Control method, device and vehicle

Abstract

This application provides a control method, apparatus, and vehicle. The method includes: acquiring first information about the vehicle, including state information of the vehicle during driving; determining first evaluation information based on the first information, the first evaluation information being used to characterize the vehicle's risk of slippage and / or acceleration demand at a first moment; and controlling a first motor to switch to a target mode based on the first evaluation information; wherein the target mode is one of the operating modes of the first motor, the operating modes including a first mode and a second mode, in the first mode the first motor is used to drive the vehicle's wheels, and in the second mode the first motor is used to provide electrical energy to the vehicle. This application allows the integrated drive generator to pre-switch to the target mode before slippage or acceleration occurs, based on the vehicle's risk of slippage and acceleration demand at future moments, thereby reducing switching delay.

Description

Technical Field

[0001] This application relates to the field of intelligent vehicles, and more specifically, to a control method, device, and vehicle. Background Technology

[0002] To reduce vehicle costs and system size and weight, some new energy vehicles currently use integrated drive-generators as the front axle power source. However, the "generator mode" and "drive mode" of this motor cannot operate in parallel. Switching between these two modes requires multiple steps, including clutch engagement or disengagement, magnetic field establishment, and torque ramp-up, resulting in a long mode switching time. This may prevent the front wheels from engaging four-wheel drive anti-slip in time when the vehicle slips, causing the vehicle to become unstable during the motor mode switching process.

[0003] How to solve the safety hazards caused by the mode switching delay of the integrated drive generator is a key technology that urgently needs to be overcome. Summary of the Invention

[0004] This application provides a control method, apparatus, and vehicle. Based on the vehicle's risk of slippage and acceleration needs at future moments, this application enables the integrated drive generator to pre-switch to the target mode before slippage or acceleration occurs, reducing switching delay.

[0005] In a first aspect, a control method, apparatus, and vehicle are provided. The method is applied to a vehicle, which includes a first motor. The method can be executed by a first controller, which, exemplarily, can be a vehicle control unit (VCU), an intelligent driving computing platform, a power domain controller, or controlled by another electronic control unit (ECU).

[0006] In one possible implementation, the first controller can be physically and electrically connected to the actuator of the first motor and associated physical transmission components (such as a clutch, synchronizer, or solenoid hydraulic valve). When the first motor requires mode switching, the first controller can directly control the first motor to switch from its current operating mode to the target mode.

[0007] In another possible implementation, the first controller can determine the first control command and send the first control command to the downstream ECU (e.g., the controller of the first motor), and then the downstream ECU controls the first motor to switch modes, thereby completing the indirect control of the first motor to switch from the current working mode to the target mode.

[0008] The above method includes: acquiring first information about the vehicle, the first information including the vehicle's state information during driving; determining first evaluation information based on the first information, the first evaluation information being used to characterize the vehicle's risk of slippage and / or acceleration demand at a first moment; and controlling the first motor to switch to a target mode based on the first evaluation information; wherein the target mode is one of the operating modes of the first motor, the operating modes including a first mode and a second mode, in the first mode the first motor is used to drive the vehicle's wheels, and in the second mode the first motor is used to provide electrical energy to the vehicle.

[0009] Based on the above technical solution, by collecting vehicle status information in real time and predicting the risk of slippage and / or acceleration demand at the first moment, the first motor can be controlled to switch working modes in advance before the vehicle actually slips or accelerates. This helps to offset the delay time caused by clutch engagement, magnetic field establishment, torque ramp-up and other processes when the first motor switches modes.

[0010] In conjunction with the first aspect, in some implementations of the first aspect, controlling the first motor to switch to the target mode based on the first evaluation information includes: determining the target mode as the first mode when the first evaluation information indicates that the vehicle has a risk of slipping at the first moment.

[0011] Based on the above technical solution, when there is a risk of vehicle slippage, determining the target mode as the first mode helps the first motor to enter the four-wheel drive anti-slip state before slippage actually occurs, or to enter the four-wheel drive anti-slip state as soon as possible after slippage occurs, thereby reducing the negative impact of the delay in motor mode switching on the anti-slip response and improving vehicle driving safety.

[0012] In conjunction with the first aspect, in some implementations of the first aspect, the first evaluation information includes slippage risk evaluation information. Based on the first information, the first evaluation information is determined, including: determining the slippage risk evaluation information based on at least one of the vehicle speed information, tire speed, tire radius, lateral acceleration, and turning radius in the state information; and controlling the first motor to switch to the target mode based on the first evaluation information, including: determining the target mode as the first mode when the slippage risk evaluation information indicates that the vehicle is in a slippage-prone state.

[0013] Based on the above technical solution, the deviation between the vehicle's real-time motion state and stable operating condition can be quantitatively assessed using specific parameters in the vehicle, so as to more accurately identify the vehicle's slippage tendency and thus accurately determine the working mode of the first motor.

[0014] The term "prone to slippage" refers to a situation where, although the vehicle is not currently slipping, it exhibits a tendency to slip, posing a high risk of instability. In such cases, the vehicle needs to engage four-wheel drive anti-slip mode in advance to avoid safety hazards. In this application, the criteria for judging "prone to slippage" can be determined based on a comparison between slippage risk assessment information and a first assessment threshold, or based on the remaining distance / time before the vehicle reaches the prone to slippage section. Specific implementation methods are described below: In conjunction with the first aspect, in some implementations of the first aspect, the first evaluation information includes skid risk evaluation information, and the first information also includes current environmental information and vehicle navigation information. The environmental information includes at least one of current climate, road slope, and road surface type. When the skid risk evaluation information is greater than or equal to the first evaluation threshold, the skid risk evaluation information indicates that the vehicle is in a skid-prone state, wherein the first evaluation threshold is determined based on the navigation information and / or environmental information.

[0015] Based on the above technical solution, by adjusting the first evaluation threshold used to determine the "easy-to-skid state" according to navigation information and / or environmental information (such as climate, slope, road surface type, etc.), the criteria for determining skid risk can be adapted to real physical road conditions and climate environment, thereby improving the accuracy and sensitivity of skid risk identification.

[0016] In conjunction with the first aspect, in some implementations of the first aspect, the first information includes vehicle navigation information, the first evaluation information includes the expected slippage time, and the first evaluation information is determined based on the first information, including: determining the expected slippage time of the vehicle reaching the first road segment based on the navigation information, wherein the first road segment is a road segment where the vehicle is prone to slippage; and controlling the first motor to switch to the target mode based on the first evaluation information, including: determining the target mode as the first mode when the expected slippage time indicates that the vehicle is about to be in a slippage-prone state.

[0017] Based on the above technical solution, it is possible to obtain the slippery road sections ahead in advance by combining the vehicle's navigation information and predict the expected slip time. This helps to avoid the response delay caused by triggering mode switching only after the vehicle has entered the slippery road section and slipped, thus improving the timeliness of anti-skid control.

[0018] In conjunction with the first aspect, in some implementations of the first aspect, the current operating mode of the first motor is the first mode, and controlling the first motor to switch to the target mode includes: when the target mode is different from the first mode, and the slippage risk assessment information is less than the first assessment threshold in the first time period, controlling the first motor to switch to the target mode.

[0019] Based on the above technical solution, a time window (first period) is introduced before exiting the first mode to continuously check whether the risk of slippage is lower than the safety threshold (first evaluation threshold). This can effectively prevent the motor from frequently switching between target modes due to transient fluctuations in the signal on uneven road surfaces.

[0020] In conjunction with the first aspect, in some implementations of the first aspect, controlling the first motor to switch to the target mode based on the first evaluation information includes: determining the target mode as the first mode when the first evaluation information indicates that the vehicle has an acceleration demand at the first moment.

[0021] Based on the above technical solution, when the vehicle is detected to have an acceleration demand at the first moment, the first motor is switched to the first mode in advance. This helps the first motor switch to the drive mode before the vehicle actually accelerates, thereby ensuring that the vehicle's power output can respond to the driver's acceleration intention in a timely manner.

[0022] In conjunction with the first aspect, in some implementations of the first aspect, controlling the first motor to switch to the target mode based on the first evaluation information includes: controlling the first motor to switch to the target mode based on the energy management strategy adopted by the vehicle and the first evaluation information, wherein the energy management strategy is used to determine the power source and distribution of the vehicle.

[0023] Based on the above technical solution, by combining the vehicle's energy management strategy and the first evaluation information to jointly determine the target mode, it is possible to take into account the vehicle's anti-skid needs, acceleration needs, as well as power source distribution and energy consumption management, and achieve mode switching decisions that are more adapted to the vehicle's operating conditions.

[0024] In one possible implementation, the first motor can be controlled to switch to the target mode based on the energy management strategy adopted by the vehicle.

[0025] In conjunction with the first aspect, in some implementations of the first aspect, controlling the first motor to switch to the target mode based on the energy management strategy adopted by the vehicle and the first evaluation information includes: when the first evaluation information indicates that the vehicle has no risk of slippage at the first moment, controlling the first motor to switch to the target mode based on the energy management strategy.

[0026] Based on the above technical solution, the target mode is determined based on the energy management strategy only when there is no risk of vehicle skidding. This helps to give driving safety a higher priority in control decisions and avoids sacrificing the vehicle's anti-skid response capability in order to meet the energy management strategy.

[0027] In conjunction with the first aspect, in some implementations of the first aspect, controlling the first motor to switch to the target mode based on the energy management strategy includes: when the energy management strategy adopted by the vehicle is the first strategy, determining the target mode as the second mode, wherein the first strategy is used to instruct the vehicle to use electric energy as the sole power source of the vehicle until the vehicle's state of charge (SOC) is lower than a first preset threshold.

[0028] Based on the above technical solution, the first motor can provide the vehicle with the required electrical energy under the first strategy, avoiding the risk of battery failure or vehicle power failure due to over-discharge of the power battery.

[0029] In conjunction with the first aspect, in some implementations of the first aspect, controlling the first motor to switch to a target mode based on an energy management strategy includes: when the energy management strategy adopted by the vehicle is a second strategy, determining the target mode as a first mode, wherein the second strategy is used to instruct the vehicle to use at least part of the driving force of the engine as the power source of the vehicle, so that the vehicle's electric charge is greater than or equal to a second preset threshold, the second preset threshold being greater than a first preset threshold.

[0030] Based on the above technical solution, the first motor can serve as an auxiliary power source under the second strategy, working in conjunction with the engine to output driving force, ensuring that the vehicle has sufficient driving force and reducing the engine's fuel consumption.

[0031] In conjunction with the first aspect, in some implementations of the first aspect, controlling the first motor to switch to the target mode based on the first evaluation information includes: controlling the first motor to switch to the target mode based on the first evaluation information and the power level in the status information.

