Control method and device

Abstract

A control method and apparatus are provided. The method is applied to a vehicle including a first motor and a second motor. The method includes: acquiring reference information (S201), where the reference information includes a driving mode of the vehicle; and controlling the second motor to be turned on or off based on the driving mode of the vehicle (S202). The motor of the vehicle can be flexibly controlled in different driving modes, which helps to improve the cost-effectiveness and driving stability of the vehicle.

Description

[Technical Field]

[0001] The present application relates to the field of vehicle technology, and in particular to control methods and devices. [Background technology]

[0002] A driving motor of a vehicle is capable of generating driving torque and is often used as a power source for a vehicle.

[0003] In order to improve the dynamic performance and operational stability of a vehicle, dual motor drive configurations, triple motor drive configurations, etc. are often used to drive a vehicle. However, vehicles with high-power driving motors or multiple driving motors usually have a significantly shorter endurance range and a poor riding experience for users. Summary of the Invention

[0004] This application discloses a control method and apparatus for flexibly controlling a vehicle motor in different driving modes, which helps to improve the cost-effectiveness and driving stability of the vehicle. [Means for solving the problem]

[0005] According to a first aspect, the present application provides a control method. The method is applied to a vehicle. The vehicle includes a first motor and a second motor. The method includes: acquiring reference information, the reference information including a driving mode of the vehicle; and controlling the second motor to be turned on or off based on the driving mode of the vehicle.

[0006] For example, the vehicle may be an autonomous vehicle, i.e., an autonomous driving system independently performs all or some of the driving operations, or the vehicle may be a non-autonomous vehicle, i.e., a human driver is required to perform all driving operations.

[0007] For example, the vehicle may be a new energy vehicle, such as an electric vehicle (EV), a hybrid electric vehicle (HEV), a range extended EV, a plug-in hybrid electric vehicle (Plug-in HEV), a fuel cell vehicle, or another new energy vehicle, which is not particularly limited herein.

[0008] In a possible implementation, the vehicle's driving modes include, for example, at least one of an energy saving mode, a normal mode, and a sport mode. The vehicle has the longest endurance duration in the energy saving mode, and the vehicle has the best acceleration performance in the sport mode. The endurance duration of the vehicle in the normal mode is shorter than the endurance duration of the vehicle in the energy saving mode but longer than the endurance duration of the vehicle in the sport mode. The acceleration performance of the vehicle in the normal mode is stronger than the acceleration performance of the vehicle in the energy saving mode but weaker than the acceleration performance of the vehicle in the sport mode.

[0009] For example, the second motor is controlled to be in the off state for a longer period of time or with a higher probability when the vehicle is in the energy saving mode or normal mode compared to when the vehicle is in the sport mode.

[0010] For example, the first motor may be a front motor and the second motor may be a rear motor, or the first motor may be a rear motor and the second motor may be a front motor. When the second motor is a front motor, the vehicle has better maneuverability and higher safety. When the second motor is a rear motor, the vehicle balance can be better controlled.

[0011] In the above method, the vehicle motor can be flexibly controlled in different driving modes, which not only helps to improve the cost-effectiveness of the vehicle, but also helps to improve the smoothness of the vehicle.

[0012] Optionally, the reference information further includes a driving speed of the vehicle. Controlling the second motor to be turned on or off based on a driving mode of the vehicle includes controlling the second motor to be turned off based on the driving mode and the driving speed.

[0013] In the above implementation, the second motor is controlled to be turned on or off based on the driving mode and driving speed of the vehicle, thereby taking into consideration both the cost-effectiveness of the vehicle and the smoothness of the vehicle.

[0014] Optionally, the reference information further includes a status of the vehicle. Controlling the second motor to be turned off based on a driving mode and a traveling speed includes controlling the second motor to be turned off based on a state, a driving mode, and a traveling speed of the vehicle.

[0015] For example, the vehicle status may be obtained from a vehicle readiness light, and the vehicle status may be indicated by using an identifier, a binary value, etc. For example, when the readiness light is on, a first identifier is output, where the first identifier indicates that the status of the first vehicle is ready to drive, and when the readiness light is off, a second identifier is output, where the second identifier indicates that the status of the first vehicle is not ready to drive. The first vehicle being not ready to drive includes any one or more of the following: the vehicle is in park gear, the vehicle is charging, or the vehicle is broken down.

[0016] In the above implementation, the second motor is controlled to be turned off based on the vehicle's state, driving mode, and driving speed, which helps improve the cost-effectiveness and smoothness of the vehicle.

[0017] Optionally, controlling the second motor to be turned off based on the vehicle state, driving mode, and driving speed includes controlling the second motor to be turned off when the driving speed is zero, the driving mode is an energy saving mode or a normal mode, and the vehicle state is an inoperable state.

[0018] In the above implementation, the energy saving mode and the normal mode have higher requirements for cost-effectiveness. When the vehicle is in an inoperable state, the second motor can be turned off in a timely manner to reduce energy consumption, which helps improve the cost-effectiveness of the vehicle.

[0019] Optionally, the reference information further includes a gear of the vehicle. Controlling the second motor to be turned off based on the state, driving mode, and driving speed of the vehicle includes controlling the second motor to be turned off when the gear is a parking gear, the driving speed is 0, the driving mode is a sport mode, and the state of the vehicle is an inoperable state.

[0020] In the above implementation, in the sports mode, when the vehicle is in parking gear and the vehicle is in an unoperable state, the second motor can be turned off in a timely manner to reduce energy consumption, which helps improve the cost-effectiveness of the vehicle.

[0021] Optionally, the reference information further includes at least two of a gear of the vehicle, a state of the first motor, a requested torque of the second motor, and an actual torque of the second motor. Controlling the second motor to be turned off based on the driving mode and the traveling speed includes controlling the second motor to be turned off based on the driving mode, the traveling speed, and at least two of the gear, the state of the first motor, the requested torque of the second motor, and the actual torque of the second motor.

[0022] In the above implementation, when it is determined that the second motor needs to be turned off, not only the state of the motor is taken into consideration, but also factors such as the vehicle's driving speed, driving mode, and gear, and the desired torque and actual torque of the second motor are considered from the perspective of vehicle driving, thereby improving the cost-effectiveness of the vehicle and the smoothness of vehicle driving.

[0023] Optionally, controlling the second motor to be turned off based on the driving mode, the travel speed, and the at least two of the gear, the state of the first motor, the requested torque of the second motor, and the actual torque of the second motor comprises: The driving mode is a sport mode, the gear is a parking gear, and the following conditions are met: the traveling speed is equal to or less than a first speed threshold; and The actual torque of the second motor is equal to or less than a first torque threshold. is all satisfied, the second motor is controlled to be turned off.

[0024] In the above implementation, in sport mode, when the vehicle is in parking gear, if the vehicle's driving speed is low and the output torque of the second motor is small, the second motor can be turned off to reduce energy consumption.

[0025] Optionally, controlling the second motor to be turned off based on the driving mode, the travel speed, and the at least two of the gear, the state of the first motor, the requested torque of the second motor, and the actual torque of the second motor comprises: The driving mode is a normal mode, the gear is a parking gear, and the following conditions are met: the traveling speed is equal to or less than a second speed threshold; and The actual torque of the second motor is equal to or less than a second torque threshold. is all satisfied, the second motor is controlled to be turned off.

