Motor control method, device and vehicle

Abstract

The application relates to a motor control method and device and a vehicle, and relates to the technical field of vehicle control. The method comprises the following steps: in the case that a geographical position of a vehicle is located in a noise sensitive area and the vehicle is in a downhill creeping working condition, determining a playing volume of an audio device in the vehicle; wherein the noise sensitive area refers to an area with an area environmental noise limit value lower than a preset noise threshold value; based on the playing volume, correcting an initial braking torque of a motor in the vehicle to obtain a first target braking torque; and based on the first target braking torque, controlling a braking torque output of the motor, which can effectively inhibit the creeping noise of the vehicle in the downhill creeping working condition and improve the driving comfort.

Description

Technical Field

[0001] This invention relates to the field of vehicle control technology, specifically to a motor control method, device, and vehicle. Background Technology

[0002] Vehicle creep noise refers to the vibration generated when a vehicle is traveling at low speeds. This vibration is generated by the coupling of driving force, inertial force, or gravity component of a slope with the braking force of the brakes, and is transmitted to the inside and outside of the vehicle through the stick-slip effect of the brake friction pairs. The vibration frequency is generally between tens and hundreds of hertz, exhibiting obvious transient impact characteristics and severely affecting driving comfort. Downhill creep conditions, due to the continuous action of gravity, require frequent dynamic force balance adjustments by the braking system, making them more prone to inducing the stick-slip effect and thus a high-incidence scenario for creep noise.

[0003] Currently, most creep noise suppression solutions employ prediction-based feedforward cooperative control. This approach uses high-precision sensors (such as microphones and displacement sensors) to monitor braking noise in real time. Combined with data on vehicle speed, hydraulic pressure, and pedal travel, a predictive model anticipates whether unacceptable noise will be generated by the wheels, and then dynamically adjusts the ratio of electric to hydraulic braking to suppress noise before it occurs. This solution relies on high-precision predictive models and complex multi-sensor data fusion algorithms, making it difficult to develop and requiring significant computing power. Furthermore, existing creep noise suppression solutions are mostly geared towards typical conditions such as starting and stopping, and do not address the control and optimization of creep noise throughout the entire downhill creeping process.

[0004] Therefore, how to effectively suppress creep noise under downhill creeping conditions is a technical problem that urgently needs to be solved. Summary of the Invention

[0005] In view of the shortcomings of the prior art, the purpose of this application is to provide a motor control method, device and vehicle that can effectively suppress creep noise when the vehicle is in a downhill creeping condition and improve driving comfort.

[0006] In a first aspect, embodiments of this application provide a motor control method, the method comprising: determining the playback volume of an audio device inside the vehicle when the vehicle is located in a noise-sensitive area and the vehicle is in a downhill creeping condition; wherein, the noise-sensitive area refers to an area where the ambient noise limit is lower than a preset noise threshold; correcting the initial braking torque of the motor inside the vehicle based on the playback volume to obtain a first target braking torque; and controlling the braking torque output of the motor based on the first target braking torque.

[0007] Based on the above technical solutions, under normal circumstances, downhill creeping conditions, due to the continuous action of gravity, require the braking system to frequently perform dynamic force balance adjustments, which is more likely to induce the stick-slip effect and is a high-incidence scenario for creep noise. In noise-sensitive areas, due to the low ambient sound, users are more sensitive to creep noise. In addition, the volume of in-vehicle audio can directly reflect the driver and passengers' perception of background noise: a higher volume indicates that the driver and passengers are less sensitive to environmental noise and vehicle noise; a lower volume or even silence indicates that the driver and passengers are more sensitive to subtle vibration noise of the vehicle, and that the external environment has a stronger constraint on the vehicle's radiated noise.

[0008] Based on this, this application addresses the issue of vehicle creeping downhill in noise-sensitive areas by adjusting the motor braking torque in conjunction with the in-vehicle audio playback volume and implementing motor braking torque control. On one hand, this effectively suppresses creeping noise during downhill creeping, balances the overall auditory experience inside the vehicle, and improves driving comfort. The adjusted braking torque is smooth and controllable, effectively suppressing downhill slippage and speed fluctuations, and improving low-speed driving safety and smoothness. On the other hand, it dynamically adjusts creeping noise according to the hearing sensitivity of passengers, adapting to noise control requirements in sensitive areas and preventing vehicle noise from disturbing residents.

[0009] In one possible approach, the initial braking torque of the vehicle's internal motor is corrected based on the playback volume to obtain a first target braking torque. This includes: correcting the initial braking torque of the vehicle's internal motor based on the playback volume to obtain a second target braking torque; correcting the second target braking torque to obtain the first target braking torque when the vehicle is in a low-friction road surface condition; or, when the vehicle is not in a low-friction road surface condition, determining the second target braking torque as the first target braking torque; wherein, a low-friction road surface condition is a condition where the coefficient of friction between the vehicle tires and the road surface on which the vehicle is located is less than a preset friction threshold.

[0010] Based on the above technical solution, this application first adjusts the initial braking torque of the motor according to the in-vehicle audio playback volume to obtain the second target braking torque, and then adjusts the output of the first target braking torque a second time according to the low-friction road surface determination result: when the road surface has low friction, the second target braking torque is adjusted again, and when the road surface has non-low friction, the second target braking torque is directly used. This method can take into account both in-vehicle noise perception and road grip characteristics, and can adaptively optimize motor braking noise according to the in-vehicle playback volume to improve the driving and riding auditory experience, while avoiding the risk of wheel slippage, fishtailing, and lock-up caused by excessive braking force on low-friction roads such as ice, snow, and wet surfaces, thereby improving driving stability and braking safety.

[0011] In one possible approach, the initial braking torque of the motor in the vehicle is corrected based on the playback volume to obtain a second target braking torque. This includes: when the playback volume is less than a preset volume threshold, determining the second target braking torque based on a first braking torque correction coefficient and the initial braking torque; wherein the first braking torque correction coefficient is used to increase the motor braking torque to correspondingly reduce the hydraulic braking torque and lower mechanical braking noise.

[0012] Based on the above technical solution, this application can quickly and accurately increase the motor braking torque by using the first braking torque correction coefficient, increase the distribution ratio of the motor regenerative braking torque, enable the motor to bear more braking, and reduce the braking torque required by the hydraulic braking system accordingly, thereby reducing the force of the friction braking components and the mechanical braking noise generated therefrom.

[0013] In one possible approach, the second target braking torque is corrected to obtain the first target braking torque, including: determining the first target braking torque based on the second braking torque correction coefficient and the second target braking torque; wherein the second braking torque correction coefficient is used to reduce the motor braking torque in order to correspondingly increase the hydraulic braking torque to prevent wheel lock-up.

[0014] Based on the above technical solution, this application can quickly and accurately reduce the motor braking torque by using a second braking torque correction coefficient to correspondingly increase the hydraulic braking torque, so as to avoid the drive wheel slipping or tending to lock up due to excessive reverse drag torque; the reduced braking torque demand is supplemented by the hydraulic braking system to balance braking stability and overall braking performance.

[0015] In one possible approach, the process of determining whether a vehicle is in a low-adhesion road surface condition includes: determining whether the vehicle is in a low-adhesion road surface condition based on the driving environment information of the vehicle; wherein the driving environment information includes at least one of the following: weather information, altitude information, and ambient temperature.

[0016] Based on the above technical solution, this application can determine whether a vehicle is in a low-adhesion road surface condition based on multi-dimensional driving environment information such as weather information, altitude information, and ambient temperature. It can predict the road surface adhesion state without relying on dynamic wheel end real-time calculations such as wheel speed difference and slip ratio, thus providing stronger predictive capabilities. Rain, snow, and low temperatures easily lead to water accumulation and icy roads, and high-altitude, low-temperature environments are more prone to frost and ice formation. Identifying low-adhesion risks in advance through environmental parameters can provide a reliable basis for secondary correction of braking torque, avoiding excessive braking force that could cause wheel slippage and sideslip, and improving the safety of creep control on slopes.