[0032] Based on the above technical solution, by combining the first evaluation information and the vehicle's battery level to jointly determine the target mode, the vehicle's battery level can be used as a constraint condition for the first motor switching mode, avoiding the risk of the vehicle losing power due to a mismatch between the target mode and the actual battery level.

[0033] In conjunction with the first aspect, in some implementations of the first aspect, controlling the first motor to switch to the target mode based on the battery level in the first evaluation information and the status information includes: determining the target mode as the second mode when the first evaluation information indicates that the vehicle has no risk of slipping at the first moment and the battery level is lower than or equal to the first preset threshold.

[0034] Based on the above technical solution, under the premise that there is no risk of slippage at the first moment, once the power is detected to be lower than the power protection threshold (first preset threshold), the first motor can be switched to the second mode so that the first motor can replenish power in time and prevent the battery from being damaged due to over-discharge.

[0035] In conjunction with the first aspect, in some implementations of the first aspect, controlling the first motor to switch to the target mode based on the battery level in the first evaluation information and the status information includes: determining the target mode as the first mode when the first evaluation information indicates that the vehicle has an acceleration demand and no risk of slippage at the first moment, and the battery level is greater than or equal to the second preset threshold.

[0036] Based on the above technical solution, under the premise of sufficient power (greater than or equal to the second preset threshold) and no risk of slippage, if the user has an acceleration need, the target mode is determined to be the first mode. The first motor can be used to drive the vehicle under the condition that the vehicle is fully safe, so as to drive the vehicle with sufficient power and meet the user's acceleration needs.

[0037] In conjunction with the first aspect, in some implementations of the first aspect, the operating mode of the first motor further includes a third mode. In the third mode, the first motor is disconnected from the vehicle's wheels, and the first motor stops providing electrical energy to the vehicle. Based on the first evaluation information, controlling the first motor to switch to the target mode includes: controlling the first motor to switch to the third mode when a first condition is met; the first condition includes: the first evaluation information indicates that the vehicle has no risk of slippage and no acceleration demand at the first moment; the vehicle's battery level is greater than a second preset threshold and / or the energy management strategy adopted by the vehicle is a second strategy, wherein the second strategy is used to instruct the vehicle to use at least part of the engine's driving force as the vehicle's power source so that the vehicle's battery level is greater than or equal to the second preset threshold.

[0038] Based on the above technical solution, if the first condition is met, indicating that the vehicle currently has no need for anti-skid or acceleration, and the vehicle's current battery power is sufficient and its main energy consumption is not electrical, then the first motor can be switched to the third mode, so that the first motor does not need to drive or generate electricity. In the third mode, the vehicle's mechanical wear and energy consumption are reduced.

[0039] In conjunction with the first aspect, in some implementations of the first aspect, controlling the first motor to switch to the target mode based on the first evaluation information includes: determining the target mode as the first mode based on the first evaluation information, and the current operating mode of the first motor as the second mode; controlling the first motor to disconnect the transmission connection from the engine before the first moment, and controlling the first motor to connect the transmission connection with the wheels of the vehicle before the first moment, with the engine used to provide power to the first motor.

[0040] Based on the above technical solution, if the current mode is the second mode and the target mode is the first mode, controlling the first motor and engine to disconnect the transmission connection in advance and connecting the first motor to the wheel transmission in advance before the first moment can achieve a complete switch from the second mode to the first mode before slippage or acceleration occurs, so that the first motor can output driving torque in time.

[0041] In conjunction with the first aspect, in some implementations of the first aspect, the operating mode of the first motor also includes a third mode. In the third mode, the first motor is disconnected from the vehicle's wheels and the first motor stops providing electrical energy to the vehicle. Based on the first evaluation information, the first motor is controlled to switch to the target mode, including: determining the target mode as the first mode based on the first evaluation information, and the current operating mode of the first motor as the third mode; and controlling the first motor to reconnect with the vehicle's wheels before the first moment.

[0042] Based on the above technical solution, if the current mode is the third mode and the target mode is the first mode, controlling the first motor to connect with the wheel in advance before the first moment can achieve a complete switch from the third mode to the first mode before slippage or acceleration occurs, so that the first motor can output driving torque in time.

[0043] Secondly, a control device is provided for controlling a first motor in a vehicle. The control device includes: an acquisition unit for acquiring first information about the vehicle, the first information including the vehicle's state information during driving; a determination unit for determining first evaluation information based on the first information, the first evaluation information being used to characterize the vehicle's risk of slippage and / or acceleration demand at a first moment; and a control unit for controlling the first motor to switch to a target mode based on the first evaluation information. The target mode is one of the operating modes of the first motor, including a first mode and a second mode. In the first mode, the first motor drives the vehicle's wheels, and in the second mode, the first motor provides electrical energy to the vehicle.

[0044] In conjunction with the second aspect, in some implementations of the second aspect, the determining unit is also used to: determine the target mode as the first mode when the first evaluation information indicates that the vehicle has a risk of slipping at the first moment.

[0045] In conjunction with the second aspect, in some implementations of the second aspect, the determining unit is further configured to: determine skid risk assessment information based on at least one of vehicle speed information, tire rotation speed, tire radius, lateral acceleration, and turning radius in the state information; the control unit is further configured to: determine the target mode as the first mode when the skid risk assessment information indicates that the vehicle is in a skid-prone state.

[0046] In conjunction with the second aspect, in some implementations of the second aspect, the first information includes the vehicle's navigation information, the first evaluation information includes the expected slippage time, the determining unit is further configured to: determine the expected slippage time of the vehicle's arrival at the first road segment based on the navigation information, the first road segment being a road segment where the vehicle is prone to slippage; the control unit is further configured to: determine the target mode as the first mode when the expected slippage time indicates that the vehicle is about to be in a slippage-prone state.

[0047] In conjunction with the second aspect, in some implementations of the second aspect, the determining unit is also used to: determine the target mode as the first mode when the first evaluation information indicates that the vehicle has an acceleration demand at the first moment.

[0048] In conjunction with the second aspect, in some implementations of the second aspect, the control unit is also used to: control the first motor to switch to a target mode based on the energy management strategy adopted by the vehicle and the first evaluation information, wherein the energy management strategy is used to determine the power source and distribution of the vehicle.

[0049] In conjunction with the second aspect, in some implementations of the second aspect, the control unit is also used to: control the first motor to switch to the target mode based on the energy management strategy when the first evaluation information indicates that the vehicle has no risk of slippage at the first moment.

[0050] In conjunction with the second aspect, in some implementations of the second aspect, the determining unit is further configured to: determine the target mode as the second mode when the energy management strategy adopted by the vehicle is the first strategy, wherein the first strategy is used to instruct the vehicle to use electric energy as the sole power source of the vehicle until the vehicle's battery level is lower than a first preset threshold.

[0051] In conjunction with the second aspect, in some implementations of the second aspect, the determining unit is further configured to: determine the target mode as the first mode when the energy management strategy adopted by the vehicle is the second strategy, wherein the second strategy is used to instruct the vehicle to use at least part of the driving force of the engine as the power source of the vehicle so that the vehicle's electric charge is greater than or equal to a second preset threshold, the second preset threshold being greater than a first preset threshold.

[0052] In conjunction with the second aspect, in some implementations of the second aspect, the control unit is also used to: control the first motor to switch to the target mode based on the power level in the first evaluation information and the status information.

[0053] In conjunction with the second aspect, in some implementations of the second aspect, the determining unit is further configured to: determine the target mode as the second mode when the first evaluation information indicates that the vehicle has no risk of slipping at the first moment and the battery level is lower than or equal to the first preset threshold.

[0054] In conjunction with the second aspect, in some implementations of the second aspect, the determining unit is further configured to: determine the target mode as the first mode when the first evaluation information indicates that the vehicle has an acceleration demand and no risk of slippage at the first moment, and the battery level is greater than or equal to the second preset threshold.

[0055] In conjunction with the second aspect, in some implementations of the second aspect, the operating mode of the first motor also includes a third mode. In the third mode, the first motor is disconnected from the vehicle's wheels, and the first motor stops providing electrical energy to the vehicle. The control unit is further configured to: control the first motor to switch to the third mode when a first condition is met; the first condition includes: first evaluation information indicating that the vehicle has no risk of slippage and no acceleration demand at a first moment; the vehicle's battery level is greater than a second preset threshold and / or the energy management strategy adopted by the vehicle is a second strategy, wherein the second strategy is used to instruct the vehicle to use at least part of the engine's driving force as the vehicle's power source so that the vehicle's battery level is greater than or equal to the second preset threshold.

[0056] In conjunction with the second aspect, in some implementations of the second aspect, the determining unit is further configured to: determine the target mode as the first mode based on the first evaluation information, and the current operating mode of the first motor as the second mode; the control unit is further configured to: control the first motor and the engine to disconnect the transmission connection before the first moment, and control the first motor to connect the transmission connection with the wheels of the vehicle before the first moment, with the engine used to provide power to the first motor.

[0057] In conjunction with the second aspect, in some implementations of the second aspect, the operating mode of the first motor also includes a third mode. In the third mode, the first motor is disconnected from the vehicle's wheels and the first motor stops providing electrical energy to the vehicle. The determining unit is further configured to: determine the target mode as the first mode based on the first evaluation information, and the current operating mode of the first motor as the third mode. The control unit is further configured to: control the first motor to establish a transmission connection with the vehicle's wheels before the first moment.

[0058] In conjunction with the second aspect, in some implementations of the second aspect, the first evaluation information includes skid risk evaluation information, and the first information also includes current environmental information and vehicle navigation information. The environmental information includes at least one of current climate, road slope, and road surface type. When the skid risk evaluation information is greater than or equal to the first evaluation threshold, the skid risk evaluation information indicates that the vehicle is in a skid-prone state, wherein the first evaluation threshold is determined based on navigation information and / or environmental information.

[0059] In conjunction with the second aspect, in some implementations of the second aspect, the first motor is currently operating in the first mode, and the control unit is further configured to: control the first motor to switch to the target mode when the target mode is different from the first mode and the slippage risk assessment information is less than the first assessment threshold in the first time period.

[0060] Thirdly, a control device is provided, comprising: a memory for storing a computer program; and a processor for executing the computer program stored in the memory, such that the device performs any of the possible methods of the first aspect.

[0061] Fourthly, a vehicle is provided that includes any one of the control devices possible in the second or third aspect.

[0062] Fifthly, a computer-readable storage medium is provided having instructions stored thereon, which, when executed by a processor, cause the processor to implement any of the possible methods of the first aspect.

[0063] In a sixth aspect, a computer program product is provided, comprising computer program code, which, when run on a computer, enables the computer to implement any of the possible methods in the first aspect.

