Vehicle control method, system, vehicle, and computer-readable storage medium

Abstract

The application discloses a vehicle control method, a vehicle control system, a vehicle and a computer readable storage medium. The vehicle control method is applied to a target vehicle, the target vehicle is provided with a boost charging circuit and a permanent magnet synchronous motor, and the vehicle control method comprises the following steps: in response to receiving a boost charging request signal corresponding to the boost charging circuit and the target vehicle being in a neutral state, obtaining a current position of a rotor in the permanent magnet synchronous motor; according to a current distribution rule of the boost charging circuit and the current position, determining a target position of the rotor, wherein the target position is used to represent that a locked-rotor torque generated by the permanent magnet synchronous motor when the boost charging circuit is turned on meets a vehicle stability condition; according to the target position, determining a rotor driving voltage; and according to the rotor driving voltage, driving the permanent magnet synchronous motor to adjust the rotor from the current position to the target position. The application solves the technical problem that torque fluctuation caused by current change in the boost charging process in the related art leads to whole vehicle shaking.

Description

Technical Field

[0001] This invention relates to the field of vehicle control technology, and more specifically, to a vehicle control method, system, vehicle, and computer-readable storage medium. Background Technology

[0002] High-voltage charging platforms have become a major trend in the development of electric vehicles, offering advantages such as faster charging speeds, reduced energy consumption, and optimized vehicle performance. However, a large number of low-voltage charging stations still exist on the market. To meet users' needs for charging high-voltage batteries using these stations, boost charging technology is typically required.

[0003] In existing boost charging solutions, there are two main connection methods: one is to connect the motor neutral point to the positive terminal of the charging pile and use three-phase parallel charging. This method is prone to causing the rotor temperature to rise too quickly, thus affecting the charging power and time. The other method is to use a charging method where one phase is connected to the charging pile and the other two phases are connected to the high-voltage battery. Although this method has a larger charging power, the neutral point current is not zero, which will generate torque during the charging process. The current change during the charging process will cause the output torque of the motor to fluctuate. The torque fluctuation is transmitted to the whole vehicle, causing the whole vehicle to vibrate, which seriously affects the user's charging experience.

[0004] There is currently no effective solution to the above problems. Summary of the Invention

[0005] This invention provides a vehicle control method, system, vehicle, and computer-readable storage medium to at least solve the technical problem of vehicle vibration caused by torque fluctuations due to current changes during boost charging in related technologies.

[0006] According to one aspect of the present invention, a vehicle control method is provided, which is applied to a target vehicle equipped with a boost charging circuit and a permanent magnet synchronous motor. The vehicle control method includes: in response to receiving a boost charging request signal corresponding to the boost charging circuit and the target vehicle being in neutral, obtaining the current position of the rotor in the permanent magnet synchronous motor; determining a target position of the rotor according to the current distribution rule of the boost charging circuit and the current position, wherein the target position is used to characterize that the stall torque generated by the permanent magnet synchronous motor when the boost charging circuit is turned on meets the vehicle stability condition; determining a rotor driving voltage according to the target position; and driving the permanent magnet synchronous motor to adjust the rotor from the current position to the target position according to the rotor driving voltage.

[0007] Optionally, the target position of the rotor is determined according to the current distribution rules of the boost charging circuit and the current position, including: determining multiple candidate positions of the rotor according to the current distribution rules; and determining the target position corresponding to the current position from the multiple candidate positions according to the principle of proximity.

[0008] Optionally, based on the current distribution rules, multiple candidate positions of the rotor are determined, including: using the current distribution rules as simulation benchmark conditions, performing simulation using a pre-built permanent magnet synchronous motor simulation model, and obtaining simulation results, wherein the simulation results are used to describe the change of stall torque generated by the permanent magnet synchronous motor with the rotor position; and determining multiple candidate positions based on the simulation results.

[0009] Optionally, determining the rotor drive voltage based on the target position includes: in a two-dimensional stator space coordinate system, determining a first voltage component and a second voltage component that have a spatial orthogonal relationship based on the target position and a preset reference voltage; and determining the rotor drive voltage based on the first voltage component and the second voltage component.

[0010] Optionally, the vehicle control method further includes: obtaining the current adjustment position of the rotor at the current sampling time according to a preset sampling period; and generating a boost charging command in response to the position difference between the current adjustment position and the target position being less than a deviation threshold.

[0011] Optionally, the current distribution rule includes one of the following: the current distribution of the parallel windings in the boost charging circuit is equal, or the current distribution of the parallel windings is unequal.

[0012] Optionally, the vehicle control method further includes: triggering an abnormal warning in response to the position difference at the end of the timing being greater than a deviation threshold, wherein the end of the timing is the time point after a preset timing duration has elapsed from the time the rotor position adjustment command was generated.

[0013] According to another aspect of the present invention, a vehicle control system is also provided. The vehicle control system is applied to a target vehicle, which is equipped with a boost charging circuit and a permanent magnet synchronous motor. The vehicle control system includes: an acquisition module, configured to acquire the current position of the rotor in the permanent magnet synchronous motor in response to receiving a boost charging request signal corresponding to the boost charging circuit and the target vehicle being in neutral; a first determination module, configured to determine a target position of the rotor according to the current distribution rules of the boost charging circuit and the current position, wherein the target position is used to characterize that the stall torque generated by the permanent magnet synchronous motor when the boost charging circuit is turned on meets the vehicle stability condition; a second determination module, configured to determine the rotor drive voltage according to the target position; and an adjustment module, configured to drive the permanent magnet synchronous motor to adjust the rotor from the current position to the target position according to the rotor drive voltage.

[0014] According to another aspect of the present invention, a vehicle is also provided, comprising: a memory storing an executable program; and a processor for running the executable program, wherein the executable program executes the vehicle control method described in any of the preceding embodiments.

[0015] According to another aspect of the present invention, a computer-readable storage medium is also provided, the computer-readable storage medium including a stored executable program, wherein, when the executable program is executed, it controls the device where the computer-readable storage medium is located to perform the vehicle control method described in any of the above.