[0026] For example, the second speed threshold may be equal to the first speed threshold, and the second torque threshold may be equal to the first torque threshold.

[0027] In the above implementation, in normal mode, when the vehicle is in parking gear, if the vehicle's driving speed is low and the output torque of the second motor is small, in this case, the second motor can be turned off to reduce energy consumption.

[0028] Optionally, controlling the second motor to be turned off based on the driving mode, the travel speed, and the at least two of the gear, the state of the first motor, the requested torque of the second motor, and the actual torque of the second motor comprises: The driving mode is a normal mode, the gear is a drive gear, a reverse gear, or a neutral gear, and the following conditions are met: The first motor is not in a fault state; the traveling speed is equal to or greater than a third speed threshold; the required torque of the second motor is less than or equal to a third torque threshold; and The actual torque of the second motor is equal to or less than a fourth torque threshold, and the fourth torque threshold is greater than the third torque threshold. is all satisfied, the second motor is controlled to be turned off.

[0029] In the above implementation, in normal mode, when the vehicle is in drive gear, reverse gear, or neutral gear, the second motor is turned off if the vehicle's driving speed is high but the required torque and actual torque of the second motor are small. In this way, when the rolling resistance of the wheels reaches a threshold due to high speed, the gear tooth surface of the drive shaft of the second motor can still be well engaged. This not only improves the driving stability of the vehicle, but also improves the cost-effectiveness of the vehicle.

[0030] Optionally, the driving mode is an energy saving mode. Optionally, controlling the second motor to be turned off based on the driving mode, the driving speed, and the at least two of the gear, the state of the first motor, the requested torque of the second motor, and the actual torque of the second motor comprises: controlling the second motor to be turned off when the energy saving mode is a first energy saving mode, the gear is a drive gear, a reverse gear, or a neutral gear, and the state of the first motor is not a fault; or controlling the second motor to be turned off when the energy saving mode is a second energy saving mode, the gear is a parking gear, and the following conditions are all met: the driving speed is less than or equal to a fourth speed threshold, and the actual torque of the second motor is less than or equal to a fifth torque threshold; or The energy saving mode is a second energy saving mode, the gear is a drive gear, a reverse gear, or a neutral gear, and the following conditions are met: The first motor is not in a fault state; the traveling speed is equal to or greater than a fifth speed threshold; the required torque of the second motor is less than or equal to a sixth torque threshold; and the actual torque of the second motor is equal to or less than a seventh torque threshold, and the seventh torque threshold is greater than the sixth torque threshold. and controlling the second motor to be turned off when all of the above are satisfied. Including, The vehicle's endurance duration in the first energy saving mode is greater than the vehicle's endurance duration in the second energy saving mode.

[0031] Here, the first energy saving mode may be, for example, an ultra-power saving mode or an electric vehicle mode, in which the second motor is turned off if the first motor is not faulty, reducing energy consumption and improving the cost-effectiveness of the vehicle.

[0032] The second energy saving mode may be, for example, an economy mode. In this mode, if the vehicle is in parking gear, the current vehicle speed is low, and the actual torque of the second motor is small, this means that the current driving force of the second motor may be negligible. In this case, the second motor can be turned off to reduce energy consumption and improve the cost-effectiveness of the vehicle. In this mode, if the vehicle is in one of drive gear, reverse gear, and neutral gear, the first motor is not faulty, the current vehicle speed is greater than the vehicle speed threshold, but both the requested torque and the actual torque of the first motor are low, this indicates that operation of only the first motor is sufficient to meet the driving requirements of the vehicle in economy mode. In this case, the second motor can be turned off to reduce energy consumption and improve the cost-effectiveness of the vehicle.

[0033] Optionally, the reference information further includes a gear of the vehicle. Controlling the second motor to be turned on or off based on the driving mode includes controlling the second motor to be turned on based on the driving mode and the gear.

[0034] In the above implementation, the second motor is controlled to be turned on based on the vehicle's driving mode and the vehicle's gear, thereby meeting the cost-effectiveness and power requirements of the vehicle in different driving modes and gears.

[0035] Optionally, controlling the second motor to be turned on based on the driving mode and gear includes controlling the second motor to be turned on when the driving mode is a sport mode and the gear is a drive gear, a reverse gear, or a neutral gear.

[0036] In the above implementation, in sport mode, when the vehicle is placed in one of drive gear, reverse gear, and neutral gear, the second motor is turned on to provide sufficient power to the vehicle, thus improving the vehicle's acceleration performance.

[0037] Preferably, the reference information further includes at least one of a traveling speed of the vehicle, a state of the first motor, and a required torque of the second motor. Controlling the second motor to be turned on based on the driving mode and the gear includes controlling the second motor to be turned on based on the driving mode, the gear, and at least one of the traveling speed, the state of the first motor, and the required torque of the second motor.

[0038] Here, the state of the first motor includes two states: a faulty state and a non-faulty state. The state of the first motor may be indicated by using an identifier, a field, a binary value, etc. For example, when the state of the first motor is indicated by using a first value, it indicates that the state of the first motor is faulty, and when the state of the first motor is indicated by using a second value, it indicates that the state of the first motor is not faulty.

[0039] The torque demand of the second motor can reflect the power requirements of the vehicle, with a higher torque demand of the second motor indicating a higher power demand of the vehicle.

[0040] In the above implementation, when it is determined that the second motor needs to be turned on, not only the state of the motor is taken into consideration, but also factors such as the vehicle's driving speed, driving mode, and gear, as well as the required torque of the second motor, from the perspective of vehicle driving, thereby improving the cost-effectiveness of the vehicle and the smoothness of vehicle driving.

[0041] Optionally, controlling the second motor to be turned on based on the driving mode, the gear, and the at least one of the road speed, the state of the first motor, and the required torque of the second motor comprises: The driving mode is the normal mode, the gear is the drive gear, the reverse gear, or the neutral gear, and the following conditions are met: the condition of the first motor is a fault; the travel speed is equal to or less than a sixth speed threshold; and The required torque of the second motor is equal to or greater than an eighth torque threshold. and controlling the second motor to be turned on when at least one of the following conditions is satisfied. Includes:

[0042] In the above implementation, in normal mode, when the vehicle is in any one of drive gear, reverse gear, and neutral gear, if the first motor of the vehicle fails, the second motor is turned on to replace the first motor in providing driving force to the vehicle so as to ensure normal driving of the vehicle, and / or if the torque demand of the second motor is large, the second motor is turned on so as to enable the vehicle to respond to power requirements in a timely manner, and / or if the driving speed of the vehicle is equal to or less than a sixth speed threshold, the second motor is turned on so as to ensure that the vehicle meets durability requirements and acceleration performance requirements in normal mode.

[0043] Optionally, controlling the second motor to be turned on based on the driving mode, the gear, and the at least one of the road speed, the state of the first motor, and the required torque of the second motor comprises: Controlling the second motor to be turned on when the operating mode is the first energy saving mode, the gear is the drive gear or the reverse gear, and the state of the first motor is a fault; or The operating mode is the second energy saving mode, the gear is the drive gear, the reverse gear, or the neutral gear, and the following conditions are met: The condition of the first motor is faulty; the travel speed is equal to or less than a seventh speed threshold; and The required torque of the second motor is equal to or greater than a ninth torque threshold. and controlling the second motor to be turned on when at least one of the following conditions is satisfied. Including, The endurance duration of the vehicle in the first energy saving mode is longer than the endurance duration of the vehicle in the second energy saving mode.