[0064] In a seventh aspect, a chip is provided, the chip including circuitry for performing any of the possible methods in the first aspect. Attached Figure Description

[0065] Figure 1 This is a functional block diagram of the vehicle 100 provided in the embodiments of this application.

[0066] Figure 2 This is a schematic flowchart of the control method 200 provided in the embodiments of this application.

[0067] Figure 3 This is a schematic diagram illustrating the operating state of a hybrid power system in a first mode, as shown in an embodiment of this application.

[0068] Figure 4 This is a schematic diagram illustrating the operating state of a hybrid power system in a second mode, as shown in an embodiment of this application.

[0069] Figure 5 This is a schematic diagram illustrating the operating state of a hybrid power system in a third mode, as shown in an embodiment of this application.

[0070] Figure 6 This is a schematic diagram of the control system architecture and mode switching process of an integrated drive generator provided in an embodiment of this application.

[0071] Figure 7This is a schematic block diagram of the control device 700 provided in the embodiments of this application. Detailed Implementation

[0072] The technical solutions of the embodiments of this application will be described below with reference to the accompanying drawings. In the description of the embodiments of this application, unless otherwise stated, " / " means "or," for example, A / B can mean A or B; "and / or" in this document is merely a description of the association relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. "At least one" refers to one or more. For example, "at least one of A and B," similar to "A and / or B," describes the association relationship between related objects, indicating that three relationships can exist. For example, at least one of A and B can represent: A existing alone, A and B existing simultaneously, and B existing alone.

[0073] The prefixes such as "first" and "second" used in this embodiment are merely for distinguishing different descriptive objects and do not limit the position, order, priority, quantity, or content of the described objects. The use of ordinal numbers and other prefixes to distinguish descriptive objects in this embodiment does not constitute a limitation on the described objects. The description of the described objects is given in the context of the embodiments, and the use of such prefixes should not constitute unnecessary restrictions. Furthermore, in the description of this embodiment, unless otherwise stated, "multiple" means two or more.

[0074] This application relates to intelligent driving devices, which may include road vehicles, water vehicles, air vehicles, industrial equipment, agricultural equipment, or entertainment equipment. For example, an intelligent driving device can be a vehicle, which can be a vehicle in a broad sense, including transportation vehicles (such as commercial vehicles, passenger cars, motorcycles, flying cars, trains, etc.), industrial vehicles (such as forklifts, trailers, tractors, etc.), engineering vehicles (such as excavators, bulldozers, cranes, etc.), agricultural equipment (such as lawnmowers, harvesters, etc.), amusement equipment, toy vehicles, etc. This application does not specifically limit the type of vehicle.

[0075] Figure 1This is a functional block diagram of a vehicle 100 provided in an embodiment of this application. The vehicle 100 may include a sensing system 110, a computing platform 120, and a display device 130. The sensing system 110 may include one or more sensors for sensing information about the environment surrounding the vehicle 100. For example, the sensing system 110 may include a positioning system, which may be a Global Positioning System (GPS), a BeiDou Navigation Satellite System, or another positioning system. As another example, the sensing system 110 may include one or more of the following: an inertial measurement unit (IMU), an accelerometer, a lidar, a millimeter-wave radar, an ultrasonic radar, and a camera device.

[0076] Some or all of the functions of vehicle 100 can be controlled by computing platform 120. Computing platform 120 may include one or more processors, such as processors 121 to 12n (n being a positive integer). A processor is a circuit with signal processing capabilities. In one implementation, the processor can be a circuit with instruction read and execute capabilities, such as a central processing unit (CPU), microprocessor, graphics processing unit (GPU) (which can be understood as a type of microprocessor), or digital signal processor (DSP). In another implementation, the processor can implement certain functions through the logical relationships of hardware circuits. These logical relationships are fixed or reconfigurable. For example, the processor may be a hardware circuit implemented using an application-specific integrated circuit (ASIC) or a programmable logic device (PLD), such as a field-programmable gate array (FPGA). In reconfigurable hardware circuits, the process of the processor loading a configuration document and configuring the hardware circuit can be understood as the processor loading instructions to implement some or all of the functions of the aforementioned units. Furthermore, the processor can also be a hardware circuit designed for artificial intelligence, which can be understood as an ASIC, such as a neural network processing unit (NPU), tensor processing unit (TPU), deep learning processing unit (DPU), etc. In addition, the computing platform 120 may also include a memory for storing instructions. Some or all of the processors 121 to 12n can call the instructions in the memory to implement the corresponding functions.

[0077] The in-cabin display devices 130 are mainly divided into two categories: the first category is the vehicle-mounted display screen; the second category is the projection display screen, such as the head-up display (HUD).

[0078] Optionally, the structure of the vehicle 100 described above is merely illustrative. In actual applications, various components of the vehicle 100 may be added or removed as needed.

[0079] The vehicle 100 in this embodiment may also include a hybrid powertrain system, also referred to as a hybrid system. A hybrid powertrain system typically achieves a low-fuel-consumption, long-range driving experience by coordinating the power output of the engine and electric motor. The vehicle 100 involved in this embodiment may include an extended-range electric vehicle (REEV), a hybrid electric vehicle (HEV), or a plug-in hybrid electric vehicle (PHEV), etc., which may be equipped with a hybrid powertrain system.

[0080] In some traditional hybrid systems, power generation and driving can be performed by two independent motors. However, in pursuit of vehicle lightweighting and low cost, some new energy vehicles can be equipped with a single motor on the front axle. This motor can provide electrical energy to the vehicle (power generation mode) and also provide driving force to the wheels (driving mode), meaning the front axle motor can act as an "integrated drive and power generation unit." However, this "integrated drive and power generation unit" usually has certain limitations: the motor can only operate independently in either power generation mode or driving mode, and switching between the two modes often requires completing multiple steps such as clutch engagement / disengagement, magnetic field establishment, and torque ramp-up, which can make the mode switching time take hundreds of milliseconds or even longer.

[0081] The aforementioned mode switching delay may pose a safety hazard in vehicle stability control. For example, when a vehicle is driving on a road surface with a low coefficient of friction (referred to as "low-friction road surface") and the front axle motor is in generator mode, meaning the vehicle is currently only driven by the rear wheels, if the rear wheels suddenly slip, due to the mode switching delay of the front axle motor, the front axle cannot switch to drive mode in time to provide four-wheel drive anti-slip response. During the delay caused by the mode switching, the vehicle relies solely on rear-wheel drive for anti-slip, resulting in a delayed four-wheel drive anti-slip response that can easily lead to the risk of vehicle sideslip, fishtailing, and other instability.

[0082] As can be seen from the above, there is an urgent need to find a control method to reduce the switching delay of the "integrated drive generator" in different modes and improve the safety of vehicle driving.

[0083] The control method, apparatus, and vehicle provided in the embodiments of this application are described below.

[0084] Figure 2 A schematic flowchart of a control method 200 provided in an embodiment of this application is shown. This method 200 is applied to a vehicle, which includes a first motor. Figure 2 As shown, the method 200 includes: S210: Obtain first information about the vehicle, including the vehicle's status information during operation.

[0085] "First information" can be information that reflects the vehicle's own motion state and / or driving intentions in real time during driving. For example, first information may include at least one or more of the following: vehicle speed, longitudinal acceleration, lateral acceleration, wheel speed of each wheel, state of charge (SOC) of the power battery, accelerator pedal opening, brake pedal opening, and yaw rate.

[0086] S220: Based on the first information, determine the first evaluation information, which is used to characterize the vehicle's slip risk and / or acceleration demand at the first moment.

[0087] "First moment" can be a predicted future moment. For example, the first moment is a specific point in time when the vehicle will skid or require acceleration, predicted based on initial information.

[0088] "First evaluation information" can be evaluative information generated based on first information, used to characterize whether a vehicle experiences a skid event and / or whether there is an acceleration demand at a specific moment.

[0089] S230: Based on the first evaluation information, control the first motor to switch to the target mode; wherein, the target mode is one of the working modes of the first motor, and the working modes include the first mode and the second mode. In the first mode, the first motor is used to drive the wheels of the vehicle, and in the second mode, the first motor is used to provide electrical energy to the vehicle.

[0090] The "first motor" can be the integrated drive-generator located on the front axle of the vehicle, as mentioned above, which combines drive and power generation functions. This first motor has at least two operating modes: a first mode and a second mode. In the first mode, the motor functions as a drive motor, converting electrical energy into mechanical energy to drive the vehicle's wheels, thus providing driving force for the vehicle. In the second mode, the motor functions as a generator, converting mechanical energy from the engine or other power sources into electrical energy to charge the vehicle's battery or directly supply power to the vehicle.

[0091] The “target mode” is a mode selected from the operating modes of the first motor based on the first evaluation information, which matches the vehicle’s operating conditions at the first moment.

[0092] For example, the first mode can also be referred to as the "driving mode", and the second mode can also be referred to as the "power generation mode". The first motor of this application can only operate in a single operating mode on a time-sharing basis. For example, when the first motor is in the driving mode, it cannot provide electrical energy; when the first motor is in the power generation mode, it cannot drive the vehicle.

[0093] Figure 3 A schematic diagram illustrating the operating state of a hybrid power system in a first mode, as shown in an embodiment of this application, is presented. Figure 3 As shown, the hybrid power system mainly includes an engine, a first clutch C1, a first motor GM, a second clutch C2, transmission gears, a differential, and wheels. The engine's power output shaft can be selectively connected to the power input shaft via the first clutch C1. The output shaft of the first motor GM is connected to the power input shaft via gears. The second clutch C2 is located on the transmission path from the first motor GM to the wheels, and its output end is connected to the differential via transmission gears. The left and right halves of the differential are connected to the two wheels respectively.

[0094] exist Figure 3 In this embodiment, the first motor GM is in the first mode. At this time, the first clutch C1 is in the disengaged state, cutting off the power transmission between the engine and the power input shaft, indicating that the engine does not participate in power output. The dashed circle in the figure indicates that the second clutch C2 is in the engaged state. The output power of the first motor is transmitted to the power input shaft through the second clutch C2 via the path indicated by the black dashed arrow.

[0095] Figure 4 This application illustrates a schematic diagram of the operating state of a hybrid power system in a second mode, according to an embodiment of the present application. The overall architecture of the hybrid power system and... Figure 3 Similarly, this will not be elaborated upon here. Figure 4 In this embodiment, the first motor GM is in the second mode. The dashed circle in the figure indicates that the first clutch C1 is in the conducting state, meaning that the engine and the first motor are connected. The engine's power output shaft transmits power to the first motor through the first clutch C1 and gears, enabling the first motor to generate electricity. Simultaneously, the second clutch C2 is in the disengaged state, cutting off the connection between the engine and the wheels, preventing drag resistance on one side of the wheels from affecting the engine. As shown by the solid arrow in the figure, during vehicle operation, the drag resistance transmitted in the opposite direction by the wheels through the differential is blocked when it reaches the second clutch C2.