[0017] In one possible approach, the driving environment information includes weather information, altitude information, and ambient temperature; the altitude information includes altitude; and the weather information includes rainfall intensity. Based on this, determining whether the vehicle is in a low-adhesion road surface condition, based on the driving environment information, includes: determining that the vehicle is in a low-adhesion road surface condition when the rainfall intensity, altitude, and / or ambient temperature meet a first preset condition; wherein the first preset condition includes at least one of the following: the ambient temperature is less than a first temperature threshold; wherein the first temperature threshold is less than a first ambient temperature threshold value; the ambient temperature is within the temperature range between the first and second ambient temperature threshold values, and the rainfall intensity is greater than the rainfall intensity threshold corresponding to a first rainfall intensity level; the rainfall intensity is greater than the rainfall intensity threshold corresponding to a second rainfall intensity level; the altitude is greater than a preset altitude threshold value, and the ambient temperature is less than a third ambient temperature threshold value; wherein the first ambient temperature threshold value is less than the second ambient temperature threshold value; the second ambient temperature threshold value is less than the third ambient temperature threshold value; the third ambient temperature threshold value is less than or equal to 0; and the rainfall intensity of the second rainfall intensity level is higher than the rainfall intensity of the first rainfall intensity level.

[0018] In one possible approach, controlling the braking torque output of the motor based on a first target braking torque includes: determining the smaller of the motor's required braking torque and the motor's maximum allowable braking torque as a candidate braking torque; wherein the required braking torque is determined based on the vehicle's brake pedal opening; and controlling the motor to output the smaller of the first target braking torque and the candidate braking torque.

[0019] Based on the above technical solution, this application first uses the smaller of the required braking torque obtained from the brake pedal opening and the maximum allowable braking torque of the motor as the candidate braking torque. Then, it controls the motor to output the smaller of the first target braking torque and the candidate braking torque. This solution matches the driver's braking intention with the brake pedal opening while constraining the motor output to not exceed its own limit torque to prevent motor overload damage. It also takes into account the first target braking torque obtained through prior road surface and volume adaptation, achieving coordinated control of multiple constraints including driver intention, motor hardware limits, and road noise conditions. As a result, it can avoid wheel slippage and motor over-power operation caused by excessive braking force, improving braking safety and the reliability of the electric drive system.

[0020] In one possible approach, the process of determining the initial braking torque of the motor inside the vehicle includes: acquiring the vehicle's current speed, vehicle mass, and the current gradient of the road where the vehicle is located; determining the braking torque corresponding to the current speed, vehicle mass, and current gradient in the first mapping relationship as the initial braking torque; wherein, the first mapping relationship is used to characterize the correspondence between the vehicle speed, vehicle mass, the gradient of the road where the vehicle is located, and the vehicle braking torque.

[0021] Based on the above technical solution, this application can quickly and accurately obtain the initial braking torque corresponding to the current vehicle speed, vehicle mass and the current slope of the road where the vehicle is located through the first mapping relationship, so as to provide a basis for the subsequent correction of the initial braking torque.

[0022] In one possible approach, the process of determining that the vehicle is in a downhill creeping condition includes: determining that the vehicle is in a downhill creeping condition when the vehicle's operating information and the downhill gradient of the slope where the vehicle is located meet a second preset condition; wherein the second preset condition includes at least: the vehicle speed is greater than 0 and less than a preset vehicle speed threshold; the vehicle is in drive gear; drive gears include forward gear and reverse gear; the accelerator pedal opening is 0; the brake pedal opening is greater than a first brake pedal opening threshold and less than a second brake pedal opening threshold; and the downhill gradient is greater than a preset downhill gradient.

[0023] Based on the above technical solution, this application uses multiple dimensions of indicators, including vehicle speed, gear position, accelerator pedal opening, brake pedal opening, and downhill slope, to jointly determine the downhill creeping condition. It sets up a complete second preset condition constraint logic to avoid the mis-triggered condition identification by a single parameter. It can accurately screen real creeping scenarios such as low-speed drive gear coasting, releasing the accelerator, lightly pressing the brake, and having a certain downhill inclination angle. This reduces the mis-activation of the subsequent motor braking torque adaptive control strategy by non-target conditions such as flat road coasting, normal braking, steep slope emergency braking, and idling parking.

[0024] In one possible approach, the aforementioned motor control method further includes: monitoring whether the vehicle undergoes gear shifting during the process of controlling the motor to output the smaller of a first target braking torque and a candidate braking torque; wherein the gear shifting includes shifting from forward gear to reverse gear and from reverse gear to forward gear; if the vehicle undergoes gear shifting, controlling the motor to stop outputting braking torque during the execution period of the gear shifting; and / or, during the process of controlling the motor to output the smaller of the first target braking torque and the candidate braking torque, monitoring the status of the vehicle's chassis safety system and the status of the motor; wherein the chassis safety system includes: an anti-lock braking system, an electronic brake-force distribution system, and an automatic emergency braking system; if the chassis safety system is in an active state and / or the motor is in a fault state, controlling the motor to gradually reduce the output braking torque until the output braking torque is stopped.

[0025] Based on the above technical solution, this application can monitor the shifting action and system operating status in real time during the motor output braking torque: when shifting between forward and reverse gears occurs, the motor braking torque output is directly suspended during the shifting execution phase to avoid the braking force interfering with the shifting action and the drivability impact caused by the torque crossing to zero during gear switching, thus ensuring smooth shifting; at the same time, the status of the chassis safety system and the motor itself is monitored, and when the chassis safety system is activated or the motor malfunctions, the braking torque is controlled to gradually drop back to zero. On the one hand, this can avoid the priority of chassis active safety control, prevent feedback torque from interfering with anti-lock braking and emergency braking logic, and ensure driving braking safety; on the other hand, in the event of a motor failure, the gradual reduction of braking torque can suppress sudden changes in current and voltage, protect the electric drive and high-voltage components, and improve the robustness and safety of the entire vehicle operation.

[0026] Secondly, embodiments of this application provide a motor control device, which includes: a determining unit, a processing unit, and a control unit.

[0027] The determination unit is used to determine the playback volume of the audio equipment in the vehicle when the vehicle is located in a noise-sensitive area and the vehicle is in a downhill creeping condition; wherein, the noise-sensitive area refers to an area where the ambient noise limit is lower than a preset noise threshold.

[0028] The processing unit is used to correct the initial braking torque of the motor in the vehicle based on the playback volume to obtain the first target braking torque.

[0029] The control unit is used to control the braking torque output of the motor based on the first target braking torque.

[0030] In one possible embodiment, the processing unit includes a first processing subunit and a second processing subunit. The first processing subunit is used to correct the initial braking torque of the vehicle's internal motor based on the playback volume to obtain a second target braking torque. The second processing subunit is used to correct the second target braking torque to obtain a first target braking torque when the vehicle is in a low-friction road surface condition; alternatively, the second processing subunit is further used to determine the second target braking torque as the first target braking torque when the vehicle is not in a low-friction road surface condition; wherein, a low-friction road surface condition is defined as a condition where the coefficient of friction between the vehicle tires and the road surface on which the vehicle is located is less than a preset friction threshold.

[0031] In one possible approach, the first processing subunit is specifically used to determine a second target braking torque based on a first braking torque correction coefficient and an initial braking torque when the playback volume is less than a preset volume threshold; wherein, the first braking torque correction coefficient is used to increase the motor braking torque in order to correspondingly reduce the hydraulic braking torque and reduce mechanical braking noise.

[0032] In one possible approach, the second processing subunit is specifically used to determine the first target braking torque based on the second braking torque correction coefficient and the second target braking torque; wherein the second braking torque correction coefficient is used to reduce the motor braking torque in order to correspondingly increase the hydraulic braking torque to prevent wheel lock-up.

[0033] In one possible approach, the determining unit is also used to determine whether the vehicle is in a low-adhesion road surface condition based on the driving environment information of the vehicle; wherein the driving environment information includes at least one of the following: weather information, altitude information, and ambient temperature.

[0034] In one possible approach, the driving environment information includes weather information, altitude information, and ambient temperature; the altitude information includes altitude; and the weather information includes rainfall intensity. Based on this, the determining unit is further configured to determine whether the vehicle is in a low-adhesion road surface condition based on the driving environment information, including: determining that the vehicle is in a low-adhesion road surface condition when the rainfall intensity, altitude, and / or ambient temperature meet a first preset condition; wherein the first preset condition includes at least one of the following: the ambient temperature is less than a first temperature threshold; wherein the first temperature threshold is less than a first ambient temperature threshold value; the ambient temperature is within the temperature range between the first and second ambient temperature threshold values, and the rainfall intensity is greater than the rainfall intensity threshold corresponding to a first rainfall intensity level; the rainfall intensity is greater than the rainfall intensity threshold corresponding to a second rainfall intensity level; the altitude is greater than a preset altitude threshold value, and the ambient temperature is less than a third ambient temperature threshold value; wherein the first ambient temperature threshold value is less than the second ambient temperature threshold value; the second ambient temperature threshold value is less than the third ambient temperature threshold value; the third ambient temperature threshold value is less than or equal to 0; and the rainfall intensity of the second rainfall intensity level is higher than the rainfall intensity of the first rainfall intensity level.