[0044] For example, the seventh speed threshold is less than the sixth speed threshold.

[0045] In the first energy saving mode, when the vehicle is in drive gear or reverse gear, the second motor is turned on only if the first motor fails to support normal driving of the vehicle in the first energy saving mode. In the second energy saving mode, when the vehicle is in any one of drive gear, reverse gear, and neutral gear, if the first motor of the vehicle fails, the second motor is turned on to replace the first motor in providing driving power to the vehicle to ensure normal driving of the vehicle in the second energy saving mode; and / or if the torque demand of the second motor is large, the second motor is turned on to enable the vehicle to respond to power requirements in a timely manner; and / or if the driving speed of the vehicle is equal to or less than a seventh speed threshold, the second motor is turned on to ensure that the vehicle meets durability requirements and acceleration performance requirements in the second energy saving mode.

[0046] Optionally, when the vehicle is in the same driving mode and the same gear, the preset speed threshold corresponding to the vehicle when the second motor is turned on is less than the preset speed threshold corresponding to the vehicle when the second motor is turned off.

[0047] For example, when the driving mode is normal mode and the gear is drive gear, reverse gear, or neutral gear, the preset speed threshold corresponding to the vehicle when the second motor is turned on is the sixth speed threshold, and the preset speed threshold corresponding to the vehicle when the second motor is turned on or off is the third speed threshold, and the sixth speed threshold is less than the third speed threshold.

[0048] In another example, when the driving mode is the second energy saving mode and the gear is drive gear, reverse gear, or neutral gear, the seventh speed threshold corresponding to the vehicle when the second motor is turned on is less than the fifth speed threshold corresponding to the vehicle when the second motor is turned off.

[0049] In the above implementation, when the second motor needs to be controlled to be turned on or off in the same driving mode and in the same gear based on the vehicle's driving speed, the preset speed threshold corresponding to the vehicle when the second motor is turned on is smaller than the preset speed threshold corresponding to the vehicle when the second motor is turned off, thereby preventing the second motor from being frequently switched on and off in the driving mode and gear, which helps to extend the service life of the motor.

[0050] Optionally, the required duration for the vehicle to satisfy the corresponding motor-on condition is shorter than the required duration for the vehicle to satisfy the corresponding motor-off condition when the vehicle is in the same driving mode and in the same gear.

[0051] In the above implementation, the required duration to satisfy the motor on condition is set to a smaller value so that the vehicle can respond to the power request in time. The required duration to satisfy the motor off condition is set to a larger value, which helps reduce noise, vibration, and harshness (NVH) interference.

[0052] Optionally, controlling the second motor to be turned on or off includes controlling the second motor to be turned on or off via a switch device, the switch device being connected to the second motor, and when the switch device is turned on, the second motor is turned on, and when the switch device is turned off, the second motor is turned off.

[0053] For example, the switch device may be any one of an insulated gate bipolar transistor (IGBT), a metal oxide semiconductor field effect transistor (MOS), and a clutch. Here, the IGBT is suitable for controlling medium to large currents, and the MOS is suitable for controlling low to medium currents. The clutch has a purely mechanical structure and can be configured to disconnect the drive bridge. The IGBT and MOS have advantages such as simple structure, fast state switching, and high execution efficiency.

[0054] In the above implementation, the switch device is turned on to control the second motor to be turned on, and the switch device is turned off to control the second motor to be turned off. The switch device responds quickly to the state change, thereby improving the control efficiency of the second motor.

[0055] According to a second aspect, the present application provides a control device configured to control a vehicle including a first motor and a second motor, the control device including: an acquisition unit configured to acquire a driving mode of the vehicle; and a processing unit configured to control the second motor to be turned on or off based on the driving mode of the vehicle.

[0056] Here, the device may be a motor controller of the second motor or a component within the motor controller, or the device may be a vehicle control unit or a component within the vehicle control unit. The component may be, for example, a chip or an integrated circuit.

[0057] For example, if the device is a vehicle control unit, the processing unit is particularly configured to generate instruction information based on the driving mode of the vehicle, the instruction information instructing the second motor to be turned on or off, and send the instruction information to a motor controller of the second motor, so that the motor controller controls the second motor to be turned on or off based on the instruction information.

[0058] For example, the first motor is a front motor and the second motor is a rear motor, or the first motor is a rear motor and the second motor is a front motor.

[0059] Optionally, the reference information further includes a driving speed of the vehicle. The processing unit is particularly configured to control the second motor to be turned off based on the driving mode and the driving speed.

[0060] Optionally, the reference information further includes a status of the vehicle. The processing unit is particularly configured to control the second motor to be turned off based on a state, a driving mode, and a driving speed of the vehicle.

[0061] Optionally, the processing unit is particularly configured to control the second motor to be turned off when the driving speed is 0, the driving mode is the energy saving mode or the normal mode, and the status of the vehicle is in an inoperable state.

[0062] Optionally, the reference information further includes a gear of the vehicle, and the processing unit is particularly configured to control the second motor to be turned off when the gear is a parking gear, the driving speed is 0, the driving mode is a sport mode, and the status of the vehicle is in an inoperable state.

[0063] Optionally, the reference information further includes at least two of a gear of the vehicle, a state of the first motor, a demanded torque of the second motor, and an actual torque of the second motor. The processing unit is particularly configured to control the second motor to be turned off based on a driving mode, a driving speed, and at least two of the gear, the state of the first motor, the demanded torque of the second motor, and the actual torque of the second motor.

[0064] Optionally, the processing unit determines whether the driving mode is a sport mode, the gear is a parking gear, and the following conditions are met: the driving speed is less than or equal to a first speed threshold; and The actual torque of the second motor is equal to or less than the first torque threshold. is particularly configured to control the second motor to be turned off when all of the above conditions are met.

[0065] Optionally, the processing unit determines whether the driving mode is normal mode, the gear is parking gear, and the following conditions are met: the driving speed is less than or equal to a second speed threshold; and The actual torque of the second motor is equal to or less than the second torque threshold. is particularly configured to control the second motor to be turned off when all of the above conditions are met.

[0066] Optionally, the processing unit is configured to determine whether the driving mode is a normal mode, the gear is a drive gear, a reverse gear, or a neutral gear, and the following conditions are met: The first motor is not in a fault state; the traveling speed is equal to or greater than a third speed threshold; the required torque of the second motor is less than or equal to a third torque threshold; and The actual torque of the second motor is equal to or less than a fourth torque threshold, and the fourth torque threshold is greater than the third torque threshold. are all satisfied, the second motor is controlled to be turned off.

