovering and generating electricity.

[0129] Specifically, the vehicle's curb weight, wheel radius, and transmission ratio between the second motor and the vehicle's wheels can be obtained; based on the curb weight, wheel radius, deceleration, and transmission ratio between the second motor and the vehicle's wheels, the recovery torque of the second motor can be calculated. The specific calculation formula is shown in the following formula (2): (2) In the above formula (2), T is the recovery torque of the second motor, m is the curb weight of the vehicle, a is the deceleration, r is the wheel radius, and i is the transmission ratio between the second motor and the vehicle wheel.

[0130] For example, the vehicle's curb weight is m = 1600 kg, and the deceleration rate for energy recovery is a = -0.8 m / s². 2 (meters per square second), wheel radius r = 0.32m (meters), transmission ratio i = 9 between the second motor and the vehicle wheel, substituting the values ​​of each parameter into the above formula (2), the recovery torque of the second motor is calculated to be T = 1600 * (-0.8) * 0.32 / 9 ≈ 45.51 Nm (Newton-meters).

[0131] In some embodiments, after determining the recovery torque of the second motor or correcting the recovery torque of the second motor to obtain the corrected recovery torque, the minimum recovery torque of the second motor can also be determined based on the negative torque capability of the second motor. The recovery torque and the corrected recovery torque are then limited based on the minimum recovery torque so that the absolute value of the torque of the second motor during power generation does not exceed the absolute value of the minimum recovery torque.

[0132] In the above method, in the event of a first motor failure, the vehicle is determined to be in a deceleration and regeneration state. Based on the deceleration, the regeneration torque of the second motor is determined to generate electricity, thus ensuring that the vehicle can regenerate energy normally in the deceleration and regeneration state.

[0133] In some embodiments, the method further includes: when the vehicle is parked, controlling the absolute value of the output torque of the second motor to be less than or equal to a preset torque.

[0134] The aforementioned preset torque is a pre-set torque threshold used to limit the output torque of the second motor, making it output zero torque.

[0135] For example, a preset torque of 0 Nm can be configured in advance. In this case, the absolute value of the output torque of the second motor is equal to the preset torque, making the second motor output zero torque. Alternatively, a smaller torque limit, such as 3 Nm, can be configured in advance. In this case, the absolute value of the output torque of the second motor is less than the preset torque, making the output torque of the second motor approximately zero.

[0136] As in the above embodiment, if a fault is detected in the first motor, the vehicle may still be in a stopped state. At this time, the vehicle speed is zero and the speed of the second motor is zero, so the second motor cannot be controlled to generate electricity. Therefore, it is necessary to control the output torque of the second motor to be zero.

[0137] Figure 3 This is a schematic diagram of a device for controlling a vehicle provided in an embodiment of this application.

[0138] For example, such as Figure 3 As shown, the device 300 includes: The determination module 301 is used to determine the current state of the vehicle when a fault is detected in the first motor of the vehicle; the first motor and the engine are located on the same axle of the vehicle. The acquisition module 302 is used to acquire the current charge level of the vehicle's power battery when the vehicle is currently in motion. The control module 303 is used to control the vehicle's second motor to generate electricity when the current battery level is less than a preset battery level threshold; the second motor and the engine are located on different axles of the vehicle.

[0139] In some embodiments, the control module 303 is specifically used to: activate the vehicle's energy recovery function when the current power level is less than a preset power threshold; determine the recovery torque of the second motor when the energy recovery function is activated; and control the second motor to perform energy recovery and power generation based on the recovery torque.

[0140] In some embodiments, the control module 303 is specifically used to detect the real-time power level of the power battery during the process of controlling the second motor to generate electricity based on the regenerative torque; correct the regenerative torque based on the real-time power level to obtain the corrected regenerative torque; and control the second motor to generate electricity based on the corrected regenerative torque so that the power battery power level is maintained at a preset power threshold.

[0141] In some embodiments, the control module 303 is specifically configured to: when the real-time power continuously increases, obtain a corrected recovery torque based on the absolute value of the decrease in recovery torque due to the real-time power; and when the real-time power continuously decreases, obtain a corrected recovery torque based on the absolute value of the increase in recovery torque due to the real-time power.

[0142] In some embodiments, the control module 303 is specifically used to: obtain the vehicle's slip ratio during the process of controlling the second motor to perform regenerative power generation based on the regenerative torque; correct the regenerative torque based on the slip ratio to obtain the corrected regenerative torque; and control the second motor to perform regenerative power generation based on the corrected regenerative torque.

[0143] In some embodiments, the control module 303 is specifically configured to, when the energy recovery function is activated, acquire the power consumption of the vehicle's DC-DC converter and the current speed of the second motor; and calculate the recovery torque based on the power consumption and the current speed.

[0144] In some embodiments, the control module 303 is further configured to: activate the vehicle's energy recovery function when the vehicle is currently in a deceleration recovery state; determine the deceleration of the vehicle during energy recovery when the energy recovery function is activated; determine the recovery torque of the second motor based on the deceleration; and control the second motor to recover and generate electricity based on the recovery torque.

[0145] In some embodiments, the control module 303 is further configured to control the absolute value of the output torque of the second motor to be less than or equal to a preset torque when the vehicle is in a parked state.

[0146] Figure 4 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application.

[0147] For example, such as Figure 4 As shown, the vehicle 400 includes a memory 401 and a processor 402, wherein the memory 401 stores executable program code 4011, and the processor 402 is used to call and execute the executable program code 4011 to perform a method for controlling the vehicle.