[0035] In one possible embodiment, the control unit includes a first determining subunit and a first controlling subunit. The first determining subunit is used to determine the smaller of the required braking torque of the motor and the maximum allowable braking torque of the motor as a candidate braking torque; wherein the required braking torque is determined based on the vehicle's brake pedal opening. The first controlling subunit is used to control the motor to output the smaller of the first target braking torque and the candidate braking torque.

[0036] In one possible approach, the determining unit includes an acquisition subunit and a first determining subunit. The acquisition subunit is used to acquire the vehicle's current speed, vehicle mass, and the current gradient of the road where the vehicle is located. The first determining subunit is used to determine the braking torque corresponding to the current speed, vehicle mass, and current gradient in a first mapping relationship as the initial braking torque; wherein the first mapping relationship characterizes the correspondence between vehicle speed, vehicle mass, the gradient of the road where the vehicle is located, and the vehicle's braking torque.

[0037] In one possible embodiment, the determining unit further includes a second determining subunit. The second determining subunit is used to determine that the vehicle is in a downhill creeping condition when the vehicle's operating information and the downhill gradient of the slope where the vehicle is located meet a second preset condition. The second preset condition includes at least: the vehicle speed is greater than 0 and less than a preset speed threshold; the vehicle is in drive gear; drive gears include forward and reverse gears; the accelerator pedal opening is 0; the brake pedal opening is greater than a first brake pedal opening threshold and less than a second brake pedal opening threshold; and the downhill gradient is greater than a preset downhill gradient.

[0038] In one possible embodiment, the control unit further includes a monitoring subunit and a second control subunit. The monitoring subunit monitors whether the vehicle undergoes gear shifting during the process of controlling the motor to output the smaller of a first target braking torque and a candidate braking torque; wherein gear shifting includes changing from drive to reverse and vice versa. The second control subunit controls the motor to stop outputting braking torque during the gear shift execution period; the monitoring subunit also monitors the status of the vehicle's chassis safety system and the motor status during the process of controlling the motor to output the smaller of the first target braking torque and the candidate braking torque; wherein the chassis safety system includes an anti-lock braking system, an electronic brake-force distribution system, and an automatic emergency braking system. The second control subunit further controls the motor to gradually reduce its output braking torque until it stops outputting braking torque when the chassis safety system is active and / or the motor is in a faulty state.

[0039] Thirdly, embodiments of this application provide a vehicle equipped with the motor control device described in the second aspect.

[0040] Fourthly, embodiments of this application provide an electronic device, including: a processor; and a memory for storing processor-executable instructions. The processor is configured to execute instructions to implement the motor control method described in the first aspect and any possible implementation thereof.

[0041] Fifthly, this application provides a computer-readable storage medium that, when the instructions in the computer-readable storage medium are executed by a processor of an electronic device, enables the electronic device to perform the motor control method described in the first aspect and any of its possible embodiments.

[0042] Sixthly, embodiments of this application provide a computer program product, which includes computer instructions that, when executed on an electronic device, cause the electronic device to perform the motor control method described in the first aspect and any possible implementation thereof.

[0043] It should be noted that the technical effects of any of the implementation methods in aspects two through six can be found in the technical effects of the corresponding implementation methods in aspect one, and will not be repeated here.

[0044] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and do not limit this application. Attached Figure Description

[0045] To more clearly illustrate the technical solutions in the embodiments of this application or the background art, the accompanying drawings used in the embodiments of this application will be described below.

[0046] Figure 1 This is a schematic diagram of the structure of a motor control system provided in an embodiment of this application; Figure 2 A schematic flowchart illustrating a motor control method provided in an embodiment of this application; Figure 3 This is a schematic diagram of the structure of a motor control device provided in an embodiment of this application; Figure 4 This is a block diagram of an electronic device provided in an embodiment of this application. Detailed Implementation

[0047] To enable those skilled in the art to better understand the technical solutions of this application, the technical solutions in the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings.

[0048] It should be noted that the terms "first," "second," etc., used in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this application described herein can be implemented in orders other than those illustrated or described herein. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.

[0049] In the embodiments of this application, the words "exemplarily," "for example," or "for instance" are used to indicate examples, illustrations, or explanations. Any embodiment or design described as "exemplarily," "for example," or "for instance" in the embodiments of this application should not be construed as being more preferred or advantageous than other embodiments or designs. Specifically, the use of the words "exemplarily," "for example," or "for instance" is intended to present the relevant concepts in a specific manner.

[0050] The technical solutions of the embodiments of this application will be described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments.

[0051] The motor control method provided in this application can be applied to vehicles. Vehicles can also be referred to as vehicles, mobile carriers, electric vehicles (EVs), hybrid electric vehicles (HEVs), plug-in hybrid electric vehicles (PHEVs), fuel cell vehicles (FCVs), autonomous vehicles, intelligent and connected vehicles (ICVs), driverless vehicles, etc.

[0052] In this application, the vehicle can be a sedan, a sport utility vehicle (SUV), a truck, an electric vehicle, a motorcycle, a tricycle, a special vehicle (such as an ambulance, fire truck, police car, etc.), a driverless taxi, an intelligent connected bus, an autonomous logistics vehicle, an electric truck, etc. Furthermore, this method is also applicable to various special-purpose vehicles, such as agricultural vehicles, mining vehicles, forestry vehicles, airport vehicles, and port vehicles. This application does not impose specific limitations in this regard.

[0053] like Figure 1 As shown in the figure, an embodiment of this application provides a motor control system including: a server 200 and a controller 101, a motor 102, and a data acquisition device 103 deployed in a vehicle 100. The controller 101 is communicatively connected to the motor 102 and the data acquisition device 103; the vehicle 100 is communicatively connected to the server 200.

[0054] The server 200 can be a high-performance server providing various services on the internet, a standalone physical server, a server cluster consisting of multiple physical servers, or at least one of the following cloud servers providing basic cloud computing services: cloud services, cloud databases, cloud computing, cloud functions, cloud storage, network services, cloud communication, middleware services, domain name services, security services, content delivery networks, and big data or artificial intelligence platforms. This embodiment of the application does not limit this specific type. Of course, the server can also include other functions to provide more comprehensive and diversified services.

[0055] In this embodiment of the application, server 200 is used to provide connected weather services to vehicle 100.

[0056] Optionally, controller 101 may include, but is not limited to, vehicle control unit (VCU), motor control unit (MCU) and chassis domain controller.

[0057] Optionally, the motor 102 may include an inner-mounted permanent magnet synchronous motor (IPMSM), a surface-mounted permanent magnet synchronous motor (SPMSM), etc., and there is no limitation thereto.

[0058] In this embodiment, the data acquisition device 103 may include a global navigation satellite system (GNSS / GPS) positioning module, an audio acquisition device, and vehicle-mounted sensors.

[0059] The vehicle 100 has a built-in electronic navigation map, which stores scene information, area division information, and points of interest information around the vehicle. Based on this, the GNSS / GPS positioning module is used to calculate the current latitude and longitude coordinates of the vehicle 100 by receiving satellite signals such as GPS / BeiDou, and then combine the data with the electronic navigation map to determine the geographical location of the vehicle 100 and the corresponding regional attributes.

[0060] The audio acquisition device is used to acquire the sound played by the audio devices in the vehicle 100 (such as music, navigation prompts, and warning sounds radiated into the cabin through the speakers) and determine the playback volume of the audio devices based on the acquired sound signals.

[0061] Optionally, the audio acquisition device may include, but is not limited to, microphones (such as microphone arrays, single or distributed microphones), ultrasonic sensors, and microphones. The audio acquisition device may be deployed in locations such as the roof console, the center of the instrument panel / above the center console, and / or the rear roof or headrests of the vehicle, etc., and this application does not limit the location thereto.

[0062] Optionally, the audio equipment may include speakers and amplifier modules of the in-vehicle audio system, such as front door speakers, rear door speakers, center speaker, small speakers in the center console / dashboard, headrest speakers and rear entertainment speakers, etc., which are not limited in this application.