[0067] Optionally, the operating mode is an energy saving mode. controlling the second motor to be turned off when the energy saving mode is a first energy saving mode, the gear is a drive gear, a reverse gear, or a neutral gear, and the state of the first motor is not a fault; or controlling the second motor to be turned off when the energy saving mode is a second energy saving mode, the gear is a parking gear, and the following conditions are all met: the driving speed is less than or equal to a fourth speed threshold, and the actual torque of the second motor is less than or equal to a fifth torque threshold; or The energy saving mode is a second energy saving mode, the gear is a drive gear, a reverse gear, or a neutral gear, and the following conditions are met: The first motor is not in a fault state; the traveling speed is equal to or greater than a fifth speed threshold; the required torque of the second motor is less than or equal to a sixth torque threshold; and the actual torque of the second motor is equal to or less than a seventh torque threshold, and the seventh torque threshold is greater than the sixth torque threshold. and controlling the second motor to be turned off when all of the above conditions are met; The vehicle is specifically configured to have a longer endurance duration in the first energy saving mode than a longer endurance duration in the second energy saving mode.

[0068] Optionally, the reference information further includes a gear of the vehicle. The processing unit is particularly configured to control the second motor to be turned on based on the driving mode and the gear.

[0069] Optionally, the processing unit is particularly configured to control the second motor to be turned on when the driving mode is a sport mode and the gear is a drive gear, a reverse gear, or a neutral gear.

[0070] Preferably, the reference information further includes at least one of a driving speed of the vehicle, a state of the first motor, and a required torque of the second motor. The processing unit is particularly configured to control the second motor to be turned on based on the driving mode, the gear, and at least one of the driving speed, the state of the first motor, and the required torque of the second motor.

[0071] Optionally, the processing unit is The driving mode is the normal mode, the gear is the drive gear, the reverse gear, or the neutral gear, and the following conditions are met: the condition of the first motor is a fault; the travel speed is equal to or less than a sixth speed threshold; and The required torque of the second motor is equal to or greater than an eighth torque threshold. is satisfied, the second motor is turned on.

[0072] Optionally, the processing unit is Controlling the second motor to be turned on when the operating mode is the first energy saving mode, the gear is the drive gear or the reverse gear, and the state of the first motor is a fault; or The operating mode is the second energy saving mode, the gear is the drive gear, the reverse gear, or the neutral gear, and the following conditions are met: The condition of the first motor is faulty; the travel speed is equal to or less than a seventh speed threshold; and The required torque of the second motor is equal to or greater than a ninth torque threshold. and controlling the second motor to be turned on when at least one of the following conditions is satisfied; The endurance duration of the vehicle in the first energy saving mode is specifically configured to be longer than the endurance duration of the vehicle in the second energy saving mode.

[0073] Optionally, when the vehicle is in the same driving mode and the same gear, the preset speed threshold corresponding to the vehicle when the second motor is turned on is less than the preset speed threshold corresponding to the vehicle when the second motor is turned off.

[0074] Optionally, the required duration for the vehicle to satisfy the corresponding motor-on condition is shorter than the required duration for the vehicle to satisfy the corresponding motor-off condition when the vehicle is in the same driving mode and in the same gear.

[0075] Optionally, the processing unit is particularly configured to control the second motor to be turned on or off via a switch device, the switch device being connected to the second motor, when the switch device is turned on the second motor is turned on, and when the switch device is turned off the second motor is turned off.

[0076] For example, the switch device may be any one of an insulated gate bipolar transistor IGBT, a metal oxide semiconductor field effect transistor MOS, and a clutch.

[0077] According to a third aspect, the present application provides a control device. The device includes a processor and a memory. The memory is configured to store program instructions. The processor invokes the program instructions in the memory to cause the device to perform the method of the first aspect or any possible implementation of the first aspect.

[0078] According to a fourth aspect, the present application provides a motor control system. The system includes a switch device and a controller. The switch device is connected to the controller. The controller is configured to perform the method of the first aspect or any possible implementation of the first aspect.

[0079] Furthermore, the control device may be a device in the second aspect or any possible implementation of the second aspect, or a device in the third aspect.

[0080] According to a fifth aspect, the present application provides a vehicle, the vehicle including the apparatus of the second aspect or any possible implementation of the second aspect, or the motor control system of the fourth aspect.

[0081] According to a sixth aspect, the present application provides a computer-readable storage medium comprising computer instructions that, when executed by a processor, implement the method of the first aspect or any possible implementation of the first aspect.

[0082] According to a seventh aspect, the present application provides a computer program product, which, when executed by a processor, implements the method of the first aspect or any possible embodiment of the first aspect. The computer program product may be, for example, a software installation package. When a method provided in any possible design of the first aspect needs to be used, the computer program product may be downloaded and executed on the processor to implement the method of the first aspect or any possible embodiment of the first aspect.

[0083] For the specific beneficial effects of the second to seventh aspects, please refer to the description of the beneficial effects of the first aspect, and the details will not be described again in this specification. [Brief explanation of the drawings]

[0084] [Figure 1A] FIG. 1 is a diagram of the architecture of a motor control system according to an embodiment of the present application. [Figure 1B] FIG. 2 is a diagram of another motor control system architecture according to an embodiment of the present application. [Figure 2] 1 is a schematic flowchart of a control method according to an embodiment of the present application. [Figure 3A] FIG. 10 is a diagram of determining that the second motor needs to be turned off according to an embodiment of the present application. [Figure 3B] FIG. 10 is a diagram of determining that the second motor needs to be turned off according to an embodiment of the present application. [Figure 3C] FIG. 10 is a diagram of determining that the second motor needs to be turned off according to an embodiment of the present application. [Figure 3D] FIG. 10 is a diagram of determining that the second motor needs to be turned off according to an embodiment of the present application. [Figure 3E] FIG. 10 is a diagram of determining that the second motor needs to be turned off according to an embodiment of the present application. [Figure 3F]FIG. 10 is a diagram of determining that the second motor needs to be turned off according to an embodiment of the present application. [Figure 4A] FIG. 10 is a diagram of determining that a second motor needs to be turned on according to an embodiment of the present application. [Figure 4B] FIG. 10 is a diagram of determining that a second motor needs to be turned on according to an embodiment of the present application. [Figure 4C] FIG. 10 is a diagram of determining that a second motor needs to be turned on according to an embodiment of the present application. [Figure 5A] FIG. 10 is a diagram of determining that the second motor needs to be turned off according to an embodiment of the present application. [Figure 5B] FIG. 10 is a diagram of determining that a second motor needs to be turned on according to an embodiment of the present application. [Figure 6] 4 is a schematic flowchart of another control method according to an embodiment of the present application. [Figure 7] FIG. 1 is a diagram of the structure of a control device according to an embodiment of the present application; [Figure 8] FIG. 10 is a diagram of the structure of another control device according to an embodiment of the present application. DETAILED DESCRIPTION OF THE INVENTION

[0085] It should be noted that modifiers such as "first" and "second" in this application are intended merely to distinguish between different described objects and are not intended to limit the position, order, priority, quantity, content, etc. of the described objects. For example, if the object being described is a "field," the ordinal number before "field" in "first field" and "second field" does not limit the position or order of the "field," and "first" and "second" do not limit whether the "fields" modified by "first" and "second" are in the same message, nor do they limit the order of the "first field" and "second field." In another example, if the object being described is a "level," the ordinal number before "level" in "first level" and "second level" does not limit the priority of the "level." In another example, the quantity of the described object is not limited by the modifier and may be one or more. A "first device" is used as an example. The number of "devices" may be one or more. Furthermore, objects modified by different modifiers may be the same or different. For example, if the object being described is a "device," the "first device" and the "second device" may be the same device, the same type of device, or different types of devices. In another example, if the object being described is "information," the "first information" and the "second information" may be the same information or different information. In conclusion, in the embodiments of the present application, modifiers used to distinguish the described objects do not constitute any limitations on the described objects. Please refer to the contextual explanations in the claims or embodiments for an explanation of the described objects. Modifiers should not constitute unnecessary limitations.