[0096] In the embodiments of this application, "controlling the first motor to switch to the target mode" can cover the following two scenarios: First, when the current operating mode of the first motor is different from the target mode, "switching" means changing the first motor from its current operating mode to the target mode by executing corresponding control commands; Second, when the current operating mode of the first motor is already the target mode, "switching" means maintaining the current operating mode of the first motor unchanged, that is, no actual mode change operation is required, but only confirmation or maintenance of its current state is needed. For the sake of brevity and clarity, this application uniformly uses "controlling the first motor to switch to the target mode" to summarize the above two scenarios.

[0097] As mentioned above, due to the inherent delay in the switching of the operating mode of the first motor, triggering the switching at the very first moment may lead to a lag in control response. However, in the embodiments of this application, by predicting future operating conditions and user needs in advance, the switching of the first motor's operating mode can be triggered earlier than the very first moment, so that the switching completion time is earlier than the case where the switching is triggered at the very first moment, thereby shortening the control lag time.

[0098] For example, the first motor can switch to the target mode before the first moment, which helps to complete the switch of the working mode before the vehicle actually slips or generates an acceleration demand, so that the first motor can immediately respond to the vehicle's operating needs in the target mode.

[0099] In step S230, the target mode can vary depending on the different situations indicated by the first evaluation information. The following section provides a detailed explanation of the method for determining the target mode under different conditions, taking into account specific driving scenarios and the content of the first evaluation information.

[0100] First, the method for determining the target mode will be explained in the context of a "slippage scenario". During vehicle operation, safety is usually the priority. To minimize the risk of slippage, the first motor can be switched to the first mode as soon as the vehicle detects a slippage risk.

[0101] In one possible design, controlling the first motor to switch to the target mode based on the first evaluation information includes: determining the target mode as the first mode when the first evaluation information indicates that the vehicle has a risk of slipping at the first moment.

[0102] With this implementation method, when the first evaluation information indicates that the vehicle has a risk of slipping at the first moment, the first motor can be switched to the first mode first. Switching to the first mode before actual slipping occurs allows the vehicle to enter the four-wheel drive anti-slip state as soon as possible, reducing the negative impact of mode switching delay on anti-slip response and ensuring driving safety.

[0103] This application provides the following different implementation methods for determining whether a vehicle has a risk of skidding at the first moment.

[0104] In one possible design, the first evaluation information includes slippage risk evaluation information. Based on the first information, the first evaluation information is determined, including: determining the slippage risk evaluation information based on at least one of the vehicle speed information, tire speed, tire radius, lateral acceleration, and turning radius in the state information; and controlling the first motor to switch to the target mode based on the first evaluation information, including: determining the target mode as the first mode when the slippage risk evaluation information indicates that the vehicle is in a slippage-prone state.

[0105] "Slip risk assessment information" can be an evaluation index used to assess the likelihood of a vehicle slipping at the first moment. In one embodiment, slip risk assessment information can be expressed as a slip risk value. To confirm, It can be determined by formulas (1)-(3): (1) (2) (3) Formula (1) above is used to calculate the slip ratio of a single tire. Formula (2) constructs a slippage risk assessment function to determine the slippage risk value. The value representing the risk of slippage is given by formula (3), which is the formula for calculating the reference lateral acceleration. Indicates the vehicle's speed. Indicates the speed of the wheels. For different wheels, Indicates the tire radius. Let A be the turning radius. A and B are constants, with A as the longitudinal weighting coefficient and B as the lateral weighting coefficient, and A+B=1. For example, A=0.7 and B=0.3. This represents the maximum absolute value of the slip ratio of different wheels, used to detect the wheel that first shows signs of slipping.

[0106] In the above embodiments, The higher the value, the greater the deviation of the vehicle's current driving state from a stable operating condition, and therefore the higher the risk of skidding. For example, to facilitate the analysis of... For quantitative evaluation, two levels of evaluation thresholds can be set, namely the first evaluation threshold. Second evaluation threshold ( > Different evaluation thresholds can correspond to different risk levels. For example, if... This indicates that the vehicle is in a slippery state; at this point, the wheels have not yet actually slipped, but there is a tendency for them to slip. This indicates that the vehicle is actually slipping.

[0107] In one possible design, the first evaluation information includes skid risk evaluation information, and the first information also includes current environmental information and vehicle navigation information. The environmental information includes at least one of current climate, road slope, and road surface type. If the skid risk evaluation information is greater than or equal to the first evaluation threshold, the skid risk evaluation information indicates that the vehicle is in a skid-prone state, wherein the first evaluation threshold is determined based on the navigation information and / or environmental information.

[0108] "Easy-to-slip condition" can be defined as follows: Although the vehicle is not currently experiencing actual slippage, the driving conditions have met the triggering conditions for vehicle instability, the adhesion potential between the wheels and the road surface is reduced, and there is a tendency to slip.

[0109] "Navigation information" can be obtained based on the vehicle's positioning system and high-precision maps, and is used to characterize data related to the vehicle's current geographical location and the path it will be traveling ahead. For example, navigation information can be used to obtain the type of road (e.g., gravel, sand, dirt, etc.) and the geometric features of the road (e.g., slope, curvature of curves, etc.) within a preset distance ahead.

[0110] "Environmental information" can be collected or obtained in real time based on the vehicle's perception system (e.g., cameras, rain sensors, temperature sensors, etc.) and is used to characterize the current state of the environment in which the vehicle is located. For example, environmental information may include: climate type (e.g., rainy day, snowy day, sunny day, etc.), ambient temperature, road surface slipperiness, etc.

[0111] In the above embodiments, the slippage risk value can be adjusted. Compared with the first evaluation threshold The vehicle's state is determined by comparison. However, the adhesion between the wheels and the road surface can vary depending on factors such as road type, road geometry, and climate. For example, on dry asphalt, a slight difference in wheel speed may not cause the vehicle to slip; but on wet, slippery concrete surfaces, the same difference in wheel speed can easily lead to vehicle instability. Therefore, in embodiments of this application, the first evaluation threshold can be adjusted based on the vehicle's navigation information and / or environmental information. This allows the criteria for determining "easy-to-slip condition" to match the actual physical environment in which the vehicle is currently located, thus enabling accurate judgment of easy-to-slip condition.

[0112] The following is an embodiment provided by this application. The correction method can be exemplified by first setting a benchmark evaluation threshold for dry asphalt pavement. Next, a correction coefficient K can be determined based on navigation information and / or environmental information, where K ≤ 1. For example, if rain or snow is detected, or if navigation information indicates an upcoming sharp bend, K can be set to a smaller coefficient, such as K = 0.7. This is based on a baseline evaluation threshold. The adjustment factor K can be used to obtain the first evaluation threshold after the reduction. = Lowering the first evaluation threshold can improve the sensitivity of judging "slippery conditions". For example, if the current road surface is dry and the road path has no obvious sharp bends, K can be set to 1.

[0113] In some of the above embodiments, if the vehicle is in a "slippery state" and the first motor's current operating mode is not the first mode, it needs to switch to the first mode as soon as possible to prevent slippage. In other embodiments, if the slippage risk value... If the value is below the first evaluation threshold, it means that the vehicle has switched from a slippery / slippery state back to a stable driving state without the risk of slipping. At this time, the first motor can also switch from the first mode to other working modes.

[0114] In one possible design, the first motor is currently operating in a first mode. Controlling the first motor to switch to a target mode includes: if the target mode is different from the first mode, and the slippage risk assessment information is less than a first assessment threshold in a first time period, controlling the first motor to switch to the target mode.

[0115] "First period" refers to a preset time window between the assessment that the risk of slippage has decreased and the formal permission for the first motor to exit the first mode, provided that the first motor is in the first mode.

[0116] In real-world road conditions, the road surface adhesion coefficient is often uneven, which can affect the calculated risk value of skidding. There are some fluctuations. Therefore, in order to avoid frequent switching of the vehicle between different operating modes, the embodiments of this application can introduce a first period of continuous testing to determine whether the risk of slippage has been stably eliminated.

[0117] In this application, in addition to obtaining "skid risk assessment information", this application can also determine whether the vehicle has a skid risk at the first moment through navigation information.

[0118] In one possible design, the first information includes the vehicle's navigation information, the first evaluation information includes the expected slippage time, and the first evaluation information is determined based on the first information, including: determining the expected slippage time when the vehicle arrives at the first road segment based on the navigation information, wherein the first road segment is a road segment where the vehicle is prone to slippage; and controlling the first motor to switch to the target mode based on the first evaluation information, including: determining the target mode as the first mode when the expected slippage time indicates that the vehicle is about to be in a slippage-prone state.

[0119] The "first road segment" can be a road segment identified by navigation information, located within a preset range ahead of the vehicle, and possessing road characteristics that could induce vehicle skidding. For example, the first road segment may include road segments with geometric features that meet preset conditions: such as sharp curves with a curvature greater than a preset curvature, steep slopes with a gradient greater than a preset angle, and downhill sections with a length greater than a preset length. For example, the first road segment may also include road surfaces with low adhesion characteristics: such as gravel roads, sand and gravel roads, muddy roads, icy and snowy roads, and wet and slippery waterlogged roads.

[0120] "Expected slippage time" can be the time predicted by navigation information when the vehicle travels from its current location to the first road segment.

[0121] In one embodiment, the vehicle can acquire road type and geometric feature data within a 500m range ahead, or the vehicle can acquire road type and geometric feature data within a distance range traveled at the current speed for 10 seconds. Next, the vehicle's computing platform can analyze the navigation information to determine if there are dangerous feature points ahead, such as sharp bends, steep slopes, and low-friction surfaces. Then, the vehicle can determine the time point for arriving at the first road segment based on the navigation information. Next, the vehicle can display the time point. With the preset time point Compare with time points The comparison can be used to determine whether a vehicle has arrived at the first segment at the upcoming moment: if Earlier than the preset time point Then it can be determined The system indicates the vehicle is in a slippery state and the first motor's operating mode needs to be switched to the first mode; if Later than the preset time point In this case, there is no need to switch the operating mode of the first motor for the time being.

[0122] In another embodiment, the vehicle can also determine the time required for the vehicle to reach the first road segment from its current location based on its current speed v and the distance d between the vehicle and the feature point of the hazard. d / v. The vehicle can With the preset time period Compare with time periods The comparison can measure whether the remaining time for a vehicle to enter the first road segment is sufficient: if < This indicates that the vehicle will soon arrive at the first road segment and the first motor needs to be switched to the first mode as soon as possible; if If the signal is 0, it means that the vehicle will take a relatively long time to enter the first road section, and the switching of the first motor's working mode can be temporarily suspended.