[0063] The vehicle-mounted sensors may include sensors for collecting information about the driving environment of the vehicle 100 (i.e., rain sensors, temperature sensors, and barometric pressure sensors) and sensors for collecting information about the operation of the vehicle 100 and the slope of the road where the vehicle 100 is located (i.e., vehicle speed sensors, brake pedal travel sensors, and inertial measurement units).

[0064] Among them, the rain sensor is used to collect the rainfall intensity (or rainfall amount) of the environment where the vehicle 100 is located; the temperature sensor is used to collect the ambient temperature inside and outside the vehicle 100; the barometric pressure sensor is used to collect the ambient atmospheric pressure of the environment where the vehicle 100 is located and send it to the controller 101 so that the controller 101 can determine the altitude of the vehicle 100 according to the standard atmospheric pressure-altitude formula and the ambient atmospheric pressure.

[0065] Among them, the vehicle speed sensor (or wheel speed sensor) is used to collect the vehicle speed of vehicle 100; the brake pedal travel sensor is used to collect the brake pedal opening of vehicle 100; and the inertial measurement unit is used to calculate the pitch angle by measuring the longitudinal gravitational acceleration component of vehicle 100 to obtain the slope of the ramp where vehicle 100 is located.

[0066] In some implementations, controller 101 can determine the geographical location of vehicle 100 via a GNSS / GPS positioning module and determine whether that location is in a noise-sensitive area (or a low-noise area). If it is determined that vehicle 100 is in a noise-sensitive area, controller 101 in vehicle 100 can send a weather request carrying the geographical location to server 200. Accordingly, server 200 can query the current geographical location weather information based on the geographical location in the weather request and send the weather information to controller 101.

[0067] Simultaneously, the controller 101 can acquire the operating information of the vehicle 100 and the downhill gradient of the slope where the vehicle 100 is located through the aforementioned sensors, and determine whether the vehicle 100 is in a downhill creeping condition based on the operating information and downhill gradient. Then, if the vehicle 100 is in a downhill creeping condition and its geographical location is in a noise-sensitive area, the controller 101 can determine the playback volume of the audio equipment inside the vehicle 100 through a sound acquisition device, and based on the playback volume, correct the initial braking torque of the motor 102 inside the vehicle 100 to obtain a first target braking torque. Then, based on the first target braking torque, the controller 101 controls the braking torque output of the motor 102.

[0068] In other embodiments, controller 101 can adjust the initial braking torque of the vehicle's motor based on the playback volume, depending on whether the vehicle 100 is in a downhill creeping condition and whether the vehicle 100 is located in a noise-sensitive area, to obtain a second target braking torque. Then, the server can determine whether the vehicle 100 is in a low-traction road surface condition based on the ambient temperature, altitude information collected by the sensors, and weather information from server 200. If the vehicle 100 is in a low-traction road surface condition, controller 101 can adjust the second target braking torque to obtain a first target braking torque and control the braking torque output of motor 102. Alternatively, if the vehicle 100 is not in a low-traction road surface condition, controller 101 can directly determine the second target braking torque as the first target braking torque and then control the braking torque output of motor 102.

[0069] Optionally, the motor control system provided in this application embodiment may further include an electro-hydraulic braking system 104 (or an electronic stability control system) deployed in the vehicle 100.

[0070] In some embodiments, the controller 101 can control the motor 102 to output braking torque and simultaneously control the electro-hydraulic braking system 104 to output hydraulic braking according to the current braking demand, so as to achieve coordination of braking force between the motor and the hydraulic braking and dynamically adjust the vehicle braking pressure.

[0071] For ease of understanding, the motor control method provided in the embodiments of this application will be described in detail below with reference to the accompanying drawings.

[0072] like Figure 2 As shown in the embodiment of this application, a motor control method includes: S201. When the vehicle is located in a noise-sensitive area and is in a downhill crawling condition, determine the playback volume of the audio equipment in the vehicle.

[0073] Among them, noise-sensitive areas (also known as low-noise areas) refer to areas where the environmental noise limit is lower than the preset noise threshold.

[0074] Optionally, noise-sensitive areas may include, but are not limited to, environments that require quiet and have lower permissible environmental noise limits than general areas, such as libraries, hospitals, rehabilitation and sanatoriums, schools, and residential areas. This application does not limit these areas. The environmental noise limits for different noise-sensitive areas are set according to actual conditions. For example, the environmental noise limit for areas requiring exceptionally quiet conditions, such as rehabilitation and sanatoriums, is generally less than or equal to 50 dB; the environmental noise limit for residential areas, libraries, etc., is generally less than or equal to 55 dB.

[0075] Downhill creep refers to the state in which a vehicle slowly descends a downhill section at an extremely low speed, controlled by the system or a low gear.

[0076] In some embodiments, the controller can acquire vehicle operating information and the downhill gradient of the slope where the vehicle is located through various sensors, and determine whether the operating information and downhill gradient meet a second preset condition. If the operating information and downhill gradient meet the second preset condition, the controller can determine that the vehicle is in a downhill creeping condition. Simultaneously, the controller can also determine the vehicle's geographical location through a GNSS / GPS positioning module and, in conjunction with an onboard electronic navigation map, determine whether the geographical location is in a noise-sensitive area. If it is determined that the vehicle's geographical location is in a noise-sensitive area and the vehicle is in a downhill creeping condition, the controller can acquire the playback volume of the vehicle's audio equipment through a sound acquisition device.

[0077] The second preset condition includes at least the following: 1-1. The vehicle speed is greater than 0 and less than the preset speed threshold.

[0078] Optionally, the preset vehicle speed threshold can be set according to actual needs. For example, the preset vehicle speed threshold can be 7 kilometers per hour (km / h), 8 km / h, or 9 km / h, etc., and this application does not limit it in this regard.

[0079] 1-2. The vehicle is in drive.

[0080] Among them, drive gears refer to gears that enable the vehicle to generate driving force to move forward or backward, including forward gear (D gear) and reverse gear (R gear); when the vehicle is engaged in a drive gear, it can be determined that the vehicle is in a driving preparation state or a power driving state.

[0081] 1-3. The accelerator pedal opening of the vehicle is 0.

[0082] An accelerator pedal opening of 0 indicates that the driver has not pressed the accelerator pedal and has no intention to accelerate, meaning the accelerator pedal is fully released (not pressed).

[0083] 1-4. The vehicle's brake pedal opening is greater than the first brake pedal opening threshold and less than the second brake pedal opening threshold.

[0084] Optionally, the first brake pedal opening threshold and the second brake pedal opening threshold can be set according to actual needs. For example, the first brake pedal opening threshold can correspond to 5% to 10% of the brake pedal travel, or 0.2 to 0.3 bar of brake master cylinder pressure; the second brake pedal opening threshold can correspond to 25% to 35% of the brake pedal travel, or 5 to 6 bar of brake master cylinder pressure. Within this range, it indicates that the brake pedal is slightly depressed and the vehicle is in a light braking condition.

[0085] 1-5. The downhill slope is greater than the preset downhill slope.

[0086] Optionally, the preset downhill slope can be set according to actual needs. For example, the preset downhill slope can be between 3% and 5% (slope ratio).

[0087] For example, if a vehicle simultaneously meets all five conditions 1-1 to 1-5 above, it can be determined that the vehicle is in a downhill crawling condition.

[0088] S202. Based on the playback volume, the initial braking torque of the motor in the vehicle is corrected to obtain the first target braking torque.

[0089] In some embodiments, the controller stores a first mapping relationship, which characterizes the correspondence between vehicle speed, vehicle mass, road gradient, and vehicle braking torque. Based on this, when the volume of the in-vehicle audio equipment is less than a preset volume threshold, the controller can obtain the vehicle's current speed, vehicle mass, and the current road gradient. Then, the controller can determine the braking torque corresponding to the current speed, vehicle mass, and current gradient in the first mapping relationship as the initial braking torque, and the product of the first braking torque correction coefficient and the initial braking torque as the first target braking torque. When the volume of the in-vehicle audio equipment is greater than or equal to the preset volume threshold, the vehicle can avoid using the control logic for noise-sensitive area correction based on the motor's braking torque (also known as negative torque compensation value), i.e., motor braking is not required.