[0086] In the embodiments of the present application, expressions such as "at least one of a1, a2, ..., and an" are used, and include cases where any one of a1, a2, ..., and an exists alone, and also include any combination of a1, a2, ..., and an. Each case may exist alone. For example, the expression "at least one of a, b, and c" includes cases where a single a, a single b, a single c, a combination of a and b, a combination of a and c, a combination of b and c, or a combination of a, b, and c.

[0087] The following describes the technical solutions of the present application with reference to the accompanying drawings.

[0088] The following first describes several diagrams of motor control systems according to an embodiment of the present application. The systems can be configured to control motors to improve the cost-effectiveness and driving stability of a vehicle.

[0089] 1A is a diagram of a motor control system according to one embodiment of the present application. As shown in FIG. 1A, the system includes a first device, a switch device, and a target motor. The first device, the switch device, and the target motor are disposed on the same vehicle. The target motor is configured to provide driving force to the vehicle.

[0090] The switch device is connected to both the first device and the target motor. The first device can control the target motor to be turned on or off via the switch device. For example, when the switch device is turned on, the target motor is turned on, and when the switch device is turned off, the target motor is turned off. Here, the switch device may exist independently of the first device or may be integrated into the first device. This is not particularly limited in the present specification.

[0091] The first device may be a motor controller for the target motor or a component within the motor controller. The component may be, for example, a chip or integrated circuit. The motor controller may be, for example, a microcontroller unit (MCU) or a microprocessor unit (MPU).

[0092] The switch device has two states: an off state and an on state. For example, when the target motor needs to be turned on, the switch device is configured to be turned on, and when the target motor needs to be turned off, the switch device is configured to be turned off.

[0093] The switch device may be a switching transistor. The switching transistor may be, for example, an insulated gate bipolar transistor (IGBT) or a metal-oxide-semiconductor field-effect transistor (MOSFET, abbreviated as MOS). Alternatively, the switch device may be a clutch. This is not particularly limited in the present specification.

[0094] The target motor is a motor to be controlled. The target motor may be a front motor or a rear motor. This is not particularly limited in this specification.

[0095] For example, the target motor may alternatively be an auxiliary motor in a vehicle, configured to assist a main motor in the vehicle in providing driving power to the vehicle.

[0096] FIG. 1B is a diagram of another motor control system according to an embodiment of the present application. Compared with the motor control system shown in FIG. 1A, the system shown in FIG. 1B further includes a second device. The second device may communicate with the first device in a wired or wireless manner. For specific descriptions of the first device, switch device, and target motor in FIG. 1B, please refer to the descriptions of the corresponding content in FIG. 1A. The details will not be described again in this specification.

[0097] For example, in FIG. 1B, the first device may receive instruction information from the second device. The instruction information indicates which second motor should be turned on or off. The first device controls the second motor to be turned on or off based on the instruction information.

[0098] The second device may be a vehicle control unit or a component within the vehicle control unit. The component may be, for example, a chip or an integrated circuit. The vehicle control unit may be an integrated software and hardware platform that supports body control and chassis control, such as a vehicle domain controller (VDC), or may be an integrated software and hardware platform configured to support chassis control, such as a chassis domain controller.

[0099] The motor control system shown in FIG. 1A or FIG. 1B may be used in any one of a fully autonomous driving scenario (i.e., the autonomous driving system performs all operations and the natural driver does not participate in decision-making and operations), a human-machine collaborative driving scenario (i.e., the autonomous driving system and the natural driver complete driving-related operations together), and a human driving scenario (i.e., the natural driver performs all driving operations).

[0100] The motor control system shown in FIG. 1A or FIG. 1B may be used in multiple types of networks, for example, in one or more of the following types of networks: SparkLink, a long term evolution (LTE) network, a 5th generation mobile communication technology (5G), a wireless local area network (e.g., Wi-Fi), Bluetooth (BT), Zigbee, or an in-vehicle short-range wireless communication network.

[0101] It should be noted that Figure 1A or 1B is merely an example of an architecture diagram, and the number of network elements included in the system shown in Figure 1A or 1B is not limited. In addition to the functional entities shown in Figure 1A or 1B, Figure 1A or 1B may further include other functional entities not shown in Figure 1A or 1B. In addition, the method provided in the embodiment of the present application may be applied to the communication system shown in Figure 1A or 1B. Indeed, the method provided in the embodiment of the present application may also be applied to other motor control systems. This is not limited to the embodiment of the present application.

[0102] FIG. 2 is a schematic flowchart of a control method according to an embodiment of the present application.

[0103] The method of Figure 2 is applied to a control device in a vehicle, which may be, for example, the first device of Figure 1A or the second device of Figure 1B.

[0104] In this embodiment of the present application, the vehicle includes a first motor and a second motor. Both the first motor and the second motor can be configured to provide driving force for the vehicle. An example in which the second motor is the target motor is used to explain the solution. In other words, the second motor is the motor to be controlled in this embodiment of the present application.

[0105] For example, the first motor is a front motor and the second motor is a rear motor, or the first motor is a rear motor and the second motor is a front motor, where the number of motors is not limited in this embodiment of the present application.

[0106] For example, in the case of a dual-motor four-wheel drive vehicle, the maneuverability of a primary rear-wheel drive vehicle (i.e., the primary motor is the rear motor and the auxiliary motor is the front motor) is better than the maneuverability of a primary front-wheel drive vehicle (i.e., the primary motor is the front motor and the auxiliary motor is the rear motor). It can be seen that when the controlled second motor is the front motor, the vehicle has better maneuverability and higher safety, and when the controlled second motor is the rear motor, the vehicle balance can be better controlled and the vehicle has better straight-line driving performance.

[0107] Here, the vehicle may be an autonomous vehicle. The autonomous vehicle is equipped with an autonomous driving system. The autonomous driving system can independently perform all or part of the driving operations based on different autonomous driving capabilities. In some possible embodiments, the vehicle may alternatively be a non-autonomous vehicle, i.e., a human driver must perform all driving operations.

[0108] Here, the vehicle may be a new energy vehicle. The new energy vehicle may be, for example, an electric vehicle (EV), a hybrid electric vehicle (HEV), a range extended electric vehicle (EV), a plug-in hybrid electric vehicle (Plug-in HEV), a fuel cell vehicle, or another new energy vehicle, which is not particularly limited in this specification.

[0109] The method includes, but is not limited to, the following steps.

[0110] S201: Obtain reference information, which includes a driving mode of a vehicle.

[0111] Here, the driving mode of the vehicle includes at least one of an energy saving mode, a normal mode, and a sport mode.