[0016] This invention provides a vehicle control method applied to a target vehicle equipped with a boost charging circuit and a permanent magnet synchronous motor. The vehicle control method includes: in response to receiving a boost charging request signal corresponding to the boost charging circuit and the target vehicle being in neutral, obtaining the current position of the rotor in the permanent magnet synchronous motor; determining a target position of the rotor based on the current distribution rules of the boost charging circuit and the current position, wherein the target position is used to characterize that the stall torque generated by the permanent magnet synchronous motor when the boost charging circuit is turned on meets the vehicle stability condition; determining the rotor drive voltage based on the target position; and driving the permanent magnet synchronous motor to adjust the rotor from the current position to the target position based on the rotor drive voltage. This invention first obtains the current position of the rotor when responding to a boost charging request and the vehicle is in neutral, providing benchmark data for subsequent precise position adjustments. Then, based on the current distribution rules and the current position, a target position is determined. When the rotor is at the target position, the stall torque generated by the motor during boost charging meets vehicle stability requirements, avoiding severe vibration. Subsequently, the corresponding rotor drive voltage is calculated based on the target position. Using this rotor drive voltage, the drive motor smoothly adjusts the rotor from the current position to the target position, ensuring that the motor rotor is always in a position with optimal stall torque (e.g., close to zero) during boost charging. This effectively suppresses torque fluctuations during charging, thereby eliminating vibration caused by torque changes transmitted to the entire vehicle, significantly optimizing the user's charging experience. In summary, this invention achieves the technical effect of effectively suppressing torque fluctuations during boost charging, thus maintaining vehicle stability and solving the technical problem of vehicle vibration caused by torque fluctuations due to current changes during boost charging in related technologies. Attached Figure Description

[0017] The accompanying drawings, which are included to provide a further understanding of the invention and form part of this application, illustrate exemplary embodiments of the invention and, together with their description, serve to explain the invention and do not constitute an undue limitation thereof. In the drawings:

[0018] Figure 1 This is a flowchart of a vehicle control method according to one embodiment of the present invention;

[0019] Figure 2 This is a topology diagram of boost charging control according to one embodiment of the present invention;

[0020] Figure 3This is a simulation result diagram of a permanent magnet synchronous motor according to one embodiment of the present invention;

[0021] Figure 4 This is a structural block diagram of a vehicle control system according to one embodiment of the present invention;

[0022] Figure 5 This is a schematic diagram of a vehicle according to one embodiment of the present invention. Detailed Implementation

[0023] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0024] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this invention 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 the invention described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0025] According to an embodiment of the present invention, an embodiment of a vehicle control method is provided. It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Furthermore, although a logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in a different order than that shown here.

[0026] This invention provides a vehicle control method. Figure 1 This is a flowchart of a vehicle control method according to one embodiment of the present invention, such as... Figure 1 As shown, the vehicle control method includes the following steps:

[0027] Step S101: In response to receiving a boost charging request signal corresponding to the boost charging circuit and the target vehicle being in neutral, obtain the current position of the rotor in the permanent magnet synchronous motor.

[0028] Step S102: Determine the target position of the rotor according to the current distribution rules of the boost charging circuit and the current position. The target position is used to characterize that the stall torque generated by the permanent magnet synchronous motor when the boost charging circuit is turned on meets the vehicle stability condition.

[0029] Step S103: Determine the rotor drive voltage based on the target position;

[0030] Step S104: Based on the rotor drive voltage, drive the permanent magnet synchronous motor to adjust the rotor from the current position to the target position.

[0031] First, it should be noted that the above vehicle control method applies to vehicles equipped with boost charging circuits and permanent magnet synchronous motors.

[0032] The aforementioned boost charging request signal refers to a request command that requests the vehicle to enter boost charging mode.

[0033] Optionally, the boost charging request signal includes the requested charging current magnitude, voltage limit, etc.

[0034] The term "neutral" for the target vehicle refers to the vehicle's transmission currently being in neutral (N gear). In electric vehicles, engaging N gear means disconnecting the mechanical connection between the drive wheels and the motor or cutting off the power transmission path. This ensures that the motor rotor can rotate freely without being affected by the vehicle's inertia or wheel resistance, and also prevents the vehicle from rolling or moving due to motor malfunction, thus ensuring the safety of the charging process.

[0035] In one optional embodiment, the vehicle controller monitors the gear position sensor signal in real time. If it detects that the vehicle is in P (Park), D (Drive), or R (Reverse), it refuses to perform rotor position adjustment. The current position of the rotor in the permanent magnet synchronous motor is only obtained when a boost charging request signal is received and the target vehicle is in neutral.

[0036] The aforementioned boost charging circuit refers to a power electronic system installed on an electric vehicle to establish an electrical connection between the low-voltage charging station and the high-voltage power battery and to achieve voltage boosting. The core function of this circuit is to boost the lower DC voltage (such as 220V or 380V) output by the low-voltage charging station to a higher voltage level (such as 800V or above) to match the charging requirements of the high-voltage battery.

[0037] In one optional embodiment, the boost charging circuit typically includes a boost relay, power switching devices in the motor controller, and a DC bus capacitor connected between the motor and the charging station. The boost relay controls the on / off state of the charging circuit, ensuring the circuit is disconnected before charging begins to prevent accidental electric shock or short circuit, and remains conductive during charging. The power switching devices, acting as high-frequency switching elements, are controlled to turn on and off via pulse-width modulation signals, thereby constructing the boost topology.

[0038] In one optional embodiment, the boost charging circuit is configured as a "two-parallel-one-series" structure. One phase winding of the motor (W phase) is connected in series with the positive terminal of the charging pile, while the other two phase windings of the motor (U phase and V phase) are connected in parallel within the motor controller's internal or external circuitry, forming a loop with the series-connected W phase. This topology allows the charging current to flow through the W phase, while the U and V phases share the reverse current, thus achieving a boost effect on the low-voltage power supply side. The circuit design must meet the requirements of high-voltage insulation, high-current heat dissipation, and electromagnetic compatibility to ensure stable operation in harsh vehicle environments.