[0090] The first braking torque correction coefficient is used to increase the motor's braking torque, thereby reducing the hydraulic braking torque and lowering mechanical braking noise. In other words, under the premise of unchanged total braking demand, increasing the distribution ratio of the motor's regenerative braking torque allows the motor to bear more braking load, thus reducing the braking torque required by the hydraulic braking system, and consequently reducing the force on the friction braking components and the resulting mechanical braking noise.

[0091] The first braking torque correction factor is a correction factor greater than 1, and can be obtained experimentally. For example, the first braking torque correction factor can be between 1.2 and 2.0, and this application does not limit it to this range.

[0092] Optionally, the preset volume threshold can be set according to actual needs. For example, the preset volume threshold can be 10% of the maximum output volume of the in-vehicle audio system (or the corresponding in-vehicle sound pressure level of about 45 dBA), but this application does not limit it in this regard.

[0093] In this embodiment, the braking torque varies depending on the vehicle's gear position. For example, when the vehicle is in drive and traveling downhill (i.e., the vehicle is going downhill), the vehicle's motion under the influence of gravity is in the same direction as the forward direction. At this time, the vehicle speed, vehicle mass, and the slope of the road correspond to a negative braking torque, meaning that a braking torque opposite to the direction of travel needs to be applied to achieve deceleration or speed limiting. When the vehicle is in reverse and the front of the vehicle is facing uphill and reversing downhill, the vehicle's motion under the influence of gravity is opposite to the direction of reversing. At this time, the vehicle speed, vehicle mass, and the slope of the road correspond to a positive braking torque.

[0094] S203. Based on the first target braking torque, control the braking torque output of the motor.

[0095] In some embodiments, the controller can determine the smaller of the required braking torque of the motor and the maximum allowable braking torque of the motor (also known as the maximum regenerative braking torque that the motor can provide) as a candidate braking torque. Then, the controller can compare the first target braking torque with the candidate braking torque and control the motor to output the smaller of the first target braking torque and the candidate braking torque. That is, if the first target braking torque is greater than the candidate braking torque, the controller can control the motor to output the candidate braking torque; if the first target braking torque is less than the candidate braking torque, the controller can control the motor to output the first target braking torque.

[0096] The required braking torque is determined based on the vehicle's brake pedal opening. Specifically, the controller can collect brake pedal displacement or brake master cylinder pressure signals and convert them into the corresponding total required braking torque for the entire vehicle according to the calibrated pedal-to-braking torque mapping relationship. This required braking torque serves as the basis for braking torque distribution, which is subsequently shared by the electric regenerative braking system and the hydraulic braking system.

[0097] The first target braking torque can be used to optimize the torque output of the current drive motor to work in conjunction with the hydraulic braking system to achieve smooth parking on slopes or very low-speed movement.

[0098] In other embodiments, the controller can determine the smaller of the product between the motor's required braking torque and the preset maximum compensation ratio, and the maximum braking torque allowed by the motor, as the candidate braking torque, and control the motor to output the smaller of the first target braking torque and the candidate braking torque.

[0099] For example, to ensure vehicle driving safety and meet system capabilities, the first target braking torque must satisfy: |T|≤min(|Treq| β, |T-motor-max|). Where T represents the first target braking torque, Treq represents the required braking torque of the motor, β represents the preset maximum compensation ratio, and T-motor-max represents the maximum allowable braking torque of the motor.

[0100] Optionally, the preset maximum compensation ratio can be set according to actual conditions. For example, the preset maximum compensation ratio can be 0.4 or 0.5, and this application does not limit it.

[0101] In some embodiments, during the process of controlling the output braking torque of the motor, the controller can periodically (e.g., every 10 milliseconds) broadcast a cooperative control status message through the controller area network (CAN). The cooperative control status message includes at least the fields of "downhill creep optimization activation flag" and "current motor braking torque value" for vehicle network status synchronization and fault diagnosis.

[0102] For example, the cooperative control status message can refer to the message with the identifier (ID) of 0x5A1, which contains at least the following key signals: Byte 0-1L: HillCreep_Active, indicating the downhill creep optimization activation flag, 0x01 is active; Byte 2-3: otorCompTorque, indicating the current motor braking torque value, in units of 0.1 Nm.

[0103] Based on the above technical solutions, under normal circumstances, the volume of in-vehicle audio can directly reflect the driver's and passengers' tolerance to background noise: a higher volume indicates that the driver and passengers are less sensitive to environmental noise and the vehicle's own noise; a lower volume or even silence indicates that the driver and passengers are more sensitive to subtle vibration noise from the vehicle, and that the external environment has a stronger constraint on the vehicle's radiated noise. Therefore, this application addresses the downhill creeping condition of a vehicle in a noise-sensitive area by adjusting the motor braking torque in conjunction with the in-vehicle audio playback volume and controlling the motor braking torque. On the one hand, this effectively suppresses creeping noise during downhill creeping, balances the overall auditory experience inside the vehicle, improves driving comfort, and the corrected braking torque is smooth and controllable, effectively suppressing downhill slippage and speed fluctuations, improving low-speed driving safety and smoothness; on the other hand, it can dynamically adjust creeping noise according to the driver's and passengers' auditory sensitivity, adapting to noise control requirements in sensitive areas and avoiding noise pollution from vehicle operation.

[0104] In one optional implementation, S202 above describes determining and correcting the initial braking torque of the vehicle's internal motor based on the playback volume to obtain a first target braking torque. In addition, this application further includes: correcting the initial braking torque of the vehicle's internal motor based on the playback volume and whether the vehicle is operating on a low-traction road surface to obtain the first target braking torque; and / or, correcting the initial braking torque of the vehicle's internal motor based on whether the vehicle is operating on a low-traction road surface to obtain the first target braking torque.

[0105] In some embodiments, the controller can correct the initial braking torque of the motor in the vehicle based on the playback volume to obtain a second target braking torque. Then, the controller can determine whether the vehicle is in a low-traction road surface condition. If the vehicle is in a low-traction road surface condition, the controller corrects the second target braking torque to obtain a first target braking torque; if the vehicle is not in a low-traction road surface condition, the controller can directly determine the second target braking torque as the first target braking torque.

[0106] The low-adhesion road surface condition refers to a condition where the coefficient of friction between the vehicle tires and the road surface on which the vehicle is located is less than a preset friction threshold. The process of determining whether the vehicle is in a low-adhesion road surface condition can be referred to the description in the following embodiments, and will not be repeated here.

[0107] Optionally, the preset friction threshold can be set according to actual conditions. For example, the preset friction threshold can be between 0.2 and 0.3, and this application does not limit it in this regard.

[0108] For example, when the playback volume is lower than a preset volume threshold, the controller can determine the second target braking torque by multiplying the first braking torque correction coefficient and the initial braking torque. Then, the controller can determine the first target braking torque by multiplying the second braking torque correction coefficient and the second target braking torque.

[0109] The second braking torque correction coefficient is used to reduce the motor braking torque, thereby increasing the hydraulic braking torque to prevent wheel lock-up. Specifically, when the vehicle is determined to be in a low-traction road surface condition, the second target braking torque, amplified by the first braking torque correction coefficient, is reduced to obtain the final first target braking torque. By reducing the motor regenerative braking torque, the drive wheels are prevented from slipping or locking up due to excessive reverse drag torque. The reduced braking torque demand is supplemented by the hydraulic braking system to balance braking stability and overall braking efficiency.

[0110] The second braking torque correction factor is a correction factor greater than 0 and less than 1, and can be obtained experimentally. For example, the first braking torque correction factor can be between 0.3 and 0.95, and this application does not limit it.

[0111] For example, the second target braking torque satisfies the following formula 1, and the first target braking torque satisfies the following formula 2.

[0112] (Formula 1) (Formula 2) in, This represents the first braking torque correction factor; This indicates the second braking torque correction factor; Indicates the initial braking torque; Indicates the second target braking torque; This indicates the first target braking torque.

[0113] Based on the above technical solution, this application first adjusts the initial braking torque of the motor according to the in-vehicle audio playback volume to obtain the second target braking torque, and then adjusts the output of the first target braking torque a second time according to the low-friction road surface determination result: when the road surface has low friction, the second target braking torque is adjusted again, and when the road surface has non-low friction, the second target braking torque is directly used. This method can take into account both in-vehicle noise perception and road grip characteristics, and can adaptively optimize motor braking noise according to the in-vehicle playback volume to improve the driving and riding auditory experience, while avoiding the risk of wheel slippage, fishtailing, and lock-up caused by excessive braking force on low-friction roads such as ice, snow, and wet surfaces, thereby improving driving stability and braking safety.