[0112] Among the three modes, the vehicle has the longest endurance duration in the energy saving mode and the vehicle has the best acceleration performance in the sport mode. The endurance duration of the vehicle in the normal mode is shorter than the endurance duration of the vehicle in the energy saving mode but longer than the endurance duration of the vehicle in the sport mode. The acceleration performance of the vehicle in the normal mode is stronger than the acceleration performance of the vehicle in the energy saving mode but weaker than the acceleration performance of the vehicle in the sport mode.

[0113] The energy saving mode includes a first energy saving mode and a second energy saving mode, and the vehicle's durability in the first energy saving mode is longer than the vehicle's durability in the second energy saving mode.

[0114] For example, the first energy saving mode may be an ultra-power saving mode, an electric vehicle (EV) mode, etc. The second energy saving mode may be an economy mode. The economy mode is also called an ecology-conservation-optimization (ECO) mode. The economy mode can ensure basic driving comfort.

[0115] Normal mode is also called standard mode or comfort mode. In normal mode, the vehicle's performance aspects are stable and balanced, and the dynamic performance and cost-effectiveness remain balanced. Normal mode is also the driving state most commonly used during daily driving.

[0116] In Sport mode, the vehicle has good acceleration performance and the vehicle's power system responds quickly. Sport mode is typically used in scenarios where there is a high demand for vehicle power, such as overtaking and accelerating or climbing.

[0117] For example, the vehicle driving mode may be obtained based on driving mode information input by a user. For example, in a human driving scenario or a human-machine collaborative driving scenario, the driving mode information may be input by a user using a touch screen of the in-vehicle infotainment system, or by using a button on the in-vehicle infotainment system, or by voice or gesture. This is not particularly limited in this specification. In some possible embodiments, in a fully autonomous driving scenario, the vehicle driving mode may alternatively be obtained by a control device from a control center of the vehicle's autonomous driving system.

[0118] In some possible embodiments, the reference information further includes a traveling speed of the vehicle. For example, the control device may obtain the traveling speed of the vehicle from an inertial measurement unit (IMU).

[0119] In some possible embodiments, the reference information further includes the gear of the vehicle, for example the control device may obtain the gear of the vehicle from a gear sensor or a gear switch sensor of the vehicle.

[0120] Here, the gears of the vehicle include at least one of a drive gear, a reverse gear, a neutral gear, and a parking gear.

[0121] The drive gear is called D gear for short. D gear must be used when driving forward.

[0122] Reverse gear is often abbreviated to R gear and is used to move a vehicle backwards.

[0123] Neutral gear is called N gear for short. N gear is used for short-term parking. When the vehicle needs to be parked temporarily (for example, when a traffic light is on), the vehicle is put into N gear to stop the vehicle from moving without interrupting the vehicle's power.

[0124] The parking gear is abbreviated to P gear and is also called parking gear. P gear is used when parking for a long period of time. When the vehicle is in P gear, the power output of the vehicle is cut off and the vehicle will not move.

[0125] In some possible embodiments, the reference information further includes at least one of a state of the first motor, a requested torque of the second motor, and an actual torque of the second motor.

[0126] Here, the state of the first motor includes two states: a faulty state and a non-faulty state. The state of the first motor may be indicated by using an identifier, a field, a binary value, or the like. For example, when the state of the first motor is indicated by using a first value, it indicates that the state of the first motor is faulty, and when the state of the first motor is indicated by using a second value, it indicates that the state of the first motor is not faulty. It may be understood that the state of the first motor may be obtained from the first motor by the control device.

[0127] For example, the torque requirement of the second motor may be calculated based on information related to the accelerator pedal depression amount or the brake pedal depression amount of the vehicle. It can be seen that the torque requirement of the second motor may reflect the power requirements of the vehicle. A larger torque requirement of the second motor indicates a larger power requirement of the vehicle.

[0128] The actual torque of the second motor is the actual output torque of the second motor, also referred to as motor torque or motor moment, i.e., indicates the value of the rotational force of the second motor. A larger actual torque of the second motor indicates a sufficient power source for the vehicle. For example, the actual torque of the second motor may be obtained from the second motor by the control device.

[0129] In some possible embodiments, the criteria information further includes the state of the vehicle.

[0130] For example, the controller can obtain the vehicle status from the vehicle's readiness light, which may also be referred to as a ready light.

[0131] Here, the status of the vehicle may be indicated by using an identifier, a binary value, etc. For example, when the ready light is on, the ready light outputs a first identifier, which indicates that the status of the vehicle is ready to drive (i.e., ready), which indicates that the vehicle is ready, has started successfully, and is ready to depart, and when the ready light is off, the ready light outputs a second identifier, which indicates that the status of the vehicle is not ready to drive (i.e., not ready).

[0132] The Ready Light is off and the vehicle status is in a non-operable state when any one of the following conditions is met: the vehicle is in park, the vehicle is charging, or the vehicle has a fault. Causes of vehicle fault include, but are not limited to, a broken charge indicator filament, a loose cable head in the battery post, a faulty motor controller, a faulty circuit, etc.

[0133] It can be understood that when the vehicle's state is in an inoperable state, the vehicle's driving speed is zero.

[0134] S202: Control the second motor to be turned on or off based on the driving mode of the vehicle.

[0135] In one implementation, when the control device is the first device of FIG. 1A, for example, a motor controller of the second motor, the control device controls the second motor to be turned on or off.

[0136] 1B , e.g., a vehicle control unit, controlling the second motor to be turned on or off includes generating instruction information, the instruction information indicating to turn the second motor on or off, and sending the instruction information to a motor controller of the second motor such that the motor controller of the second motor controls the second motor to be turned on or off based on the instruction information. Correspondingly, if the instruction information indicates to turn the second motor on, the motor controller of the second motor controls the second motor to be turned on based on the instruction information, and if the instruction information indicates to turn the second motor off, the motor controller of the second motor controls the second motor to be turned off based on the instruction information.

[0137] In this embodiment of the present application, controlling the second motor to be turned on or off includes controlling the second motor to be turned on or off via a switch device. Specifically, the switch device has two states, an off state and an on state. When the switch device is turned on, the second motor is turned on, and when the switch device is turned off, the second motor is turned off.

[0138] For example, the switch device may be a switching transistor. The switching transistor may be, for example, an IGBT or a MOS. In some possible embodiments, the switch device may alternatively be a clutch. This is not particularly limited herein.

[0139] The IGBT is used as an example to explain the operating principle of a switching transistor. An IGBT is a composite, fully controlled, voltage-driven power semiconductor device that includes a bipolar junction transistor (BJT) and an insulated gate field-effect transistor (MOS), and has two advantages: high input impedance and low turn-on voltage. The switching function of an IGBT is achieved by applying a forward gate voltage to form a channel, providing base current to the (PNP) transistor, thereby turning the IGBT on. Conversely, when a reverse gate voltage is applied, the channel disappears, blocking the base current and turning the IGBT off.

[0140] For example, if the motor controller determines that the second motor needs to be turned on, it can output a forward voltage to the gate of the IGBT to turn on the IGBT (which is equivalent to turning on the switch device), thereby turning on the second motor. If the motor controller determines that the second motor needs to be turned off, it can output a reverse voltage to the gate of the IGBT to turn off the IGBT (which is equivalent to turning off the switch device), thereby turning off the second motor. Therefore, when an IGBT is used as the switch device, it is easy to control turn-on and turn-off, and the speed at which the switch device switches on and off is fast. This can improve the control efficiency of the second motor.