[0123] In the foregoing embodiments, the control method for the first motor was mainly described in response to the existence of "skid risk". During vehicle operation, the mode switching of the first motor needs to consider not only the vehicle's anti-skid risk avoidance requirements but also the vehicle's active acceleration needs, such as rapid start-up, rapid acceleration for overtaking, and steep slope climbing. Therefore, while ensuring stable vehicle operation, in order to respond promptly to the driver's driving intentions, this embodiment can also obtain the user's acceleration needs through first evaluation information.

[0124] In one possible design, controlling the first motor to switch to the target mode based on the first evaluation information includes: determining the target mode as the first mode when the first evaluation information indicates that the vehicle has an acceleration demand at a first moment.

[0125] For example, it can be determined whether the vehicle intends to accelerate based on the information reflecting the driver's operating intention in the first information. For instance, if the accelerator pedal opening is detected to be greater than a preset opening (e.g., 80%), or if the rate of change of the accelerator pedal opening is detected to be greater than a preset rate (e.g., 100% / s), it can be determined that the driver intends to increase the driving speed at the first moment, that is, the vehicle has an acceleration demand at the first moment.

[0126] For example, navigation information can also be used to determine whether a vehicle intends to accelerate. For instance, the navigation information may include predicted acceleration and / or motor torque for future moments. If the predicted acceleration exceeds a preset acceleration and / or the motor torque is greater than a preset torque, then the vehicle can be considered to have an acceleration requirement.

[0127] By switching the operating mode of the first motor to the first mode when acceleration is required, the vehicle's power output can match the user's expectations when the driver presses the accelerator, thus meeting the user's acceleration needs in a timely manner.

[0128] During vehicle operation, the operating mode of the first motor may be related not only to the vehicle's anti-skid and acceleration requirements, but also to the vehicle's energy management strategy. Some embodiments of this application can ensure driving safety and power response while taking into account the vehicle's energy management and distribution status. Below, we introduce these schemes for determining the target operating mode of the first motor in conjunction with energy management strategies.

[0129] In one possible design, controlling the first motor to switch to the target mode based on the first evaluation information includes: controlling the first motor to switch to the target mode based on the energy management strategy adopted by the vehicle and the first evaluation information, wherein the energy management strategy is used to determine the power source and distribution of the vehicle.

[0130] "Energy management strategy" can refer to a set of strategies used by a vehicle to determine its power source (e.g., power provided by the battery alone, power provided by the engine alone, or power provided by the engine and generator in tandem) and the proportion of power distribution in the vehicle.

[0131] For example, if the first evaluation information indicates that the vehicle has no risk of slipping at the first moment, but has an acceleration demand, the current energy management strategy of the vehicle can be combined to assess whether the current energy storage state and / or energy distribution strategy of the vehicle can meet the acceleration demand of the vehicle. If the acceleration request is supported, the first motor can be switched to the first mode; if the acceleration request cannot be supported, the first motor cannot be switched to the first mode.

[0132] For example, if the first evaluation information indicates that the vehicle has no risk of slippage or acceleration demand at the first moment, the target mode of the first motor can be determined according to the energy management strategy, so that the target mode can be matched with the energy management strategy.

[0133] Through the embodiments, the vehicle's safety and power requirements, as represented by the first evaluation information, and the vehicle's energy economy requirements, as represented by the energy management strategy, can be comprehensively considered, thereby selecting a suitable operating mode for the first motor under different driving scenarios.

[0134] In one possible design, based on the energy management strategy adopted by the vehicle and the first evaluation information, the first motor is controlled to switch to the target mode, including: when the first evaluation information indicates that the vehicle has no risk of slippage at the first moment, the first motor is controlled to switch to the target mode based on the energy management strategy.

[0135] It should be noted that, since vehicle driving safety often has a high priority in vehicle control decisions, in some embodiments of this application, if the first evaluation information indicates that the vehicle has a risk of slippage at the first moment, the vehicle will determine the target mode of the first motor as the first mode regardless of the energy management strategy currently adopted. Conversely, if the first evaluation information indicates that the vehicle has no risk of slippage at the first moment, the target mode of the first motor can be further determined based on the energy management strategy.

[0136] Through the above embodiments, vehicle driving safety can be fully guaranteed. In the event of a risk of slippage, the driving wheels are prioritized to prevent skidding, thus avoiding the loss of four-wheel drive anti-skid capability and potential safety hazards. Similarly, when there is no risk of slippage, the first motor can flexibly adjust its operating mode according to the energy management strategy. The determination of the target mode will be explained in detail below for different types of energy management strategies.

[0137] In one possible design, based on an energy management strategy, controlling the first motor to switch to a target mode includes: when the energy management strategy adopted by the vehicle is a first strategy, determining the target mode as a second mode, wherein the first strategy is used to instruct the vehicle to use electric energy as the sole power source until the vehicle's battery level falls below a first preset threshold.

[0138] "Strategy 1" can refer to an energy consumption strategy that primarily uses electric power during vehicle operation. Under Strategy 1, the vehicle will use only electric power to drive the vehicle as much as possible, and the engine will be kept off or used only as a backup, thereby minimizing fuel consumption and achieving zero or low emissions.

[0139] The "first preset threshold" can be a low safety boundary value for the battery charge to prevent over-discharge of the power battery, allowing the vehicle to promptly replenish its charge. For example, the first preset threshold can be 10%. If the power battery charge is below 10%, continuing to consume power for driving may not only lead to a decrease in vehicle power performance but may also affect the battery's lifespan or even cause battery damage due to over-discharge. Therefore, in this situation, the vehicle can usually exit the first strategy and perform emergency charging.

[0140] In some specific scenarios, the first strategy can be referred to as "forced pure electric mode." Considering that in forced pure electric mode, the vehicle's power generation capacity should be prioritized to avoid power outages, the first motor needs to provide sufficient electrical energy to the vehicle in the second mode. In the embodiments of this application, the vehicle's "power generation demand" will not conflict with the "anti-skid demand" in terms of control. The first motor can be controlled to switch modes based on the vehicle's "power generation demand" only when the vehicle is driving smoothly.

[0141] For example, if the vehicle's battery level is lower than a preset threshold, the vehicle can exit the first strategy. At this time, the target mode of the first motor can be determined according to other energy management strategy types.

[0142] In one possible design, controlling the first motor to switch to a target mode based on an energy management strategy includes: determining the target mode as a first mode when the energy management strategy adopted by the vehicle is a second strategy, wherein the second strategy is used to instruct the vehicle to use at least part of the driving force of the engine as the power source of the vehicle, so that the vehicle's electric charge is greater than or equal to a second preset threshold, the second preset threshold being greater than a first preset threshold.

[0143] "Secondary strategy" can refer to using all or part of the engine's driving force as the vehicle's power source during driving. In some specific scenarios, the secondary strategy can be called "fuel mode." In fuel mode, the vehicle can provide power output through the internal combustion engine to maintain the vehicle's battery at a higher level to conserve battery power for later use.

[0144] The "second preset threshold" can be a pre-designed recommended value for maintaining battery power. This threshold can be understood as an indicator of sufficient battery power, therefore the second preset threshold is greater than the first preset threshold. For example, the second preset threshold can be 70%. Both the first and second preset thresholds can be determined based on the battery's discharge characteristics.

[0145] In the second strategy of this application, the target mode of the first motor is determined as the first mode, which can enable the first motor to act as an auxiliary drive power source and output driving force together with the engine, thereby ensuring that the vehicle obtains sufficient driving force and reducing fuel consumption to a certain extent.

[0146] The above embodiments illustrate the mode switching method of the first motor from the perspectives of vehicle slippage risk, acceleration demand, and energy management strategy. Next, this application introduces the following embodiments, further considering the vehicle's battery level to determine the target mode adapted to the current vehicle battery condition.

[0147] In one possible design, controlling the first motor to switch to the target mode based on the first evaluation information includes: controlling the first motor to switch to the target mode based on the first evaluation information and the power level in the status information.

[0148] The vehicle's battery level is a crucial parameter for energy management and power distribution, potentially affecting the driving power and usable pure electric range. Therefore, this embodiment can select a suitable target mode for the first motor under different battery levels, preventing over-discharge and potential power outages caused by severely insufficient battery power.

[0149] For example, if the first evaluation information indicates that there is a slippery road section 500m ahead of the vehicle, but the current battery level is extremely low, the vehicle can reduce its speed and control the first motor to switch to the second mode for emergency charging. When the vehicle has traveled to about 100m away from the slippery road section, the vehicle's battery level has improved, and the first motor can be controlled to switch back to the first mode to prepare for driving anti-skid.

[0150] For example, if the first evaluation information indicates that the vehicle has no risk of slippage, the vehicle can flexibly adjust its operating mode according to the battery level. For instance, when the battery level is low, the first motor can be switched to the second mode to generate electricity. As another example, when the battery level is sufficient, the first motor can be switched to the first mode to drive the vehicle.

[0151] In one possible design, based on the battery level in the first evaluation information and the status information, the first motor is controlled to switch to the target mode, including: if the first evaluation information indicates that the vehicle has no risk of slipping at the first moment, and the battery level is lower than or equal to a first preset threshold, the target mode is determined to be the second mode.

[0152] In the above implementation, when there is no risk of vehicle slippage and the battery level is below the first preset threshold, switching the first motor to the second mode to generate electricity can prioritize the safety of the battery, prevent the battery from being damaged due to over-discharge, and reserve the necessary electrical energy for subsequent driving.

[0153] For example, the battery level can be continuously monitored, and when the battery level gradually rises above a second preset threshold in the second mode, the first motor can be deactivated from the second mode. The first and second preset thresholds have been described previously and will not be repeated here.

[0154] In one possible design, based on the battery level in the first evaluation information and the status information, the first motor is controlled to switch to the target mode, including: if the first evaluation information indicates that the vehicle has an acceleration demand and no risk of slippage at the first moment, and the battery level is greater than or equal to a second preset threshold, the target mode is determined to be the first mode.

[0155] "Battery charge greater than or equal to the second preset threshold" indicates that the vehicle currently has sufficient stored electrical energy to support high-power-consuming driving operations such as rapid start-up, rapid acceleration for overtaking, and steep hill climbing, without limiting power output or causing battery over-discharge due to insufficient battery charge. In this situation, if the driver needs acceleration, the first motor can switch to the first mode to drive the vehicle and provide strong acceleration power to meet the driver's power needs. The above embodiment is implemented under the premise of no risk of slippage, which can improve the user's driving experience by utilizing the vehicle's sufficient battery charge while ensuring vehicle safety.

[0156] As mentioned in the previous embodiments, the first motor of this application also has a third mode, which will be described in detail below.