[0039] The aforementioned permanent magnet synchronous motor refers to an AC motor that uses permanent magnets to generate a rotor magnetic field and stator windings to generate a rotating magnetic field, with the rotor speed synchronized with the stator magnetic field. In this embodiment of the invention, the permanent magnet synchronous motor is not only used for vehicle drive but also serves as a core power conversion component in a boost charging circuit. The rotor of the permanent magnet synchronous motor is typically made of high-performance permanent magnet materials such as neodymium iron boron, and the stator consists of three-phase windings: U, V, and W. In boost charging mode, the U-phase and V-phase windings are connected in parallel, while the W-phase winding is connected in series. This special electrical connection method results in a different magnetic field distribution inside the motor compared to conventional drive modes, thus generating specific stall torque characteristics.

[0040] The current position mentioned above refers to the real-time electrical angle position of the permanent magnet synchronous motor rotor, which is usually expressed in electrical angles (0° to 360°).

[0041] In one optional embodiment, a resolver sensor or encoder mounted on the motor shaft end acquires the rotor's current position in real time, which is then converted into a digital signal by a signal conditioning circuit and transmitted to the motor controller. Optionally, the current position is dynamically changing. At the moment the boost charging request is triggered and the vehicle is in neutral, the current electrical angle value is read as the initial state variable for subsequent target position calculation. The accuracy of this data directly affects the accuracy of rotor positioning, and thus the control effect of charging torque.

[0042] The aforementioned current distribution rule refers to the proportional relationship between the charging currents of phase U and phase V. In an optional embodiment, the current distribution rule can be a preset fixed ratio (such as equal distribution) or it can be dynamically adjustable. Different current distribution ratios correspond to different optimal rotor position regions (i.e., target positions). For example, when the U and V phase currents are equally distributed, the optimal position may be around 60° or 240°; when the U phase current is at its maximum (V phase is 0), the optimal position may be around 30° or 210°.

[0043] The aforementioned target position refers to the specific electrical angle position that the motor rotor is expected to reach in order to minimize the stall torque generated by the permanent magnet synchronous motor when the boost charging is turned on (close to 0 Nm), thereby avoiding vehicle vibration.

[0044] Optionally, the target position is determined based on the current distribution rules and the current position of the rotor.

[0045] For example, if a current sharing strategy is determined to be used, and the current rotor position is within the range of 150° to 330°, then the target position is set to around 240°. Furthermore, if a current sharing strategy is determined to be used, and the current rotor position is within the range of 0° to 150° or 330° to 360°, then the target position is set to around 60°. The essence of setting the target position is to align the motor's magnetic circuit to the "dead point" or equilibrium point where torque is generated, ensuring that the motor does not experience impact torque due to the sudden action of electromagnetic force when the boost relay is closed.

[0046] The aforementioned vehicle stability condition refers to the constraint that, during the boost charging process, the stall torque generated by the motor is less than the system's allowable vibration threshold, thereby ensuring that the vehicle does not experience significant vibration, abnormal noise, or displacement. In one optional embodiment, the vehicle stability condition is set as: stall torque < stall torque threshold. Meeting this condition means that users will not feel vehicle body shaking during charging, improving the smoothness and comfort of the charging experience.

[0047] The aforementioned rotor drive voltage refers to the virtual voltage vector output by the power inverter bridge arm of the motor controller, used to drive the motor rotor to rotate to reach the target position. During the boost charging preparation stage, the motor is not yet connected to the charging pile for high-current charging. Instead, the controller actively applies a small-amplitude voltage signal, utilizing the synchronous torque characteristics of the motor to "pull" or "push" the rotor to the target position.

[0048] The aforementioned adjustment of the rotor from its current position to the target position refers to the process of applying a rotor drive voltage to cause the permanent magnet synchronous motor rotor to rotate until its actual electrical angle coincides with the target position or enters the tolerance range near the target position.

[0049] In one optional embodiment, the rotor position adjustment process is a closed-loop or open-loop position servo control process. The controller monitors the actual rotor position in real time and calculates the deviation between the actual position and the target position. If an open-loop attraction strategy is used, a voltage vector with a fixed amplitude and phase is directly applied. Utilizing the self-synchronization characteristics of the motor, the rotor will automatically follow the voltage vector to rotate to a stable equilibrium point, i.e., the target position. If closed-loop control is used, the voltage vector is dynamically adjusted in conjunction with a PI regulator to achieve more precise position locking. When the deviation between the actual position and the target position is less than a preset threshold, the adjustment is considered complete, and the process enters the next stage of boost charging mode.

[0050] This invention provides a vehicle control method applied to a target vehicle equipped with a boost charging circuit and a permanent magnet synchronous motor. The vehicle control method includes: in response to receiving a boost charging request signal corresponding to the boost charging circuit and the target vehicle being in neutral, obtaining the current position of the rotor in the permanent magnet synchronous motor; determining a target position of the rotor based on the current distribution rules of the boost charging circuit and the current position, wherein the target position is used to characterize that the stall torque generated by the permanent magnet synchronous motor when the boost charging circuit is turned on meets the vehicle stability condition; determining the rotor drive voltage based on the target position; and driving the permanent magnet synchronous motor to adjust the rotor from the current position to the target position based on the rotor drive voltage. This invention first obtains the current position of the rotor when responding to a boost charging request and the vehicle is in neutral, providing benchmark data for subsequent precise position adjustments. Then, based on the current distribution rules and the current position, a target position is determined. When the rotor is at the target position, the stall torque generated by the motor during boost charging meets vehicle stability requirements, avoiding severe vibration. Subsequently, the corresponding rotor drive voltage is calculated based on the target position. Using this rotor drive voltage, the drive motor smoothly adjusts the rotor from the current position to the target position, ensuring that the motor rotor is always in a position with optimal stall torque (e.g., close to zero) during boost charging. This effectively suppresses torque fluctuations during charging, thereby eliminating vibration caused by torque changes transmitted to the entire vehicle, significantly optimizing the user's charging experience. In summary, this invention achieves the technical effect of effectively suppressing torque fluctuations during boost charging, thus maintaining vehicle stability and solving the technical problem of vehicle vibration caused by torque fluctuations due to current changes during boost charging in related technologies.

[0051] The vehicle control method in the embodiments of this application will be further described below.