[0148] Furthermore, embodiments of this application also protect an apparatus that may include a memory and a processor, wherein the memory stores executable program code, and the processor is used to call and execute the executable program code to perform a method for controlling a vehicle provided in embodiments of this application.

[0149] This embodiment can divide the device into functional modules based on the above method example. For example, each module can correspond to a separate function, or two or more functions can be integrated into one processing module. The integrated module can be implemented in hardware. It should be noted that the module division in this embodiment is illustrative and only represents one logical functional division. In actual implementation, there may be other division methods.

[0150] When each functional module is divided according to its corresponding function, the device may further include a determining module, an acquiring module, and a controlling module. It should be noted that all relevant content regarding the steps involved in the above method embodiments can be referenced from the functional descriptions of the corresponding functional modules, and will not be repeated here.

[0151] It should be understood that the device provided in this embodiment is used to execute the above-described method for controlling a vehicle, and therefore can achieve the same effect as the above-described implementation method.

[0152] When using an integrated unit, the device may include a processing module and a storage module. When the device is applied to a vehicle, the processing module can be used to control and manage the vehicle's movements. The storage module can be used to support the vehicle in executing relevant program code.

[0153] The processing module may be a processor or a controller, which can implement or execute various exemplary logic blocks, modules, and circuits shown in conjunction with the disclosure of this application. The processor may also be a combination of functions that implement computing capabilities, such as a combination of one or more microprocessors, a combination of digital signal processing (DSP) and a microprocessor, etc., and the storage module may be a memory.

[0154] In addition, the device provided in the embodiments of this application may specifically be a chip, component or module. The chip may include a connected processor and a memory. The memory is used to store instructions. When the processor calls and executes the instructions, the chip can execute a method for controlling a vehicle provided in the above embodiments.

[0155] This embodiment also provides a computer-readable storage medium storing computer program code. When the computer program code is run on a computer, the computer executes the above-described related method steps to implement a method for controlling a vehicle provided in the above embodiment.

[0156] This embodiment also provides a computer program product that, when run on a computer, causes the computer to perform the aforementioned steps to implement a method for controlling a vehicle provided in the above embodiment.

[0157] In this embodiment, the device, computer-readable storage medium, computer program product, or chip are all used to execute the corresponding methods provided above. Therefore, the beneficial effects they can achieve can be referred to the beneficial effects in the corresponding methods provided above, and will not be repeated here.

[0158] Through the above description of the embodiments, those skilled in the art will understand that, for the sake of convenience and brevity, only the division of the above functional modules is used as an example. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0159] In the embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another device, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.

[0160] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A method for controlling a vehicle, characterized in that, The method includes: If a fault is detected in the vehicle's first motor, the current state of the vehicle is determined; the first motor and the engine are located on the same axle of the vehicle. When the vehicle is currently in motion, obtain the current charge level of the vehicle's power battery; When the current battery level is less than a preset battery threshold, the vehicle's second motor is controlled to generate electricity through recycling; the second motor and the engine are located on different axles of the vehicle.

2. The method according to claim 1, characterized in that, The step of controlling the vehicle's second motor to regenerate electricity when the current battery level is less than a preset battery threshold includes: When the current battery level is less than a preset battery level threshold, the vehicle's energy recovery function is activated. When the energy recovery function is activated, the recovery torque of the second motor is determined; The second motor is controlled to generate electricity based on the recovered torque.

3. The method according to claim 2, characterized in that, The method of controlling the second motor to generate electricity based on the recovered torque includes: During the process of controlling the second motor to generate electricity based on the recovered torque, the real-time power level of the power battery is detected; The recovery torque is adjusted based on the real-time power consumption to obtain the adjusted recovery torque. The second motor is controlled to generate electricity based on the corrected regenerative torque, so that the power battery charge is maintained at the preset charge threshold.

4. The method according to claim 3, characterized in that, The step of correcting the recovery torque based on the real-time power consumption to obtain the corrected recovery torque includes: As the real-time power continues to increase, the absolute value of the recovery torque is reduced based on the real-time power to obtain the corrected recovery torque; When the real-time power continues to decrease, the absolute value of the recovery torque is increased based on the real-time power to obtain the corrected recovery torque.

5. The method according to claim 2, characterized in that, The method of controlling the second motor to generate electricity based on the recovered torque includes: During the process of controlling the second motor to generate electricity based on the recovered torque, the slip ratio of the vehicle is obtained; The recovery torque is corrected based on the slip ratio to obtain the corrected recovery torque; The second motor is controlled to generate electricity based on the modified recovery torque.

6. The method according to claim 2, characterized in that, When the energy recovery function is activated, determining the recovery torque of the second motor includes: When the energy recovery function is activated, the power consumption of the vehicle's DC-DC converter and the current speed of the second motor are obtained; The recovery torque is calculated based on the power consumption and the current rotational speed.

7. The method according to claim 1, characterized in that, The method further includes: When the vehicle is currently in a deceleration and regeneration state, activate the vehicle's energy recovery function; When the energy recovery function is activated, the deceleration of the vehicle during energy recovery is determined; Based on the deceleration, the recovery torque of the second motor is determined; The second motor is controlled to generate electricity based on the recovered torque.

8. The method according to claim 1, characterized in that, The method further includes: When the vehicle is stationary, the absolute value of the output torque of the second motor is controlled to be less than or equal to a preset torque.

9. A vehicle, characterized in that, The vehicles include: Memory, used to store executable program code; A processor for calling and running the executable program code from the memory, causing the vehicle to perform the method as described in any one of claims 1 to 8.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that, when executed, implements the method as described in any one of claims 1 to 8.

Images