[0157] In one possible design, the first motor's operating mode also includes a third mode. In the third mode, the first motor is disconnected from the vehicle's wheels, and the first motor stops providing electrical energy to the vehicle. Based on first evaluation information, the first motor is controlled to switch to a target mode, including: controlling the first motor to switch to the third mode when a first condition is met; the first condition includes: the first evaluation information indicates that the vehicle has no risk of slippage and no acceleration demand at a first moment; the vehicle's battery level is greater than a second preset threshold and / or the energy management strategy adopted by the vehicle is a second strategy, wherein the second strategy is used to instruct the vehicle to use at least part of the engine's driving force as the vehicle's power source so that the vehicle's battery level is greater than or equal to the second preset threshold.

[0158] For example, in addition to the first mode and the second mode, the first motor in this application embodiment may also include a third mode, which may also be called "idle mode" or "disconnect mode". In the third mode, the first motor neither drives the wheels of the vehicle nor provides electrical power to the vehicle.

[0159] For example, when the first evaluation information indicates that the vehicle has no risk of slippage and no need for acceleration, it means that the first motor does not need to enter the first mode for driving, thus saving energy. When the vehicle's battery level is greater than a second preset threshold and / or the vehicle adopts the second energy management strategy, it means that the vehicle's current battery level is sufficient, and the first motor does not need to enter the second mode for power generation, thus saving engine fuel. Therefore, through the third mode, the first motor can enter a relatively energy-efficient state when the vehicle does not require four-wheel drive and charging, reducing fuel and energy consumption, and helping to improve the vehicle's range and fuel economy.

[0160] Figure 5This illustration shows a schematic diagram of the operating state of a hybrid power system in a third mode, as depicted in an embodiment of this application. The overall architecture of the hybrid power system and... Figure 3 , Figure 4 Similarly, this will not be elaborated upon here. Figure 5 As shown, both the first clutch C1 and the second clutch C2 in the hybrid system are disengaged. Specifically, in the third mode, the second clutch C2 is disengaged, preventing the first motor GM from driving the vehicle and also preventing the wheels from dragging the engine in the opposite direction, thus avoiding unnecessary mechanical losses. Simultaneously, in the third mode, the first clutch C1 is disengaged, and the first motor GM does not convert the mechanical energy generated by the engine into electrical energy. Therefore, in the third mode, the first motor can be in an idling or dormant state (rotor stationary).

[0161] Regarding step S230, "based on the first evaluation information, control the first motor to switch to the target mode," the specific physical execution process will vary depending on the current operating mode of the first motor and the determined target mode. To further clarify how to achieve the early switching of the first motor's operating mode at the actual physical level, thereby offsetting the switching delay, the following embodiments will describe in detail the specific execution actions for two typical scenarios: switching from the second mode to the first mode and switching from the third mode to the first mode.

[0162] In one possible design, controlling the first motor to switch to the target mode based on the first evaluation information includes: determining the target mode as the first mode based on the first evaluation information, and the current operating mode of the first motor as the second mode; controlling the first motor to disconnect the transmission connection from the engine before the first moment, and controlling the first motor to connect the transmission connection with the wheels of the vehicle before the first moment, with the engine used to provide power to the first motor.

[0163] "Transmission connection" refers to a connection state that establishes a power transmission path between two mechanical components. For example, in this application... Figure 3 In this process, the first motor GM can be connected to the wheel via the second clutch C2, and the connection between the first motor and the wheel can be controlled by closing the second clutch C2; for example, in this application... Figure 4 In the process, the first motor GM can be connected to the engine via the first clutch C1, and the first motor can be disconnected from the engine by disengaging the first clutch C1.

[0164] For example, if a risk of slippage or an acceleration demand is detected in the vehicle at the first moment, and the first motor is currently in the second mode, two key physical actions can be performed: first, disconnecting the transmission connection between the engine and the first motor to stop power generation; second, establishing the transmission connection between the first motor and the wheels to prepare for driving. Normally, due to limitations in mechanical response, speed synchronization, and electronic control delays, the engagement and disengagement of the clutch often require a certain amount of time. However, this embodiment of the application uses first evaluation information for prediction, allowing the physical preparations required for mode switching to be performed in advance before the first moment of slippage risk or acceleration demand. Thus, when the first moment actually arrives, the clutch engagement / disengagement action can already be completed, and the vehicle can immediately respond to the anti-slip or acceleration demand, effectively avoiding the response lag caused by switching modes only after slippage occurs or the acceleration demand is clearly defined.

[0165] Furthermore, compared to directly stopping the engine to terminate the first motor's power generation, the embodiments of this application directly disconnect the mechanical connection between the engine and the first motor by disconnecting the first clutch C1, which can effectively avoid the time required for the engine to completely stop, thereby achieving more timely control.

[0166] In one possible design, the operating mode of the first motor also includes a third mode. In the third mode, the first motor is disconnected from the vehicle's wheels and stops providing power to the vehicle. Based on the first evaluation information, the first motor is controlled to switch to the target mode, including: determining the target mode as the first mode based on the first evaluation information, and the current operating mode of the first motor as the third mode; and controlling the first motor to reconnect with the vehicle's wheels before a first moment.

[0167] For example, if it is detected that the vehicle has a risk of slipping or an acceleration demand at the first moment, and the first motor is currently in the third mode, a key physical action can be performed: establishing a transmission connection between the first motor and the wheel to prepare for driving, for example, closing the second clutch C2 in the embodiment of this application.

[0168] In the above implementation, the first motor can be controlled to establish a transmission connection with the wheel before the first moment, thereby quickly providing the driving torque of the first motor when anti-slip and acceleration are required, reducing the waiting time for switching to the first mode.

[0169] Figure 6 This illustration shows a control system architecture and mode switching process diagram of an integrated drive and generator provided in an embodiment of this application. Figure 6 (a) represents a schematic diagram of the control system architecture. Figure 6(b) represents a schematic diagram of the decision-making process for mode switching based on the control system architecture. This diagram fully demonstrates the closed-loop control logic of the vehicle's mode switching for the first motor. The entire process is executed iteratively.

[0170] like Figure 6 As shown in (a), the control system architecture includes five modules: vehicle information and environmental information acquisition module, skid risk assessment module, navigation information acquisition road feature module, mode decision module, and switching execution module.

[0171] For example, the functions of different modules can be described as follows: Vehicle information and environmental information acquisition module: This module can be the input source module for the entire control process, used to acquire the vehicle's status information during driving in real time (e.g., vehicle speed, wheel speed of each wheel, acceleration, state of charge of the power battery (SOC), accelerator pedal opening, brake pedal opening, yaw rate, etc.) and current environmental information (e.g., rain and snow weather signs, road slope, road adhesion coefficient, etc.).

[0172] Slip Risk Assessment Module: For example, this module can calculate and generate a slip risk assessment result (first evaluation information) based on the acquired state and environmental information. For example, the slip ratio can be calculated first according to formula (1) mentioned above. Then, based on the slippage risk assessment function constructed by formula (2) and formula (3), the slippage risk value is calculated. ,pass Quantitatively assess the risk of vehicle skidding at future moments.

[0173] Navigation information road feature acquisition module: For example, this module can calculate and generate first evaluation information based on the acquired navigation information. This module can be used to extract road feature information (such as sharp bends, steep slopes, and low-adhesion surfaces) within a preset distance / time range ahead based on high-precision maps and positioning data, and calculate the estimated arrival time of the vehicle at a possible skid point. The vehicle can assess its skid risk in the following time based on this estimated arrival time.

[0174] Mode Decision Module: For example, this module can be used to determine the target operating mode of the integrated generator by comprehensively considering the slippage risk assessment results, road characteristic information, vehicle battery level, and driver intent through a pre-switching decision model.

[0175] In one embodiment, a "pre-switching decision model" refers to an algorithmic model deployed in a vehicle that can perform game-theoretic calculations by combining multiple variables. For example, the vehicle's current energy management strategy and first evaluation information can be input into the pre-switching decision model, which then outputs a target mode. Alternatively, the vehicle's current battery level, first evaluation information, and energy management strategy can be input into the pre-switching decision model, which then outputs a target mode.

[0176] Switching execution module: For example, when the target working mode is inconsistent with the current working mode, the module can send a switching command to the controller of the integrated generator to control the engagement or disengagement of the corresponding clutches (such as the first clutch C1 and the second clutch C2 in this application) to complete the switching of working modes in advance.

[0177] like Figure 6 As shown in (b), this embodiment of the application can comprehensively determine the first evaluation information (i.e., the evaluation result in the figure) based on the information obtained from the vehicle information and environmental information acquisition module, the slippage risk assessment module, and the navigation information road feature acquisition module. The first evaluation information is used to characterize the slippage risk and / or acceleration demand of the vehicle at future moments. Based on the above evaluation results, the step of prioritizing the decision of the driving mode can be initiated. In this step, it can be prioritized to determine whether the current operating condition of the vehicle meets the triggering conditions for entering the driving mode (i.e., the first mode in this embodiment of the application). Specifically, if any one of the following conditions A1, A2, and A3 is met, the target mode of the first motor is determined to be the first mode. Condition A1 can be: the slippage risk assessment value in the first evaluation information is greater than or equal to the first evaluation threshold, indicating that the vehicle is in a slippage-prone state; Condition A2 can be: the predicted slippage time based on navigation information indicates that the vehicle will soon reach dangerous road sections such as low adhesion, sharp bends, or steep slopes within a preset time range, and the vehicle's battery level is greater than or equal to the first preset threshold; Condition A3 can be: the rate of change of accelerator pedal opening is detected to be greater than a preset rate (indicating that the vehicle currently has a clear acceleration demand), and the vehicle's battery level is greater than or equal to the first preset threshold. If any of the above conditions are met, the first motor can be triggered to switch to drive mode, ensuring that the vehicle's anti-slip safety and power response occupy the highest priority in the entire control process.

[0178] If the vehicle does not meet any of the above conditions for switching to the first mode, it indicates that the vehicle is currently in a relatively stable driving state without urgent power demand, and can then proceed to the next level of mode decision-making. In the next level of mode decision-making, the power generation mode decision is prioritized. In this step, it can be determined whether the vehicle's current operating condition meets the triggering conditions for entering the power generation mode (i.e., the second mode in this application embodiment): For example, if the vehicle simultaneously meets conditions B1, B2, and B3, the first motor can be triggered to switch to the drive mode. Among them, condition B1 can be: the first evaluation information indicates that the vehicle has no risk of slippage; condition B2 can be: the vehicle's battery level is lower than the second preset threshold, or the vehicle's current energy management strategy is the first strategy; condition B3 can be: the expected slippage time indicates that the vehicle will not encounter road features requiring anti-slip within a relatively long preset time range. If the above conditions are met simultaneously, the first motor can be triggered to switch to the power generation mode, which can replenish the vehicle's power in a timely manner and prevent the risk of power outage caused by over-discharge.