[0052] Optionally, the target position of the rotor is determined based on the current distribution rules of the boost charging circuit and the current position, including:

[0053] Step S1021: Determine multiple candidate positions of the rotor according to the current distribution rules;

[0054] Step S1022: Determine the target location corresponding to the current location from multiple candidate locations according to the principle of proximity.

[0055] The aforementioned candidate positions refer to the set of rotor electrical angles that, when matched with the current distribution rules, result in the motor stall torque being close to zero or at its lowest level.

[0056] Optionally, based on simulation of permanent magnet synchronous motors, within one electrical cycle (0-360 degrees), for a specific current distribution method, there are two main sets of zero-torque or low-torque position regions. For example, when the U-phase and V-phase currents are equally distributed, the zero-torque position usually appears around 60 degrees and 240 degrees; when the U-phase current is at its maximum (V-phase is 0), the zero-torque position appears around 30 degrees and 210 degrees; when the V-phase current is at its maximum (U-phase is 0), the zero-torque position appears around 90 degrees and 270 degrees.

[0057] In one alternative embodiment, multiple candidate positions of the rotor are obtained through offline simulation.

[0058] The aforementioned proximity principle refers to a control strategy that uses the motor's current actual electrical angle (i.e., current position) as a reference, calculates the electrical angle difference between the motor and each candidate position, and selects the candidate position with the smallest absolute value of the difference as the final target position.

[0059] Because the motor rotor has inertia, moving it from one position to another requires time and energy, and large angular jumps can cause current surges or mechanical vibrations. Therefore, selecting the nearest candidate position can minimize the rotor's movement angle, thereby shortening the optimization time and reducing the difficulty of dynamic response in the control process.

[0060] Optionally, to further smooth the transition, a threshold is set, and the position switch is only performed when the deviation between the nearest candidate position and the current position exceeds the threshold, thus avoiding frequent oscillations near the critical point.

[0061] The aforementioned target position is the ideal mechanical / electrical angle that minimizes stall torque during boost charging under the current current distribution rules.

[0062] Optionally, based on current distribution rules, multiple candidate positions of the rotor are determined, including:

[0063] Step S10211: Using the current distribution rule as the simulation benchmark condition, the pre-built permanent magnet synchronous motor simulation model is used to perform simulation and obtain simulation results. The simulation results are used to describe the change of stall torque generated by the permanent magnet synchronous motor with the rotor position.

[0064] Step S10212: Based on the simulation results, determine multiple candidate locations.

[0065] The aforementioned pre-built permanent magnet synchronous motor simulation model refers to a mathematical model established based on the motor's physical parameters, used to simulate the electromagnetic transient and steady-state characteristics of the motor in a computer environment. This model is typically constructed based on voltage and torque equations. Input variables include stator resistance, direct and quadrature axis inductance, permanent magnet flux linkage, rotor position electrical angle, and current commands for each phase; output variables include electromagnetic torque, stator voltage, and current response.

[0066] In one alternative embodiment, the simulation model of the permanent magnet synchronous motor can be a high-precision model based on finite element analysis, which can accurately capture the influence of non-ideal factors such as cogging torque and magnetic saturation on torque; or it can be a low-order model based on equivalent circuits for rapid iterative calculation.

[0067] The aforementioned simulation baseline conditions refer to the fixed boundary conditions and input excitations set during simulation. In this application, the current distribution rule is used as a fixed input constraint. Specifically, the determined current distribution ratio (e.g., 50% for U-phase and 50% for V-phase) is converted into a current command in a three-phase stationary coordinate system and applied to the simulation model.

[0068] In one alternative embodiment, the DC bus voltage is kept constant during the simulation, and the effect of temperature on resistance is ignored (or set to a standard room temperature of 25 degrees Celsius) to eliminate interference from other variables, and only the coupling effect of the current distribution scheme and rotor position on the stall torque is studied.

[0069] The simulation results mentioned above refer to the dataset obtained by running the simulation model. The simulation results describe the functional relationship or curve of the stall torque generated by the permanent magnet synchronous motor as a function of the rotor electrical angle under a specific current distribution rule.

[0070] It should be noted that stall torque is the rotational torque that the electromagnetic system attempts to generate when the motor rotor is stationary. Under boost charging conditions, because the current frequency is extremely low or has a DC component, the motor is in a state similar to "stall" or quasi-static.

[0071] In one optional embodiment, the simulation results are stored in the form of a two-dimensional data table or graphic file, with the horizontal axis representing the rotor electrical angle (0° to 360°) and the vertical axis representing the corresponding stall torque value (Nm). By observing the simulation results, the amplitude of torque fluctuations, the zero point position, and the distribution of extreme points can be intuitively identified.

[0072] Optionally, multiple candidate locations can be determined based on the minimum torque value in the simulation results.

[0073] For example, the simulated torque-angle curve is first smoothed to remove numerical noise, and then an optimization algorithm (such as gradient descent or a simple extremum search algorithm) is used to find local minima. Due to the symmetry of the permanent magnet synchronous motor, there are usually two main sets of low-torque regions within one electrical cycle. For example, when the current is evenly distributed, simulation results show that the torque is close to zero near 60 degrees and 240 degrees; when the U-phase current is maximum, the minimum occurs near 30 degrees and 210 degrees. These low-torque locations are called "candidate locations".

[0074] Optionally, the rotor drive voltage is determined based on the target location, including:

[0075] Step S1031: In the two-dimensional stator space coordinate system, determine the first voltage component and the second voltage component that have a spatial orthogonal relationship based on the target position and the preset reference voltage.

[0076] Step S1032: Determine the rotor drive voltage based on the first voltage component and the second voltage component.

[0077] The aforementioned first voltage component refers to the voltage projection value along the reference axis (usually the α axis) set in the two-dimensional stator space coordinate system.

[0078] In the vector control theory of permanent magnet synchronous motors, in order to achieve decoupled control of motor torque and flux linkage, it is necessary to map electrical quantities in a three-phase stationary coordinate system or a two-phase stationary coordinate system to a specific orthogonal coordinate system. The first voltage component is the scalar representation of the rotor drive voltage on the α-axis, and its magnitude directly reflects the trend of the electric field intensity in that direction.