[0114] In an optional implementation, the process of determining whether the vehicle is in a low-adhesion road surface condition in S201 includes: the vehicle can obtain information about the driving environment in which the vehicle is located, and determine whether the vehicle is in a low-adhesion road surface condition based on the driving environment information.

[0115] The driving environment information includes at least one of the following: weather information, altitude information, and ambient temperature. Altitude information can include altitude, and weather information can include rainfall intensity.

[0116] In some embodiments, the controller can acquire the vehicle's ambient temperature via a temperature sensor and the ambient atmospheric pressure via a barometer, and determine the vehicle's altitude using the standard atmospheric pressure-altitude formula combined with the ambient atmospheric pressure. Simultaneously, the vehicle can send a weather request to the server to receive the rainfall intensity at the vehicle's geographical location. Based on this, the controller can determine that the vehicle is operating on a low-traction road surface if the rainfall intensity, altitude, and / or ambient temperature meet a first preset condition.

[0117] The first preset condition includes at least one of the following: 2-1. The ambient temperature is less than the first temperature threshold.

[0118] Wherein, the first temperature threshold is less than the first ambient temperature threshold. The first ambient temperature threshold can be set according to actual needs, such as -25 degrees Celsius (°C), -20°C, etc., and this application does not limit it in this regard.

[0119] 2-2. The ambient temperature is within the temperature range between the first ambient temperature threshold and the second ambient temperature threshold, and the rainfall intensity is greater than the rainfall intensity threshold corresponding to the first rainfall intensity level.

[0120] The first ambient temperature threshold value is lower than the second ambient temperature threshold value. The second ambient temperature threshold value can be set according to actual needs, such as -5℃, -10℃, etc., and this application does not limit it.

[0121] The first rainfall intensity level corresponds to light rain, characterized by fine raindrops that gradually wet the ground but do not form runoff. The rainfall intensity threshold corresponding to light rain at the first rainfall intensity level can be between 0.1 mm / h and 2.5 mm / h, and this application does not limit it in this regard.

[0122] 2-3. The rainfall intensity is greater than the rainfall intensity threshold corresponding to the second rainfall intensity level.

[0123] The second rainfall intensity level corresponds to a higher rainfall intensity than the first rainfall intensity level, and is associated with moderate to heavy rainfall (e.g., greater than or extremely heavy rain), with significant rainfall and water accumulation / runoff on the road surface. The rainfall intensity threshold corresponding to the second rainfall intensity level can be greater than 2.5 mm / h, and this application does not limit it in this regard.

[0124] 2-4. The altitude is greater than the preset altitude threshold and the ambient temperature is less than the third ambient temperature threshold.

[0125] Among them, the first ambient temperature threshold value is less than the second ambient temperature threshold value, the second ambient temperature threshold value is less than the third ambient temperature threshold value, and the third ambient temperature threshold value is less than or equal to 0℃.

[0126] Optionally, the preset altitude threshold can be set according to actual conditions. For example, the preset altitude threshold can be 3000 meters (m), 3500 meters, etc., and this application does not limit it.

[0127] Optionally, the first preset condition may also include: the number of times the vehicle's traction control system (TCS) slips within a preset distance exceeds a preset slip number threshold (such as 3 times, 5 times, etc.); the vehicle's geographical location is in an underground parking garage.

[0128] Based on the above technical solution, this application can determine whether a vehicle is in a low-adhesion road surface condition based on multi-dimensional driving environment information such as weather information, altitude information, and ambient temperature. It can predict the road surface adhesion state without relying on dynamic wheel end real-time calculations such as wheel speed difference and slip ratio, thus providing stronger predictive capabilities. Rain, snow, and low temperatures easily lead to water accumulation and icy roads, and high-altitude, low-temperature environments are more prone to frost and ice formation. Identifying low-adhesion risks in advance through environmental parameters can provide a reliable basis for secondary correction of braking torque, avoiding excessive braking force that could cause wheel slippage and sideslip, and improving the safety of creep control on slopes.

[0129] In one optional implementation, this application can also monitor the vehicle gear position, motor status and / or chassis safety system status in real time during the process of the controller motor outputting braking torque, so as to perform corresponding motor braking torque control processing.

[0130] In some embodiments, while controlling the motor to output the smaller of a first target braking torque and a candidate braking torque, the controller can monitor in real time whether the vehicle undergoes a gear shift. If a gear shift occurs, during the execution period of the gear shift, the controller can control the motor to stop outputting braking torque; after the gear shift is completed, the vehicle can determine whether to perform motor braking torque compensation by referring to the above method.

[0131] Gear shifting includes changing from drive to reverse and vice versa. For example, during the initial set time period (e.g., 3 seconds) after the vehicle shifts from drive (D) to reverse (R), the controller can temporarily disable the motor torque compensation function to reduce the drivability impact caused by torque crossing zero. When this time period ends and the vehicle's downhill creep condition is triggered again, the controller can restore the motor braking torque compensation. Alternatively, during the initial set time period (e.g., 3 seconds) after the vehicle shifts from R to D, the controller can temporarily disable the motor torque compensation function to reduce the drivability impact caused by torque crossing zero. When this time period ends and the vehicle's downhill creep condition is triggered again, the controller can restore the motor braking torque compensation.

[0132] In some embodiments, while controlling the motor to output the smaller of a first target braking torque and a candidate braking torque, the controller can monitor the status of the vehicle's chassis safety system and the motor's status. If the chassis safety system is active and / or the motor is faulty, the controller can control the motor to gradually reduce the output braking torque until it stops outputting braking torque.

[0133] The chassis safety system includes: anti-lock braking system (ABS), electronic brake force distribution (EBD), and automatic emergency braking (AEB).

[0134] In one example, when any of the chassis safety systems ABS, EBD, and / or AEB is detected to be active, or when the motor malfunctions, the controller can immediately set the braking torque output by the motor to 0 and disengage the motor braking function, with the vehicle braking achieved by the hydraulic braking system (also known as the pure friction braking system).

[0135] In one example, if the motor temperature is detected to exceed the safe temperature threshold (e.g., 150°C) or the motor controller reports an error, the controller can control the motor to gradually reduce the output braking torque within a first preset time period (e.g., within 2 seconds) until the output braking torque is stopped.

[0136] In some embodiments, during the process of controlling the motor to output the smaller value between a first target braking torque and a candidate braking torque, the controller can, based on vehicle operating information, the downhill gradient of the slope where the vehicle is located, and / or whether the user's parking intention meets a third preset condition, control the motor to gradually reduce the output braking torque until it reaches the preset braking torque, and then stop outputting the braking torque. That is, the controller can smoothly switch the braking torque output by the motor to the preset braking torque within a second preset time period (e.g., 200-500 milliseconds). Simultaneously, the controller can also broadcast a cooperative control status message.

[0137] Optionally, the preset braking torque can be 0 or other basic creep torque values, which are not limited in this application.

[0138] The third preset condition includes at least one of the following: 3.1 The downhill slope is less than the second downhill slope threshold.

[0139] Optionally, the second downhill slope threshold can be set according to actual needs. For example, the second downhill slope threshold can be 0.1%, 0.2, etc., and this application does not limit it.

[0140] 3-2. The vehicle speed is greater than the second preset speed threshold.

[0141] Optionally, the second preset vehicle speed threshold can be set according to actual needs. For example, the second preset vehicle speed threshold can be 10km / h, 12km / h, etc., and this application does not limit it in this regard.

[0142] 3-3. The vehicle's brake pedal opening is greater than the third brake pedal opening threshold.

[0143] The third brake pedal opening threshold is greater than the second brake pedal opening threshold. The third brake pedal opening threshold can be set according to actual needs, such as the master cylinder braking pressure corresponding to the third brake pedal opening threshold being 20 bar, 25 bar, etc., which is not limited in this application.

[0144] 3-4. The vehicle is in park (P) or neutral (N).

[0145] 3-5. The accelerator pedal opening of the vehicle is greater than the preset accelerator pedal opening.

[0146] Optionally, the preset accelerator pedal opening can be set according to actual needs, such as 0.5%, 0.6% or 1%, etc., and this application does not limit it.

[0147] 3-6. The user intends to park.