[0179] If the vehicle does not meet the conditions for the power generation mode decision, it indicates that the vehicle does not currently have an urgent need for power generation. Therefore, it can enter the idling mode decision. In this step, it can be determined whether the current operating condition of the vehicle meets the triggering conditions for entering the idling mode (i.e., the third mode in this application embodiment). For example, if conditions C1 (no risk of slippage), C2 (the vehicle's battery level is greater than or equal to the second preset threshold and the vehicle currently has no need for power generation), C3 (there is no road that may slip within a relatively long preset time range ahead), and C4 (the rate of change of accelerator pedal opening is less than the preset rate and the user has no need for acceleration) are met simultaneously, the first motor can be triggered to switch to the idling mode to disconnect the transmission connection between the first motor and the engine and wheels, reduce mechanical and electromagnetic drag losses and save fuel, thereby optimizing the energy utilization efficiency of the vehicle.

[0180] For example, after determining the target mode of the first motor, the switching execution module of this application embodiment can compare the current operating mode of the first motor with the target mode. If a difference is found, the vehicle can issue a first control command to the controller of the first motor (or the downstream electronic control unit), which will then control the first motor and related mechanical components to perform actions, thereby completing the pre-switching of the mode in advance.

[0181] With respect to this application Figures 3-5 For example, the vehicle's hybrid system includes a first clutch C1 and a second clutch C2. The first clutch C1 is located between the engine and the first electric motor, used to control the connection or disconnection of their transmission. The second clutch C2 is located between the first electric motor and the vehicle's wheels, used to control the connection or disconnection of their transmission. Based on different current and target modes, the specific execution actions of the first control command can be shown in Table 1: Table 1

[0182] Figure 7 A schematic block diagram of a control device 700 provided in an embodiment of this application is shown. The device is used to control a first motor in a vehicle. The control device includes: an acquisition unit 710, configured to: acquire first information about the vehicle, including state information of the vehicle during operation; a determination unit 720, configured to: determine first evaluation information based on the first information, the first evaluation information characterizing the vehicle's risk of slippage and / or acceleration demand at a first moment; and a control unit 730, configured to: control the first motor to switch to a target mode based on the first evaluation information; wherein the target mode is one of the operating modes of the first motor, including a first mode and a second mode. In the first mode, the first motor drives the wheels of the vehicle; in the second mode, the first motor provides electrical energy to the vehicle.

[0183] In one possible design, the determining unit 720 is also used to: determine the target mode as the first mode when the first evaluation information indicates that the vehicle has a risk of slipping at the first moment.

[0184] In one possible design, the determining unit 720 is further configured to: determine skid risk assessment information based on at least one of vehicle speed information, tire speed, tire radius, lateral acceleration, and turning radius in the state information; the control unit 730 is further configured to: determine the target mode as the first mode when the skid risk assessment information indicates that the vehicle is in a skid-prone state.

[0185] In one possible design, the first information includes the vehicle's navigation information, and the first evaluation information includes the expected slippage time. The determining unit 720 is further configured to: determine the expected slippage time of the vehicle's arrival at the first road segment based on the navigation information, wherein the first road segment is a road segment in which the vehicle is prone to slippage; the control unit 730 is further configured to: determine the target mode as the first mode when the expected slippage time indicates that the vehicle is about to be in a slippage-prone state.

[0186] In one possible design, the determining unit 720 is also used to: determine the target mode as the first mode when the first evaluation information indicates that the vehicle has an acceleration demand at the first moment.

[0187] In one possible design, the control unit 730 is also used to: control the first motor to switch to a target mode based on the energy management strategy adopted by the vehicle and first evaluation information, wherein the energy management strategy is used to determine the power source and distribution of the vehicle.

[0188] In one possible design, the control unit 730 is also used to: control the first motor to switch to the target mode based on the energy management strategy, provided that the first evaluation information indicates that the vehicle has no risk of slippage at the first moment.

[0189] In one possible design, the determining unit 720 is further configured to: determine the target mode as a second mode when the energy management strategy adopted by the vehicle is a first strategy, wherein the first strategy is used to instruct the vehicle to use electric energy as the sole power source of the vehicle until the vehicle's battery level falls below a first preset threshold.

[0190] In one possible design, the determining unit 720 is further configured to: determine the target mode as the first mode when the energy management strategy adopted by the vehicle is the second strategy, wherein the second strategy is used to instruct the vehicle to use at least part of the driving force of the engine as the power source of the vehicle so that the vehicle's electric charge is greater than or equal to a second preset threshold, the second preset threshold being greater than a first preset threshold.

[0191] In one possible design, the control unit 730 is also used to: control the first motor to switch to the target mode based on the power level in the first evaluation information and status information.

[0192] In one possible design, the determining unit 720 is further configured to: determine the target mode as the second mode when the first evaluation information indicates that the vehicle has no risk of slipping at the first moment and the battery level is lower than or equal to a first preset threshold.

[0193] In one possible design, the determining unit 720 is further configured to: determine the target mode as the first mode when the first evaluation information indicates that the vehicle has an acceleration demand and no risk of slippage at the first moment, and the battery level is greater than or equal to a second preset threshold.

[0194] In one possible design, the first motor's operating mode also includes a third mode. In the third mode, the first motor is disconnected from the vehicle's wheels, and the first motor stops providing electrical power to the vehicle. The control unit 730 is further configured to: control the first motor to switch to the third mode when a first condition is met; the first condition includes: first evaluation information indicating that the vehicle has no risk of slippage and no acceleration demand at a first moment; the vehicle's battery level is greater than a second preset threshold and / or the energy management strategy adopted by the vehicle is a second strategy, wherein the second strategy is used to instruct the vehicle to use at least part of the engine's driving force as the vehicle's power source so that the vehicle's battery level is greater than or equal to the second preset threshold.

[0195] In one possible design, the determining unit 720 is further configured to: determine the target mode as the first mode based on the first evaluation information, and the current operating mode of the first motor as the second mode; the control unit 730 is further configured to: control the first motor and the engine to disconnect the transmission connection before the first moment, and control the first motor to connect the transmission connection with the wheels of the vehicle before the first moment, with the engine used to provide power to the first motor.

[0196] In one possible design, the operating mode of the first motor also includes a third mode, in which the first motor is disconnected from the vehicle's wheels and the first motor stops providing power to the vehicle. The determining unit 720 is further configured to: determine the target mode as the first mode based on the first evaluation information, and the current operating mode of the first motor as the third mode; the control unit 730 is further configured to: control the first motor to establish a transmission connection with the vehicle's wheels before the first moment.

[0197] In one possible design, the first evaluation information includes skid risk evaluation information, and the first information also includes current environmental information and vehicle navigation information. The environmental information includes at least one of current climate, road slope, and road surface type. If the skid risk evaluation information is greater than or equal to the first evaluation threshold, the skid risk evaluation information indicates that the vehicle is in a skid-prone state, wherein the first evaluation threshold is determined based on the navigation information and / or environmental information.

[0198] In one possible design, the first motor is currently operating in the first mode. The control unit 730 is also used to: control the first motor to switch to the target mode when the target mode is different from the first mode and the slippage risk assessment information is less than the first assessment threshold in the first time period.

[0199] It should be understood that the division of units in the above device is only a logical functional division. In actual implementation, they can be fully or partially integrated into a single physical entity, or they can be physically separated. Furthermore, the units in the device can be implemented by a processor calling software; for example, the device includes a processor connected to memory, which stores instructions. The processor calls the instructions stored in memory to implement any of the above methods or to implement the functions of each unit in the device. The processor can be, for example, a general-purpose processor, such as a CPU or microprocessor, and the memory can be internal or external to the device. Alternatively, the units in the device can be implemented as hardware circuits. The functions of some or all units can be implemented through the design of the hardware circuits, which can be understood as one or more processors. For example, in one implementation, the hardware circuit is an ASIC, and the functions of some or all units are implemented through the design of the logical relationships between the components within the circuit. In another implementation, the hardware circuit can be implemented using a PLD, such as an FPGA, which can include a large number of logic gates. The connection relationships between the logic gates are configured through configuration files, thereby implementing the functions of some or all units. All units of the above devices can be implemented entirely through processor calling software, or entirely through hardware circuits, or partially through processor calling software with the remaining parts implemented through hardware circuits.

[0200] Each unit in the above device may be one or more processors (or processing circuits) configured to implement the above methods, such as: CPU, GPU, NPU, TPU, DPU, microprocessor, DSP, ASIC, FPGA, or a combination of at least two of these processor types.

[0201] Furthermore, the units in the above devices can be integrated in whole or in part, or they can be implemented independently. In one implementation, these units are integrated together as a System-on-a-Chip (SoC). The SoC may include at least one processor for implementing any of the above methods or implementing the functions of the units in the device. The at least one processor may be of different types, such as CPU and FPGA, CPU and AI processor, CPU and GPU, etc.

[0202] This application also provides a control device, which includes a memory for storing a computer program and a processor for executing the computer program stored in the memory, so that the device performs the methods or steps described in the above embodiments.

[0203] This application also provides a vehicle that may include the aforementioned control device.

[0204] This application also provides a computer program product, which includes computer program code that, when run on a computer, causes the computer to perform the methods described in the above embodiments.

[0205] This application also provides a chip, which includes a circuit for performing the methods described in the above embodiments.

[0206] This application also provides a computer-readable storage medium storing instructions thereon, which, when executed by a processor, cause the processor to implement the methods described in the above embodiments.

[0207] In implementation, each step of the above method can be completed by integrated logic circuits in the processor's hardware or by instructions in software. The method disclosed in the embodiments of this application can be directly implemented by a hardware processor, or by a combination of hardware and software modules within the processor. The software modules can reside in random access memory, flash memory, read-only memory, programmable read-only memory, power-on erasable programmable memory, registers, or other mature storage media in the art. This storage medium is located in memory, and the processor reads information from the memory and, in conjunction with its hardware, completes the steps of the above method. To avoid repetition, detailed descriptions are omitted here.

[0208] It should be understood that in the embodiments of this application, the memory may include read-only memory and random access memory, and provides instructions and data to the processor.

[0209] It should also be understood that, in the various embodiments of this application, the order of the above-mentioned processes does not imply the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of this application.

[0210] Those skilled in the art will recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0211] Those skilled in the art will understand that, for the sake of convenience and brevity, the specific working processes of the systems, devices, and units described above can be referred to the corresponding processes in the foregoing method embodiments, and will not be repeated here.

[0212] In the several embodiments provided in this application, it should be understood that the disclosed systems, apparatuses, and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of 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 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 between apparatuses or units may be electrical, mechanical, or other forms.