[0141] In this embodiment of the present application, when the second motor is controlled to be turned on or off based on the driving mode of the vehicle, the second motor is turned off for a longer time when the driving mode is the energy saving mode compared to when the driving mode is the normal mode or the sport mode. Also, from the perspective of probability, the probability of controlling the second motor to be turned off in the energy saving mode is higher than the probability of controlling the second motor to be turned off in the normal mode or the sport mode, and the probability of controlling the second motor to be turned on in the energy saving mode is lower than the probability of controlling the second motor to be turned on in the normal mode or the sport mode.

[0142] In this embodiment of the present application, the reference information for determining that the second motor needs to be turned on is different from the reference information for determining that the second motor needs to be turned off. Hereinafter, the process for determining that the second motor needs to be turned on and the process for determining that the second motor needs to be turned off will be described separately based on the specific content of the reference information.

[0143] (1) The second motor needs to be turned off.

[0144] In this embodiment of the present application, the reference information further includes a traveling speed of the vehicle. Controlling the second motor to be turned on or off based on a driving mode of the vehicle includes controlling the second motor to be turned off based on the driving mode of the vehicle and the traveling speed of the vehicle.

[0145] For example, when the vehicle is in the energy saving mode or the normal mode and the vehicle is traveling at a high speed, the second motor needs to be turned off. In this way, when the rolling resistance of the wheels reaches a threshold, the gear tooth surface of the drive shaft of the second motor can still be well engaged. This effectively improves the driving stability of the vehicle and eliminates noise, vibration, and harshness (NVH) interference.

[0146] Furthermore, the reference information further includes a state of the vehicle. Controlling the second motor to be turned off based on a driving mode of the vehicle and a traveling speed of the vehicle is controlling the second motor to be turned off based on the driving mode of the vehicle, the traveling speed of the vehicle, and the state of the vehicle.

[0147] In one implementation, referring to the decision diagram shown in FIG. 3A , when the vehicle's driving mode is an energy saving mode or a normal mode, the vehicle's state is an inoperable state, and the vehicle's driving speed is 0, the second motor is controlled to be turned off.

[0148] It can be seen that compared with the sports mode, the energy saving mode and normal mode have higher requirements for cost-effectiveness. When the vehicle is in an unoperable state, the second motor can be turned off in a timely manner to reduce energy consumption, which helps improve the cost-effectiveness of the vehicle.

[0149] Furthermore, the reference information further includes a gear of the vehicle. Controlling the second motor to be turned off based on a driving mode of the vehicle, a traveling speed of the vehicle, and a state of the vehicle is controlling the second motor to be turned off based on a driving mode of the vehicle, a traveling speed of the vehicle, a state of the vehicle, and a gear of the vehicle.

[0150] In one implementation, referring to the decision diagram shown in FIG. 3B, if the vehicle's driving mode is sport mode, the vehicle's gear is parking gear, the vehicle's driving speed is 0, and the vehicle's status is in an inoperable state, the second motor is controlled to be turned off.

[0151] In sports mode, the second motor can be turned off in a timely manner only when the vehicle is in parking gear and the vehicle is in a non-operational state, reducing energy consumption, which helps improve the cost-effectiveness of the vehicle.

[0152] In this embodiment of the present application, in addition to the vehicle's traveling speed, the reference information may further include at least two of a gear of the vehicle, a state of the first motor, a requested torque of the second motor, and an actual torque of the second motor. Controlling the second motor to be turned off based on the vehicle's driving mode and the vehicle's traveling speed includes controlling the second motor to be turned off based on the vehicle's driving mode, the vehicle's traveling speed, and at least two of a gear of the vehicle, a state of the first motor, a requested torque of the second motor, and an actual torque of the second motor.

[0153] In one implementation, referring to the decision diagram shown in FIG. 3C, if the driving mode of the vehicle is in sport mode, the gear of the vehicle is in park gear, and the following conditions are met: The vehicle's traveling speed is equal to or less than a first speed threshold; When all the conditions that the actual torque of the second motor is less than or equal to the first torque threshold are met, the second motor is controlled to be turned off.

[0154] Here, the first speed threshold and the first torque threshold are preset based on experience.

[0155] In sport mode, it is known that the second motor can be turned off only when the vehicle is put into parking gear, when the vehicle's running speed is low and the output torque of the second motor is small, in this case, to reduce energy consumption.

[0156] In one implementation, referring to the decision diagram shown in FIG. 3D, when the driving mode of the vehicle is in normal mode, the gear of the vehicle is in parking gear, and the following conditions are met: the vehicle's traveling speed is equal to or less than a second speed threshold; When all the conditions that the actual torque of the second motor is less than or equal to the second torque threshold are met, the second motor is controlled to be turned off.

[0157] Here, the second speed threshold and the second torque threshold are preset based on experience, for example, the second speed threshold may be equal to the first speed threshold, and the second torque threshold may be equal to the first torque threshold.

[0158] In normal mode, when the vehicle is put into parking gear, if the vehicle running speed is low and the output torque of the second motor is small, in this case, it can be seen that the second motor can be turned off to reduce energy consumption.

[0159] In one implementation, referring to the decision diagram shown in FIG. 3E, when the driving mode of the vehicle is in normal mode, the gear of the vehicle is in drive gear, reverse gear, or neutral gear, and the following conditions are met: The first motor is not in a fault state; the vehicle's traveling speed is equal to or greater than a third speed threshold; the requested torque of the second motor is less than or equal to a third torque threshold; and When the actual torque of the second motor is less than or equal to the fourth torque threshold and the fourth torque threshold is greater than the third torque threshold, the second motor is controlled to be turned off.

[0160] Here, the third speed threshold, the third torque threshold and the fourth torque threshold may be preset based on experience.

[0161] For example, the third speed threshold is greater than the second speed threshold and / or the fourth torque threshold is equal to the second torque threshold.

[0162] In normal mode, when the vehicle is in one of the drive, reverse, or neutral gears, if the vehicle speed is high but the second motor's required and actual torque is small, the second motor is turned off. In this way, when the rolling resistance of the wheels reaches a threshold due to high speed, the gear teeth of the second motor's drive shaft can still be properly engaged. This not only improves the vehicle's driving stability but also eliminates NVH interference.

[0163] In one implementation, referring to the decision diagram shown in FIG. 3F, when the vehicle's driving mode is an energy saving mode, the energy saving mode can be classified into a first energy saving mode and a second energy saving mode. The endurance duration of the vehicle in the first energy saving mode is longer than the endurance duration of the vehicle in the second energy saving mode. In this case, determining that the second motor needs to be turned off may alternatively be one of the following cases 1 to 3.

[0164] Case 1: When the energy saving mode is the first energy saving mode, the vehicle gear is the drive gear, the reverse gear, or the neutral gear, and the status of the first motor is not faulty, the second motor is controlled to be turned off.

[0165] Case 2: The energy saving mode is the second energy saving mode, the vehicle gear is the parking gear, and the following conditions are met: the vehicle's traveling speed is equal to or less than a fourth speed threshold; When all conditions are met that the actual torque of the second motor is less than or equal to the fifth torque threshold, the second motor is controlled to be turned off.