[0079] In one alternative embodiment, the first voltage component U α The determination depends on the cosine function relationship between the target rotor electrical angle θ (i.e., the target position) and the preset reference voltage V. For example, U... α =V×cosθ.

[0080] The aforementioned second voltage component refers to the voltage projection value in the direction of a reference axis (usually the β axis) orthogonal to the first voltage component in the two-dimensional stator spatial coordinate system. The α axis and the β axis differ from each other by 90 electrical degrees in space, forming an orthogonal basis. The second voltage component reflects the trend of the electric field intensity of the rotor drive voltage in the direction perpendicular to the α axis.

[0081] In one alternative embodiment, the second voltage component U β The determination is based on the sinusoidal relationship between the target rotor electrical angle θ and the preset reference voltage V. For example, U... β =V×sinθ.

[0082] The aforementioned rotor drive voltage refers to the modulated voltage signal applied to the motor controller power module (such as the inverter arm), used to control the current distribution of the motor stator windings, thereby generating electromagnetic torque to adjust the rotor position. Under the special operating condition of boost charging, the rotor drive voltage is not used to maintain the high-speed rotation of the motor, but rather to perform "stall" or "micro-motion" positioning.

[0083] Furthermore, the rotor drive voltage is synthesized based on the first voltage component and the second voltage component.

[0084] In one optional embodiment, the rotor drive voltage is generated using a space vector pulse width modulation (SVM) algorithm. The controller first synthesizes the rotor drive voltage based on the first and second voltage components, and then converts it back to a three-phase voltage command in a three-phase stationary coordinate system. Subsequently, the duty cycle of each bridge arm power device is calculated based on the three-phase voltage command, generating the corresponding pulse width modulation waveform. It is worth noting that, since the motor is in a follow-up or low-speed positioning state at this time, to prevent excessive current from causing overheating of the power devices or battery overload, the preset reference voltage is typically limited to a low range (e.g., around 10V), far below the rated operating voltage. This low-voltage open-loop injection strategy can smoothly attract the rotor to a specific electrical angle position with minimal current impact, laying the foundation for subsequent entry into a steady-state boost charging mode.

[0085] Optionally, the vehicle control method further includes:

[0086] Step S1051: Obtain the current adjustment position of the rotor at the current sampling time according to the preset sampling period;

[0087] Step S1052: In response to the position difference between the current adjustment position and the target position being less than the deviation threshold, a boost charging command is generated.

[0088] The aforementioned current adjusted position refers to the actual electrical angle position reached by the motor rotor at a specific sampling moment after position adjustment. This differs from the rotor's current position, which is the instantaneous geometric angle of the rotor in space after the control system adjusts it through open-loop voltage injection or closed-loop feedback.

[0089] In one alternative embodiment, the current adjustment position is acquired in real time by a position sensor such as a motor encoder or a resolver.

[0090] The aforementioned preset sampling period refers to a fixed time interval for periodically reading the motor rotor status data. In an optional embodiment, the preset sampling period can be selected between 1 millisecond and 10 milliseconds, such as 5 milliseconds or 2 milliseconds, to ensure that position changes can be monitored frequently enough when the rotor is moving at low speed or stationary, thereby achieving a rapid response to position differences.

[0091] The current sampling time mentioned above refers to the specific time point at which the position data reading action is performed. It is a discrete node on the time axis, corresponding to a certain count or timer trigger event within the preset sampling period.

[0092] The aforementioned positional difference refers to the difference between the current adjustment position and the target position in the electrical angle space, which reflects the degree of deviation between the rotor's current position and the desired optimal position.

[0093] In one alternative embodiment, the calculation of the position difference needs to take into account the characteristics of a 360-degree electrical angle cycle, i.e., using modular arithmetic or minimum arc length calculation methods. The smaller the difference, the closer the rotor is to the ideal position with minimum torque.

[0094] The aforementioned deviation threshold refers to the maximum permissible range of rotor position deviation from the target position, usually expressed in electrical degrees, and is used to define the boundary between "acceptable position error" and "unacceptable position error".

[0095] In one alternative embodiment, the deviation threshold can be dynamically adjusted or statically set, such as ±1 degree to ±3 degrees, based on the charging current, the number of motor pole pairs, and the system's sensitivity to vibration.

[0096] The aforementioned boost charging command refers to the control command used to initiate boost charging mode.

[0097] In one alternative embodiment, the boost charging command is transmitted via an onboard network communication protocol (such as CAN bus, Ethernet, or dedicated hardwired signals). When the position difference is less than the deviation threshold, it is confirmed that the rotor is in the minimum torque region. At this time, a boost charging command is issued, the charging pile closes the boost relay, and the motor controller controls the U and V phase parallel windings and the W phase series winding through pulse width modulation duty cycle to connect the boost charging circuit.

[0098] Optionally, the current distribution rule includes one of the following: the current distribution of the parallel windings in the boost charging circuit is equal, or the current distribution of the parallel windings is unequal.

[0099] The aforementioned current distribution rule refers to the control logic set for the specific distribution ratio of charging current in the parallel branches (i.e., U-phase and V-phase) when performing boost charging control, for a "two parallel and one series" topology consisting of parallel U-phase and V-phase of the motor and series W-phase.

[0100] By adjusting the current ratio of the U-phase and V-phase, the vector synthesis of the three-phase current inside the motor is changed, thereby optimizing the electromagnetic torque state of the motor rotor while meeting the total charging current requirements, so as to suppress the vehicle vibration caused by stall torque fluctuations.

[0101] Specifically, there are two types of current distribution rules: one is that the current distribution of the parallel windings in the boost charging circuit is equal, that is, the U-phase current and the V-phase current are equal in magnitude and phase; the other is that the current distribution of the parallel windings is unequal, that is, the U-phase current and the V-phase current are different in magnitude, and their sum is equal to the total charging current of the W-phase.

[0102] Optionally, the vehicle control method further includes: triggering an abnormal warning in response to the position difference at the end of the timing being greater than a deviation threshold, wherein the end of the timing is the time point after a preset timing duration has elapsed from the time the rotor position adjustment command was generated.