[0213] 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 network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0214] In addition, 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.

[0215] If the aforementioned functions are implemented as software functional units and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or a portion 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 this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0216] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any changes or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application.

Claims

1. A control method, characterized in that, The method is applied to a vehicle, the vehicle including a first motor, and the method includes: Obtain first information about the vehicle, the first information including the vehicle's status information during driving; Based on the first information, first evaluation information is determined, which is used to characterize the vehicle's slippage risk and / or acceleration demand at the first moment. Based on the first evaluation information, control the first motor to switch to the target mode; The target mode is one of the operating modes of the first motor. The operating mode includes a first mode and a second mode. In the first mode, the first motor is used to drive the wheels of the vehicle. In the second mode, the first motor is used to provide electrical energy to the vehicle.

2. The method according to claim 1, characterized in that, The step of controlling the first motor to switch to the target mode based on the first evaluation information includes: If the first evaluation information indicates that the vehicle is at risk of skidding at the first moment, the target mode is determined to be the first mode.

3. The method according to claim 1 or 2, characterized in that, The first evaluation information includes slip risk assessment information, and the step of determining the first evaluation information based on the first information includes: The skid risk assessment information is determined based on at least one of the vehicle speed, tire speed, tire radius, lateral acceleration, and turning radius in the state information. The step of controlling the first motor to switch to the target mode based on the first evaluation information includes: when the slip risk evaluation information indicates that the vehicle is in a slippery state, determining the target mode as the first mode.

4. The method according to any one of claims 1-3, characterized in that, The first information includes the vehicle's navigation information, the first evaluation information includes the estimated time of skidding, and determining the first evaluation information based on the first information includes: Based on the navigation information, the estimated time of skidding when the vehicle arrives at the first road segment is determined, where the first road segment is a road segment where the vehicle is prone to skidding. The step of controlling the first motor to switch to the target mode based on the first evaluation information includes: when the expected slippage time indicates that the vehicle is about to be in a slippage-prone state, determining the target mode as the first mode.

5. The method according to any one of claims 1-4, characterized in that, The step of controlling the first motor to switch to the target mode based on the first evaluation information includes: If the first evaluation information indicates that the vehicle has an acceleration demand at the first moment, the target mode is determined to be the first mode.

6. The method according to any one of claims 1-5, characterized in that, The step of controlling the first motor to switch to the target mode based on the first evaluation information includes: Based on the energy management strategy adopted by the vehicle and the first evaluation information, the first motor is controlled to switch to the target mode. The energy management strategy is used to determine the power source and distribution of the vehicle.

7. The method according to claim 6, characterized in that, The step of controlling the first motor to switch to the target mode based on the energy management strategy adopted by the vehicle and the first evaluation information includes: If the first evaluation information indicates that the vehicle has no risk of slippage at the first moment, the first motor is controlled to switch to the target mode based on the energy management strategy.

8. The method according to claim 7, characterized in that, The step of controlling the first motor to switch to the target mode based on the energy management strategy includes: When the energy management strategy adopted by the vehicle is the first strategy, the target mode is determined to be the second mode, wherein the first strategy is used to instruct the vehicle to use electric energy as the sole power source until the vehicle's battery level is lower than a first preset threshold.

9. The method according to claim 7 or 8, characterized in that, The step of controlling the first motor to switch to the target mode based on the energy management strategy includes: When the energy management strategy adopted by the vehicle is the second strategy, the target mode is determined to be the first mode, wherein the second strategy is used to instruct the vehicle to use at least part of the driving force of the engine as the power source of the vehicle, so that the vehicle's electric charge is greater than or equal to a second preset threshold, the second preset threshold being greater than a first preset threshold.

10. The method according to any one of claims 1-9, characterized in that, The step of controlling the first motor to switch to the target mode based on the first evaluation information includes: Based on the power level in the first evaluation information and the status information, the first motor is controlled to switch to the target mode.

11. The method according to claim 10, characterized in that, The step of controlling the first motor to switch to the target mode based on the power level in the first evaluation information and the status information includes: If the first evaluation information indicates that the vehicle has no risk of slipping at the first moment, and the battery level is lower than or equal to a first preset threshold, then the target mode is determined to be the second mode.

12. The method according to claim 10 or 11, characterized in that, The step of controlling the first motor to switch to the target mode based on the power level in the first evaluation information and the status information includes: If the first evaluation information indicates that the vehicle has an acceleration requirement and no risk of slippage at the first moment, and the battery level is greater than or equal to the second preset threshold, then the target mode is determined to be the first mode.

13. The method according to any one of claims 1-12, characterized in that, The first motor also includes a third operating mode, in which the first motor is disconnected from the vehicle's wheels and stops providing electrical power to the vehicle. The step of controlling the first motor to switch to the target mode based on the first evaluation information includes: controlling the first motor to switch to the third mode when the first condition is met; The first condition includes: The first evaluation information indicates that the vehicle has no risk of slipping and no need for acceleration at the first moment; The vehicle's battery level is greater than a second preset threshold and / or the energy management strategy adopted by the vehicle is a second strategy, wherein the second strategy is used to instruct the vehicle to use at least a portion of the engine's driving force as the vehicle's power source, so that the vehicle's battery level is greater than or equal to the second preset threshold.

14. The method according to any one of claims 1-13, characterized in that, The step of controlling the first motor to switch to the target mode based on the first evaluation information includes: Based on the first evaluation information, the target mode is determined to be the first mode, and the current operating mode of the first motor is the second mode; Before the first moment, the first motor and the engine are disconnected from the transmission connection, and before the first moment, the first motor is connected to the wheels of the vehicle, with the engine providing power to the first motor.

15. The method according to any one of claims 1-14, characterized in that, The first motor also includes a third operating mode, in which the first motor is disconnected from the vehicle's wheels and stops providing electrical power to the vehicle. The step of controlling the first motor to switch to the target mode based on the first evaluation information includes: determining the target mode as the first mode based on the first evaluation information, and the current working mode of the first motor as the third mode; Before the first moment, control the first motor to establish a transmission connection with the wheels of the vehicle.

16. The method according to any one of claims 1-15, characterized in that, The first evaluation information includes skid risk assessment information, and also includes current environmental information and the vehicle's navigation information. The environmental information includes at least one of the following: current climate, road gradient, and road surface type. If the skid risk assessment information is greater than or equal to a first assessment threshold, the skid risk assessment information indicates that the vehicle is in a skid-prone state, wherein the first assessment threshold is determined based on the navigation information and / or the environmental information.

17. The method according to claim 16, characterized in that, The first motor is currently operating in the first mode, and controlling the first motor to switch to the target mode includes: If the target mode is different from the first mode, and the slippage risk assessment information is less than the first assessment threshold in the first time period, the first motor is controlled to switch to the target mode.

18. A control device, characterized in that, The control device is used to control a first motor in the vehicle, and the control device includes: The acquisition unit is configured to: acquire first information about the vehicle, the first information including the vehicle's status information during driving; The determining unit is configured to: determine first evaluation information based on the first information, wherein the first evaluation information is used to characterize the vehicle's slippage risk and / or acceleration demand at the first moment; The control unit is configured to: control the first motor to switch to the target mode based on the first evaluation information; The target mode is one of the operating modes of the first motor. The operating mode includes a first mode and a second mode. In the first mode, the first motor is used to drive the wheels of the vehicle. In the second mode, the first motor is used to provide electrical energy to the vehicle.

19. The apparatus according to claim 18, characterized in that, The determining unit is further configured to: determine the skid risk assessment information based on at least one of the vehicle speed information, tire rotation speed, tire radius, lateral acceleration, and turning radius in the state information; The control unit is further configured to: determine the target mode as the first mode when the slip risk assessment information indicates that the vehicle is in a slippery state.

20. The apparatus according to claim 18, characterized in that, The first information includes the vehicle's navigation information, and the first evaluation information includes the estimated time of skidding. The determining unit is further configured to: determine the expected slippage time of the vehicle when it arrives at the first road segment based on the navigation information, wherein the first road segment is a road segment in which the vehicle is prone to slippage; The control unit is further configured to: determine the target mode as the first mode when the expected slippage time indicates that the vehicle is about to be in a slippery state.

21. The apparatus according to any one of claims 18-20, characterized in that, The control unit is further configured to: control the first motor to switch to the target mode based on the energy management strategy adopted by the vehicle and the first evaluation information, wherein the energy management strategy is used to determine the power source and distribution of the vehicle.

22. The apparatus according to claim 21, characterized in that, The control unit is further configured to: control the first motor to switch to the target mode based on the energy management strategy when the first evaluation information indicates that the vehicle has no risk of slippage at the first moment.

23. The apparatus according to claim 22, characterized in that, The determining unit is further configured to: determine the target mode as the second mode when the energy management strategy adopted by the vehicle is the first strategy, wherein the first strategy is used to instruct the vehicle to use electric energy as the sole power source of the vehicle until the vehicle's battery level is lower than a first preset threshold.

24. The apparatus according to claim 22 or 23, characterized in that, The determining unit is further configured to: determine the target mode as the first mode when the energy management strategy adopted by the vehicle is the second strategy, wherein the second strategy is configured to instruct the vehicle to use at least part of the driving force of the engine as the power source of the vehicle, so that the vehicle's electric charge is greater than or equal to a second preset threshold, the second preset threshold being greater than a first preset threshold.

25. The apparatus according to any one of claims 18-24, characterized in that, The first motor also includes a third operating mode, in which the first motor is disconnected from the vehicle's wheels and stops providing electrical power to the vehicle. The control unit is further configured to: control the first motor to switch to the third mode when the first condition is met; The first condition includes: The first evaluation information indicates that the vehicle has no risk of slipping and no need for acceleration at the first moment; The vehicle's battery level is greater than a second preset threshold and / or the energy management strategy adopted by the vehicle is a second strategy, wherein the second strategy is used to instruct the vehicle to use at least a portion of the engine's driving force as the vehicle's power source, so that the vehicle's battery level is greater than or equal to the second preset threshold.

26. A control device, characterized in that, include: Memory, used to store computer programs; A processor for executing a computer program stored in the memory to cause the apparatus to perform the method as described in any one of claims 1-17.

27. A vehicle, characterized in that, include: The apparatus as described in any one of claims 18-25, or the apparatus as described in claim 26.

28. A computer-readable storage medium, characterized in that, It stores instructions that, when executed by a processor, cause the processor to implement the method as described in any one of claims 1-17.

29. A computer program product, characterized in that, The computer program product includes computer program code that, when run on a computer, causes the computer to perform the method as described in any one of claims 1-17.

30. A chip, characterized in that, The chip includes circuitry for performing the method as described in any one of claims 1-17.

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