[0148] In some embodiments, the controller can determine whether the user intends to park based on the distance between the vehicle and the vehicle in front, or the distance between the vehicle and the current destination. For example, if the distance between the vehicle and the vehicle in front is less than a preset distance threshold (e.g., 2m), it indicates that the user intends to park; or, if the distance between the vehicle and the current destination is less than a preset distance threshold (e.g., 2m), it indicates that the user intends to park.

[0149] For example, when any of the above-mentioned third preset conditions are met, the controller can control the motor to gradually reduce the output braking torque until the preset braking torque is reached, and then stop outputting the braking torque.

[0150] Based on the above technical solution, this application can monitor the shifting action and system operating status in real time during the motor output braking torque: when shifting between forward and reverse gears occurs, the motor braking torque output is directly suspended during the shifting execution phase to avoid the braking force interfering with the shifting action and the drivability impact caused by the torque crossing to zero during gear switching, thus ensuring smooth shifting; at the same time, the status of the chassis safety system and the motor itself is monitored, and when the chassis safety system is activated or the motor malfunctions, the braking torque is controlled to gradually drop back to zero. On the one hand, this can avoid the priority of chassis active safety control, prevent feedback torque from interfering with anti-lock braking and emergency braking logic, and ensure driving braking safety; on the other hand, in the event of a motor failure, the gradual reduction of braking torque can suppress sudden changes in current and voltage, protect the electric drive and high-voltage components, and improve the robustness and safety of the entire vehicle operation.

[0151] like Figure 3 As shown in the embodiment of this application, a motor control device is provided, which includes: a determination unit 301, a processing unit 302, and a control unit 303.

[0152] The determining unit 301 is used to determine the playback volume of the audio equipment in the vehicle when the vehicle is located in a noise-sensitive area and the vehicle is in a downhill creeping condition; wherein, the noise-sensitive area refers to an area where the ambient noise limit is lower than a preset noise threshold.

[0153] The processing unit 302 is used to correct the initial braking torque of the motor in the vehicle based on the playback volume to obtain the first target braking torque.

[0154] Control unit 303 is used to control the braking torque output of the motor based on the first target braking torque.

[0155] In one possible embodiment, the processing unit 302 includes a first processing subunit and a second processing subunit. The first processing subunit is used to correct the initial braking torque of the vehicle's internal motor based on the playback volume to obtain a second target braking torque. The second processing subunit is used to correct the second target braking torque to obtain a first target braking torque when the vehicle is in a low-friction road surface condition; or, the second processing subunit is further used to determine the second target braking torque as the first target braking torque when the vehicle is not in a low-friction road surface condition; wherein, a low-friction road surface condition is a condition where the coefficient of friction between the vehicle tires and the road surface on which the vehicle is located is less than a preset friction threshold.

[0156] In one possible approach, the first processing subunit is specifically used to determine a second target braking torque based on a first braking torque correction coefficient and an initial braking torque when the playback volume is less than a preset volume threshold; wherein, the first braking torque correction coefficient is used to increase the motor braking torque in order to correspondingly reduce the hydraulic braking torque and reduce mechanical braking noise.

[0157] In one possible approach, the second processing subunit is specifically used to determine the first target braking torque based on the second braking torque correction coefficient and the second target braking torque; wherein the second braking torque correction coefficient is used to reduce the motor braking torque in order to correspondingly increase the hydraulic braking torque to prevent wheel lock-up.

[0158] In one possible approach, the determining unit 301 is further configured to determine whether the vehicle is in a low-adhesion road surface condition based on the driving environment information of the vehicle; wherein the driving environment information includes at least one of the following: weather information, altitude information, and ambient temperature.

[0159] In one possible approach, the driving environment information includes weather information, altitude information, and ambient temperature; the altitude information includes altitude; and the weather information includes rainfall intensity. Based on this, the determining unit 301 is further configured to determine whether the vehicle is in a low-adhesion road surface condition based on the driving environment information, including: determining that the vehicle is in a low-adhesion road surface condition when the rainfall intensity, altitude, and / or ambient temperature meet a first preset condition; wherein the first preset condition includes at least one of the following: the ambient temperature is less than a first temperature threshold; wherein the first temperature threshold is less than a first ambient temperature threshold value; the ambient temperature is within the temperature range between the first and second ambient temperature threshold values, and the rainfall intensity is greater than the rainfall intensity threshold corresponding to a first rainfall intensity level; the rainfall intensity is greater than the rainfall intensity threshold corresponding to a second rainfall intensity level; the altitude is greater than a preset altitude threshold value, and the ambient temperature is less than a third ambient temperature threshold value; wherein the first ambient temperature threshold value is less than the second ambient temperature threshold value; the second ambient temperature threshold value is less than the third ambient temperature threshold value; the third ambient temperature threshold value is less than or equal to 0; and the rainfall intensity of the second rainfall intensity level is higher than the rainfall intensity of the first rainfall intensity level.

[0160] In one possible embodiment, the control unit 303 includes a first determining subunit and a first controlling subunit. The first determining subunit is used to determine the smaller of the required braking torque of the motor and the maximum allowable braking torque of the motor as a candidate braking torque; wherein the required braking torque is determined based on the vehicle's brake pedal opening. The first controlling subunit is used to control the motor to output the smaller of the first target braking torque and the candidate braking torque.

[0161] In one possible embodiment, the determining unit 301 includes an acquisition subunit and a first determining subunit. The acquisition subunit is used to acquire the vehicle's current speed, vehicle mass, and the current gradient of the road where the vehicle is located. The first determining subunit is used to determine the braking torque corresponding to the current speed, vehicle mass, and current gradient in a first mapping relationship as the initial braking torque; wherein the first mapping relationship characterizes the correspondence between vehicle speed, vehicle mass, the gradient of the road where the vehicle is located, and the vehicle's braking torque.

[0162] In one possible embodiment, the determining unit 301 further includes a second determining subunit. The second determining subunit is used to determine that the vehicle is in a downhill creeping condition when the vehicle's operating information and the downhill gradient of the slope where the vehicle is located meet a second preset condition. The second preset condition includes at least: the vehicle speed is greater than 0 and less than a preset speed threshold; the vehicle is in drive gear; drive gears include forward and reverse gears; the accelerator pedal opening is 0; the brake pedal opening is greater than a first brake pedal opening threshold and less than a second brake pedal opening threshold; and the downhill gradient is greater than a preset downhill gradient.

[0163] In one possible embodiment, the control unit 303 further includes a monitoring subunit and a second control subunit. The monitoring subunit monitors whether the vehicle undergoes gear shifting during the process of controlling the motor to output the smaller of a first target braking torque and a candidate braking torque; wherein gear shifting includes changing from drive to reverse and vice versa. The second control subunit controls the motor to stop outputting braking torque during the gear shift execution period; the monitoring subunit also monitors the status of the vehicle's chassis safety system and the motor status during the process of controlling the motor to output the smaller of the first target braking torque and the candidate braking torque; wherein the chassis safety system includes: an anti-lock braking system, an electronic brake-force distribution system, and an automatic emergency braking system. The second control subunit is also used to control the motor to gradually reduce the output braking torque until it stops outputting braking torque when the chassis safety system is active and / or the motor is in a faulty state.

[0164] like Figure 4 As shown in the embodiments of this application, an electronic device includes, but is not limited to, a processor 401 and a memory 402.

[0165] The memory 402 described above is used to store the executable instructions of the processor 401. It is understood that the processor 401 is configured to execute instructions to implement the motor control method in the above embodiments.

[0166] It should be noted that those skilled in the art will understand that Figure 4 The electronic device structure shown does not constitute a limitation on the electronic device; the electronic device may include, but is not limited to, other electronic devices. Figure 4 This may indicate more or fewer components, or combinations of certain components, or different component arrangements.

[0167] Processor 401 is the control center of the electronic device. It connects various parts of the electronic device via various interfaces and lines. By running or executing software programs and / or modules stored in memory 402, and by calling data stored in memory 402, it performs various functions and processes data, thereby providing overall monitoring of the electronic device. Processor 401 may include one or more processing units. Optionally, processor 401 may integrate an application processor and a modem processor. The application processor mainly handles the operating system, user interface, and applications, while the modem processor mainly handles wireless communication. It is understood that the modem processor may not be integrated into processor 401.

[0168] The memory 402 can be used to store software programs and various data. The memory 402 may primarily include a program storage area and a data storage area. The program storage area may store the operating system, application programs required by at least one functional module (such as a determination unit, processing unit, etc.), etc. Furthermore, the memory 402 may include high-speed random access memory and may also include non-volatile memory. For example, the non-volatile memory may include at least one disk storage device, flash memory device, or other non-volatile solid-state storage device.