[0103] The aforementioned timing end time refers to the point in time reached after a preset fixed duration (i.e., preset timing duration) from the start timestamp of the generated rotor position adjustment command.

[0104] In electronic control systems, time is typically counted by a high-precision timer or system tick timer within the microcontroller unit. The preset timing duration is an empirical value pre-set based on the motor's mechanical inertia and electrical time constant, used to ensure that the motor rotor has sufficient time to rotate from its current position and stabilize to the target position.

[0105] The aforementioned position difference refers to the difference between the actual electrical angle of the motor rotor and the target position in electrical angle space at the end of the timing.

[0106] The aforementioned abnormal warning refers to issuing a warning signal or taking intervention measures when the detected position difference is greater than the deviation threshold.

[0107] Optionally, the abnormal warning may include sending text or icon prompts (such as "position calibration failed") to the in-vehicle human-machine interface, or sending remote status feedback to the user to inform them that boost charging cannot start immediately.

[0108] Optionally, an anomaly warning may trigger a reset or retry mechanism for the control logic, or switch to a more conservative control strategy.

[0109] Optionally, Figure 2 This is a topology diagram of boost charging control according to one embodiment of the present invention, such as... Figure 2As shown, one phase (W phase) of the permanent magnet synchronous motor is connected to the positive terminal of the charging pile, with a boost relay controlling its on / off state. The power switch bridge arm of the motor controller and the motor windings form a boost charging circuit. Under boost charging conditions, the motor's U and V phases are connected in parallel, and then in series with the W phase, forming a two-parallel-one-series configuration. The charging current equals the actual current of the W phase. The motor controller receives the charging current request command from the battery management system and allocates it to the current requests of the V and W phases. By controlling the duty cycle of the power device switches, the actual currents of the U and V phases are kept consistent with the current requests. The currents of the U and V phases can be arbitrarily allocated, ensuring that the sum of the currents of the U and V phases equals the total charging current request.

[0110] Optionally, in the dq rotating coordinate system (a two-dimensional orthogonal coordinate transformation system established in the direction of the rotor magnetic poles, where the d-axis usually coincides with the direction of the magnetic flux generated by the rotor permanent magnet, and the q-axis leads the d-axis by 90 electrical degrees and rotates synchronously with the rotor), the torque formula of the motor is as follows:

[0111] (1)

[0112] As can be seen from the motor torque formula, the magnitude of the torque is mainly determined by the permanent magnet flux linkage. Number of motor pole pairs Direct-axis inductor quadrature axis inductance Direct-axis current component and right-angle axis current components The decision was made, and at the same time, the actual three-phase current of the permanent magnet synchronous motor was... , , The actual value of the current in the dq rotating coordinate system is obtained through coordinate transformation. and It can be seen that fluctuations in three-phase current lead to fluctuations in torque, which in turn cause changes in the motor position, resulting in even more severe fluctuations in torque and affecting the user's charging experience.

[0113] Optionally, Figure 3 This is a simulation result diagram of a permanent magnet synchronous motor according to one embodiment of the present invention, as shown in the figure. Figure 3 As shown in the simulation curves of stall torque under boost charging at different positions, it can be seen that within one cycle of rotor electrical angle from 0 to 360 degrees, there are two sets of positions where the torque is close to zero. Therefore, the rotor position can be attracted to these two sets of positions by using a given open-loop voltage, and then a compensation current injection can be performed to ensure that the stall torque is near 0 Nm.

[0114] Optionally, the sum of the actual currents of the parallel two-phase U and V phases is equal to the current of the series W phase. The two most extreme operating conditions are that the U phase current is 0 and the V phase current is at its maximum, or the V phase current is 0 and the U phase current is at its maximum.

[0115] In one alternative embodiment, assuming that the U-phase and V-phase currents are equally shared, then as follows: Figure 3 As shown, at positions of 60 degrees and 240 degrees, the torque is close to 0 Nm. The vehicle control method can be implemented as follows: First, before entering the boost charging mode, ensure that the vehicle's N-gear motor is in a follow-up state, and then read the motor rotor position signal to obtain the actual electrical angle of the motor. Furthermore, determine the rotor position that needs to be controlled before boost charging begins. If the motor electrical angle is between 150 degrees and 330 degrees, the motor position ultimately needs to be controlled to around 240 degrees; if the motor position is between 0 and 150 degrees or between 330 and 360 degrees, the motor position ultimately needs to be controlled to around 60 degrees. Additionally, in the two-phase stationary α-β coordinate system, determine U... α and U β Since the motor is in a follower state, an appropriate proportional U is directly given in the open loop. α and U β This can attract the motor to the target position. If the final goal is to control the motor position to around 60 degrees, U α =V×0.5,U β =V× V is the reference voltage. Since the motor is not rotating at this time, to prevent excessive current, V should not be too large, and can generally be selected at around 10V. If the final position of the motor needs to be controlled to around 240 degrees, U α =-V×0.5,U β =-V× V can generally be selected to be around 10V. During the attraction process, the motor's electrical angle information is continuously read. Once it approaches approximately 60 or 240 degrees, it can enter the boost charging mode. After entering boost charging mode, the vehicle is generally put in P gear. Similarly, to maximize the U-phase current, the rotor position should be controlled around 30 or 210 degrees; to maximize the V-phase current, the rotor position should be controlled around 90 or 270 degrees. As long as the sum of the U-phase and V-phase currents equals the total charging current, they can be arbitrarily distributed proportionally, stopping at any region where torque is 0, ranging from 30 to 90 degrees or 210 to 270 degrees.

[0116] This invention also provides a vehicle control system for implementing the above embodiments and preferred embodiments; details already described will not be repeated. As used below, the term "module" can refer to a combination of software and / or hardware that performs a predetermined function. Although the systems described in the following embodiments are preferably implemented in software, hardware implementations, or a combination of software and hardware, are also possible and contemplated.

[0117] According to another aspect of the present invention, a vehicle control system is also provided, which is applied to a target vehicle, the target vehicle being equipped with a boost charging circuit and a permanent magnet synchronous motor. Figure 4 This is a structural block diagram of a vehicle control system according to one embodiment of the present invention, such as... Figure 4 As shown, the vehicle control system 400 includes: an acquisition module 401, used to acquire the current position of the rotor in the permanent magnet synchronous motor in response to receiving a boost charging request signal corresponding to the boost charging circuit and the target vehicle being in neutral; a first determination module 402, used to determine the target position of the rotor according to the current distribution rules of the boost charging circuit and the current position, wherein the target position is used to characterize that the stall torque generated by the permanent magnet synchronous motor when the boost charging circuit is turned on meets the vehicle stability condition; a second determination module 403, used to determine the rotor drive voltage according to the target position; and an adjustment module 404, used to drive the permanent magnet synchronous motor to adjust the rotor from the current position to the target position according to the rotor drive voltage.

[0118] Optionally, the first determining module 402 is further configured to: determine multiple candidate positions of the rotor according to the current distribution rules; and determine the target position corresponding to the current position from the multiple candidate positions according to the principle of proximity.

[0119] Optionally, the first determining module 402 is further configured to: use the current distribution rule as a simulation benchmark condition, perform simulation using a pre-built permanent magnet synchronous motor simulation model, and obtain simulation results, wherein the simulation results are used to describe the change of stall torque generated by the permanent magnet synchronous motor with the rotor position; and determine multiple candidate positions based on the simulation results.

[0120] Optionally, the second determining module 403 is further configured to: determine a first voltage component and a second voltage component having a spatial orthogonal relationship in a two-dimensional stator space coordinate system based on the target position and a preset reference voltage; and determine the rotor drive voltage based on the first voltage component and the second voltage component.

[0121] Optionally, the vehicle control system 400 also includes a generation module (not shown in the figure), which is used to: obtain the current adjustment position of the rotor at the current sampling time according to a preset sampling period; and generate a boost charging command in response to the position difference between the current adjustment position and the target position being less than a deviation threshold.

[0122] Optionally, the current distribution rule includes one of the following: the current distribution of the parallel windings in the boost charging circuit is equal, or the current distribution of the parallel windings is unequal.

[0123] Optionally, the vehicle control system 400 also includes a warning module (not shown in the figure), which is used to: trigger an abnormal warning in response to the position difference at the end of the timing being greater than the deviation threshold, wherein the end of the timing is the time point after a preset timing duration has elapsed from the time the rotor position adjustment command was generated.

[0124] According to another aspect of the present invention, a vehicle is also provided. Optionally, Figure 5 This is a schematic diagram of a vehicle according to one embodiment of the present invention, such as... Figure 5 As shown, the vehicle 500 may include a memory 510 and a processor 520, wherein the memory 510 is used to store an executable program; the processor 520 is used to run the program stored in the memory 510, and the program executes the vehicle control method in any of the above-mentioned claims of this application when it runs.

[0125] Optionally, in this embodiment, the executable program performs the following steps when it runs:

[0126] Step S101: In response to receiving a boost charging request signal corresponding to the boost charging circuit and the target vehicle being in neutral, obtain the current position of the rotor in the permanent magnet synchronous motor.

[0127] Step S102: Determine the target position of the rotor according to the current distribution rules of the boost charging circuit and the current position. The target position is used to characterize that the stall torque generated by the permanent magnet synchronous motor when the boost charging circuit is turned on meets the vehicle stability condition.

[0128] Step S103: Determine the rotor drive voltage based on the target position;

[0129] Step S104: Based on the rotor drive voltage, drive the permanent magnet synchronous motor to adjust the rotor from the current position to the target position.

[0130] Optionally, the executable program performs the following steps when it runs: determining multiple candidate positions of the rotor according to the current distribution rules; and determining the target position corresponding to the current position from the multiple candidate positions according to the principle of proximity.

[0131] Optionally, the executable program executes the following steps during runtime: using the current distribution rule as the simulation baseline condition, performing simulation using a pre-built permanent magnet synchronous motor simulation model, and obtaining simulation results, wherein the simulation results are used to describe the change of stall torque generated by the permanent magnet synchronous motor with the rotor position; and determining multiple candidate positions based on the simulation results.

[0132] Optionally, the executable program performs the following steps when it runs: in a two-dimensional stator space coordinate system, based on the target position and a preset reference voltage, determine a first voltage component and a second voltage component that have a spatial orthogonal relationship; and determine the rotor drive voltage based on the first voltage component and the second voltage component.

[0133] Optionally, the executable program executes the following steps when running: obtaining the current adjustment position of the rotor at the current sampling time according to a preset sampling period; and generating a boost charging command in response to the position difference between the current adjustment position and the target position being less than a deviation threshold.

[0134] Optionally, the current distribution rule includes one of the following: the current distribution of the parallel windings in the boost charging circuit is equal, or the current distribution of the parallel windings is unequal.

[0135] Optionally, the executable program executes the following steps when it runs: in response to the position difference at the end of the timing being greater than the deviation threshold, an abnormal warning is triggered, wherein the end of the timing is the time point after a preset timing duration has elapsed since the generation of the rotor position adjustment command.

[0136] According to another aspect of the present invention, a computer-readable storage medium is also provided, the computer-readable storage medium including a stored executable program, wherein, when the executable program is executed, it controls the device where the computer-readable storage medium is located to perform the vehicle control method described in any of the above.

[0137] Optionally, in this embodiment, the executable program can be configured to store an executable program for performing the following steps:

[0138] Step S101: In response to receiving a boost charging request signal corresponding to the boost charging circuit and the target vehicle being in neutral, obtain the current position of the rotor in the permanent magnet synchronous motor.

[0139] Step S102: Determine the target position of the rotor according to the current distribution rules of the boost charging circuit and the current position. The target position is used to characterize that the stall torque generated by the permanent magnet synchronous motor when the boost charging circuit is turned on meets the vehicle stability condition.

[0140] Step S103: Determine the rotor drive voltage based on the target position;

[0141] Step S104: Based on the rotor drive voltage, drive the permanent magnet synchronous motor to adjust the rotor from the current position to the target position.