[0169] In an exemplary embodiment, a computer-readable storage medium including instructions is also provided, such as a memory 402 including instructions, which can be executed by a processor 401 of an electronic device to implement the methods in the above embodiments.

[0170] Optionally, the computer-readable storage medium may be a non-transitory computer-readable storage medium, such as a read-only memory (ROM), random access memory (RAM), CD-ROM, magnetic tape, floppy disk, and optical data storage device.

[0171] In an exemplary embodiment, this application also provides a computer program product including one or more instructions, which can be executed by a processor 401 of an electronic device to perform the methods described above.

[0172] It should be noted that when one or more instructions in the computer-readable storage medium or computer program product are executed by the processor of an electronic device, they implement the various processes of the above method embodiments and achieve the same technical effect as the above method. To avoid repetition, they will not be described again here.

[0173] Through the above description of the embodiments, those skilled in the art can clearly 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.

[0174] In the several 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 apparatus, or some features may be ignored or not executed. Furthermore, the mutual coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between apparatuses or units may be electrical, mechanical, or other forms.

[0175] The units described as separate components may or may not be physically separate. A component shown as a unit can be one or more physical units; that is, it can be located in one place or distributed in multiple different locations. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0176] Furthermore, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0177] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a readable storage medium. Based on this understanding, the technical solutions of the embodiments of this application, essentially, or the parts that contribute to the prior art, or all or part of the technical solutions, can be embodied in the form of a software product. This software product is stored in a storage medium and includes several instructions to cause a device (which may be a microcontroller, chip, etc.) or processor to execute all or part of the steps of the methods of the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, ROM, RAM, magnetic disks, or optical disks.

[0178] The above are merely specific embodiments of this application, but the scope of protection of this application is not limited thereto. Any changes or substitutions within the technical scope 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 motor control method, characterized in that, The motor control method includes: When the vehicle is located in a noise-sensitive area and is in a downhill crawling condition, the playback volume of the audio equipment in the vehicle is determined; wherein, the noise-sensitive area refers to an area where the ambient noise limit is lower than a preset noise threshold. Based on the playback volume, the initial braking torque of the motor in the vehicle is corrected to obtain the first target braking torque; Based on the first target braking torque, the braking torque output of the motor is controlled.

2. The motor control method according to claim 1, characterized in that, The step of correcting the initial braking torque of the vehicle's motor based on the playback volume to obtain a first target braking torque includes: Based on the playback volume, the initial braking torque of the motor in the vehicle is corrected to obtain the second target braking torque; When the vehicle is in a low-adhesion road surface condition, the second target braking torque is corrected to obtain the first target braking torque; Alternatively, if the vehicle is not in a low-adhesion road surface condition, the second target braking torque can be determined as the first target braking torque; The low-adhesion road surface condition refers to a condition where the coefficient of friction between the vehicle tires and the road surface on which the vehicle is located is less than a preset friction threshold.

3. The motor control method according to claim 2, characterized in that, The step of correcting the initial braking torque of the vehicle's motor based on the playback volume to obtain the second target braking torque includes: When the playback volume is less than a preset volume threshold, the second target braking torque is determined based on the first braking torque correction coefficient and the initial braking torque; wherein, the first braking torque correction coefficient is used to increase the motor braking torque in order to reduce the hydraulic braking torque and reduce mechanical braking noise.

4. The motor control method according to claim 2, characterized in that, The step of correcting the second target braking torque to obtain the first target braking torque includes: The first target braking torque is determined based on the second braking torque correction coefficient and the second target braking torque; wherein, the second braking torque correction coefficient is used to reduce the motor braking torque in order to correspondingly increase the hydraulic braking torque to prevent wheel lock-up.

5. The motor control method according to any one of claims 2-4, characterized in that, The process of determining whether the vehicle is in a low-adhesion road surface condition includes: Based on the driving environment information of the vehicle, determine whether the vehicle is in a low-adhesion road surface condition. The driving environment information includes at least one of the following: weather information, altitude information, and ambient temperature.

6. The motor control method according to claim 5, characterized in that, The driving environment information includes the weather information, the altitude information, and the ambient temperature; the altitude information includes altitude; the weather information includes rainfall intensity; determining whether the vehicle is in a low-traction road surface condition based on the driving environment information includes: If the rainfall intensity, altitude, and / or ambient temperature meet the first preset conditions, it is determined that the vehicle is in the low-adhesion road surface condition; The first preset condition includes at least one of the following: The ambient temperature is less than a first temperature threshold; wherein the first temperature threshold is less than a first ambient temperature threshold value; The ambient temperature is within the temperature range between the first ambient temperature threshold and the second ambient temperature threshold, and the rainfall intensity is greater than the rainfall intensity threshold corresponding to the first rainfall intensity level. The rainfall intensity is greater than the rainfall intensity threshold corresponding to the second rainfall intensity level; The altitude is greater than a preset altitude threshold and the ambient temperature is less than a third ambient temperature threshold. Wherein, the first ambient temperature threshold value is less than the second ambient temperature threshold value; the second ambient temperature threshold value is less than the third ambient temperature threshold value; the third ambient temperature threshold value is less than or equal to 0; and the rainfall intensity of the second rainfall intensity level is higher than the rainfall intensity of the first rainfall intensity level.

7. The motor control method according to any one of claims 1-4, characterized in that, The step of controlling the braking torque output of the motor based on the first target braking torque includes: The smaller of the required braking torque of the motor and the maximum allowable braking torque of the motor is determined as the candidate braking torque; wherein the required braking torque is determined based on the brake pedal opening of the vehicle; The motor is controlled to output the smaller value between the first target braking torque and the candidate braking torque.

8. The motor control method according to any one of claims 1-4, characterized in that, The process of determining the initial braking torque of the motor inside the vehicle includes: Obtain the vehicle's current speed, total vehicle weight, and the current gradient of the road where the vehicle is located; The braking torque corresponding to the current vehicle speed, the vehicle mass, and the current slope in the first mapping relationship is determined as the initial braking torque; wherein, the first mapping relationship is used to characterize the correspondence between vehicle speed, vehicle mass, the slope of the road where the vehicle is located, and vehicle braking torque.

9. The motor control method according to any one of claims 1-4, characterized in that, The process of determining that the vehicle is in a downhill creeping condition includes: If the vehicle's operating information and the downhill slope of the slope where the vehicle is located meet the second preset condition, it is determined that the vehicle is in a downhill creeping condition. The second preset condition includes at least the following: The vehicle's speed is greater than 0 and less than a preset speed threshold. The vehicle is in drive mode; the drive mode includes forward and reverse gear. The accelerator pedal opening of the vehicle is 0; The brake pedal opening of the vehicle is greater than the first brake pedal opening threshold and less than the second brake pedal opening threshold. The downhill slope is greater than the preset downhill slope.

10. The motor control method according to claim 7, characterized in that, The motor control method further includes: During the process of controlling the motor to output the smaller value between the first target braking torque and the candidate braking torque, the vehicle is monitored to see if a gear shift occurs; wherein, the gear shift includes changing from forward gear to reverse gear and changing from reverse gear to forward gear; When the vehicle shifts gears, during the period of gear shift execution, the motor is controlled to stop outputting braking torque; And / or, During the process of controlling the motor to output the smaller value between the first target braking torque and the candidate braking torque, the status of the vehicle's chassis safety system and the status of the motor are monitored; wherein, the chassis safety system includes: anti-lock braking system, electronic brake force distribution system and automatic emergency braking system; When the chassis safety system is activated and / or the motor is in a faulty state, the motor is controlled to gradually reduce the output braking torque until the output braking torque is stopped.

11. A motor control device, characterized in that, The motor control device includes: The determining unit is used to determine the playback volume of the audio device inside the vehicle when the vehicle is located in a noise-sensitive area and the vehicle is in a downhill creeping condition; wherein, the noise-sensitive area refers to an area where the regional environmental noise limit is lower than a preset noise threshold. The processing unit is used to correct the initial braking torque of the motor in the vehicle based on the playback volume to obtain a first target braking torque. The control unit is used to control the braking torque output of the motor based on the first target braking torque.

12. A vehicle, characterized in that, The vehicle is equipped with the motor control device as described in claim 11.

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