[0142] Optionally, the executable program can be configured to store an executable program for performing the following steps: determining multiple candidate positions of the rotor according to the current distribution rules; and determining the target position corresponding to the current position from the multiple candidate positions according to the principle of proximity.

[0143] Optionally, the executable program can be configured to store an executable program for performing the following steps: using the current distribution rule as the simulation baseline condition, performing simulation using a pre-built permanent magnet synchronous motor simulation model to obtain simulation results, wherein the simulation results are used to describe the change of stall torque generated by the permanent magnet synchronous motor with the rotor position; and determining multiple candidate positions based on the simulation results.

[0144] Optionally, the executable program can be configured to store an executable program for performing the following steps: in a two-dimensional stator space coordinate system, determining a first voltage component and a second voltage component with a spatial orthogonal relationship based on the target position and a preset reference voltage; and determining the rotor drive voltage based on the first voltage component and the second voltage component.

[0145] Optionally, the executable program can be configured to store an executable program for performing the following steps: obtaining the current adjustment position of the rotor at the current sampling time according to a preset sampling period; and generating a boost charging command in response to the position difference between the current adjustment position and the target position being less than a deviation threshold.

[0146] Optionally, the current distribution rule includes one of the following: the current distribution of the parallel windings in the boost charging circuit is equal, or the current distribution of the parallel windings is unequal.

[0147] Optionally, the executable program can be configured to store an executable program for performing the following steps: triggering an abnormal warning in response to the position difference at the end of the timing being greater than a deviation threshold, wherein the end of the timing is the time point after a preset timing duration has elapsed since the generation of the rotor position adjustment command.

[0148] Optionally, specific examples in this embodiment can refer to the examples described in the above embodiments and optional implementations, and will not be repeated here.

[0149] In the above embodiments of the present invention, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0150] In the embodiments provided in this application, it should be understood that the disclosed technical content can be implemented in other ways. The system embodiments described above are merely illustrative; for example, the division of units can be a logical functional division, and in actual implementation, there may be other division methods. For instance, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection of units or modules may be electrical or other forms.

[0151] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0152] Furthermore, the functional units in the various embodiments of the present invention 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.

[0153] 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 computer-readable storage medium. Based on this understanding, the technical solution of the present invention, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of the present invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, read-only memory (ROM), random access memory (RAM), portable hard drives, magnetic disks, or optical disks.

[0154] The above description is only a preferred embodiment of the present invention. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the principle of the present invention, and these improvements and modifications should also be considered within the scope of protection of the present invention.

Claims

1. A vehicle control method, characterized in that, The vehicle control method is applied to a target vehicle, which is equipped with a boost charging circuit and a permanent magnet synchronous motor. The vehicle control method includes: In response to receiving a boost charging request signal corresponding to the boost charging circuit and the target vehicle being in neutral, the current position of the rotor in the permanent magnet synchronous motor is obtained; Based on the current distribution rules of the boost charging circuit and the current position, the target position of the rotor is determined, wherein the target position is used to characterize that the stall torque generated by the permanent magnet synchronous motor when the boost charging circuit is turned on meets the vehicle stability conditions. Determine the rotor drive voltage based on the target position; Based on the rotor drive voltage, the permanent magnet synchronous motor is driven to adjust the rotor from the current position to the target position.

2. The vehicle control method according to claim 1, characterized in that, Determining the target position of the rotor based on the current distribution rules of the boost charging circuit and the current position includes: Based on the current distribution rules, multiple candidate positions of the rotor are determined; Based on the principle of proximity, the target location corresponding to the current location is determined from the plurality of candidate locations.

3. The vehicle control method according to claim 2, characterized in that, According to the current distribution rule, the plurality of candidate positions of the rotor are determined, including: Using the current distribution rule as the simulation benchmark, a pre-built permanent magnet synchronous motor simulation model is used to perform simulation and obtain simulation results. The simulation results are used to describe the change of the stall torque generated by the permanent magnet synchronous motor with the rotor position. Based on the simulation results, the multiple candidate positions are determined.

4. The vehicle control method according to claim 1, characterized in that, Determining the rotor drive voltage based on the target position includes: In a two-dimensional stator space coordinate system, a first voltage component and a second voltage component with a spatial orthogonal relationship are determined based on the target position and a preset reference voltage. The rotor drive voltage is determined based on the first voltage component and the second voltage component.

5. The vehicle control method according to claim 1, characterized in that, The vehicle control method further includes: The current adjustment position of the rotor at the current sampling time is obtained according to a preset sampling period; A boost charging command is generated in response to the position difference between the current adjusted position and the target position being less than a deviation threshold.

6. The vehicle control method according to claim 1, characterized in that, The current distribution rule includes one of the following: the current distribution of the parallel windings in the boost charging circuit is equal, or the current distribution of the parallel windings is unequal.

7. The vehicle control method according to claim 5, characterized in that, The vehicle control method further includes: In response to the position difference being greater than the deviation threshold at the end of the timing, an abnormal warning is triggered, wherein the end of the timing is the time point after a preset timing duration has elapsed since the generation time of the rotor position adjustment command.

8. A vehicle control system, characterized in that, The vehicle control system is applied to a target vehicle, which is equipped with a boost charging circuit and a permanent magnet synchronous motor. The vehicle control system includes: The acquisition module is used to acquire the current position of the rotor in the permanent magnet synchronous motor in response to receiving a boost charging request signal corresponding to the boost charging circuit and the target vehicle being in neutral. The first determining module is used to determine the target position of the rotor according to the current distribution rules of the boost charging circuit and the current position, wherein the target position is used to characterize that the stall torque generated by the permanent magnet synchronous motor when the boost charging circuit is turned on meets the vehicle stability conditions. The second determining module is used to determine the rotor drive voltage based on the target position; The adjustment module is used to drive the permanent magnet synchronous motor to adjust the rotor from the current position to the target position according to the rotor drive voltage.

9. A vehicle, characterized in that, include: Memory, which stores executable programs; A processor for running the executable program, wherein the executable program, when running, performs the vehicle control method according to any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium includes a stored executable program, wherein, when the executable program is executed, it controls the device on which the computer-readable storage medium is located to perform the vehicle control method according to any one of claims 1 to 7.

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