[0166] Here, the fourth speed threshold and the fifth torque threshold may be preset based on experience. For example, the fourth speed threshold may be equal to the second speed threshold, and the fourth speed threshold may be less than the third speed threshold. For example, the fifth torque threshold may be equal to the fourth torque threshold.

[0167] Case 3: The energy saving mode is the second energy saving mode, the vehicle gear is the drive gear, the reverse gear, or the neutral gear, and the following conditions are met: The first motor is not in a fault state; the vehicle's speed is equal to or greater than a fifth speed threshold; the requested torque of the second motor is less than or equal to a sixth torque threshold; and When the actual torque of the second motor is less than or equal to the seventh torque threshold and the seventh torque threshold is greater than the sixth torque threshold, the second motor is controlled to be turned off.

[0168] Here, the fifth speed threshold, the sixth torque threshold, and the seventh torque threshold may be preset based on experience. For example, the fifth speed threshold may be greater than the fourth speed threshold, and the fifth speed threshold may be less than the third speed threshold. For example, the seventh torque threshold may be equal to the fourth torque threshold, and the sixth torque threshold may be equal to the third torque threshold.

[0169] The first energy saving mode may be an ultra-power saving mode, in which the second motor is turned off if the first motor does not fail, reducing energy consumption and improving the cost-effectiveness of the vehicle.

[0170] The second energy-saving mode may be an economy mode. In this mode, if the vehicle is in parking gear, the current vehicle speed is low, and the actual torque of the second motor is small, this means that the current driving force of the second motor may be negligible. In this case, the second motor can be turned off to reduce energy consumption and improve the cost-effectiveness of the vehicle. In this mode, if the vehicle is in one of drive gear, reverse gear, and neutral gear, the first motor is not faulty, the current vehicle speed is greater than the vehicle speed threshold, but both the requested torque and the actual torque of the first motor are low, this indicates that operation of only the first motor can meet the driving requirements of the vehicle in economy mode. In this case, the second motor can be turned off to reduce energy consumption and improve the cost-effectiveness of the vehicle.

[0171] (2) The second motor needs to be turned on.

[0172] In this embodiment of the present application, when the second motor needs to be turned on, the second motor is not faulty by default, i.e., the state of the second motor may always be not faulty.

[0173] In this embodiment of the present application, in addition to the driving mode of the vehicle, the reference information further includes a gear of the vehicle. Controlling the second motor to be turned on or off based on the driving mode of the vehicle includes controlling the second motor to be turned on based on the driving mode of the vehicle and the gear of the vehicle.

[0174] In one implementation, referring to the decision diagram shown in FIG. 4A, when the vehicle's driving mode is in sport mode and the vehicle's gear is in drive gear, reverse gear, or neutral gear, the second motor is controlled to be turned on.

[0175] It turns out that in sport mode, the second motor is likely to be turned on to provide the vehicle with an adequate source of power and therefore improve the vehicle's acceleration performance.

[0176] The reference information further includes at least one of a traveling speed of the vehicle, a state of the first motor, and a requested torque of the second motor. Controlling the second motor to be turned on based on a driving mode of the vehicle and a gear of the vehicle includes controlling the second motor to be turned on based on the driving mode of the vehicle, the gear of the vehicle, and at least one of the traveling speed of the vehicle, the state of the first motor, and the requested torque of the second motor.

[0177] In one implementation, referring to the decision diagram shown in FIG. 4B, when the driving mode of the vehicle is in normal mode, the gear of the vehicle is in drive gear, reverse gear, or neutral gear, and the following conditions are met: The condition of the first motor is faulty; The vehicle's speed is equal to or less than a sixth speed threshold; and When at least one of the conditions is satisfied: the requested torque of the second motor is greater than or equal to an eighth torque threshold, the second motor is controlled to be turned on.

[0178] Here, the sixth speed threshold and the eighth torque threshold may be preset based on experience.

[0179] In normal mode, when the vehicle is in any one of drive gear, reverse gear, and neutral gear, if the first motor of the vehicle fails, the second motor is turned on to replace the first motor in providing driving force to the vehicle so as to ensure normal running of the vehicle, and / or if the torque demand of the second motor is large, the second motor is turned on so as to enable the vehicle to respond to the power requirement in a timely manner, and / or if the running speed of the vehicle is within a preset range, the second motor is turned on so as to ensure that the vehicle meets durability requirements and acceleration performance requirements in normal mode.

[0180] In one implementation, referring to the decision diagram shown in FIG. 4C, when the driving mode of the vehicle is an energy saving mode, the energy saving mode may be classified into a first energy saving mode and a second energy saving mode. The endurance duration of the vehicle in the first energy saving mode is longer than the endurance duration of the vehicle in the second energy saving mode. In this case, determining that the second motor needs to be turned on may alternatively be the following cases 4 and 5.

[0181] Case 4: When the energy saving mode is the first energy saving mode, the vehicle gear is the drive gear or the reverse gear, and the status of the first motor is faulty, the second motor is controlled to be turned on.

[0182] Case 5: The energy saving mode is the second energy saving mode, the vehicle gear is the drive gear, the reverse gear, or the neutral gear, and the following conditions are met: The condition of the first motor is faulty; The vehicle's speed is equal to or less than the seventh speed threshold; and When at least one of the conditions that the requested torque of the second motor is equal to or greater than a ninth torque threshold is satisfied, the second motor is controlled to be turned on.

[0183] Here, the seventh speed threshold and the ninth torque threshold may be preset based on experience, for example, the seventh speed threshold may be smaller than the sixth speed threshold, and the ninth torque threshold may be equal to the eighth torque threshold.

[0184] The first energy saving mode may be an ultra-power saving mode. In this mode, when the vehicle is in drive gear or reverse gear, the second motor is turned on only if the first motor fails, supporting normal vehicle operation in the first energy saving mode. The second energy saving mode may be an economy mode. In the economy mode, when the vehicle is in any one of drive gear, reverse gear, and neutral gear, if the first motor of the vehicle fails, the second motor is turned on to replace the first motor in providing driving force to the vehicle, thereby ensuring normal vehicle operation in the economy mode; and / or when the second motor's required torque is large, the second motor is turned on, thereby enabling the vehicle to respond to power requirements in a timely manner; and / or when the vehicle's driving speed is within a preset range, the second motor is turned on, thereby ensuring the vehicle meets durability and acceleration performance requirements in the economy mode.

[0185] In this embodiment of the present application, during the vehicle driving process, the driving mode of the vehicle may be changed and / or the gear may be switched. For example, the driving mode may be the same but the gear may be different, or the driving mode may be different but the gear may be the same, or the driving mode may be different but the gear may be different. In this case, whether the second motor needs to be turned off may be determined based on FIGS. 3A to 3F, or whether the second motor needs to be turned on may be determined based on FIGS. 4A to 4C. It may be understood that the determination of whether the second motor needs to be turned on or off before and after the change may be the same or different. Specifically, the following four cases are included: (1) It is determined that the second motor needs to be turned on before the change, and it is determined that the second motor needs to be turned off after the change. (2) It is determined that the second motor needs to be turned on before the change, and it is determined that the second motor needs to be turned on after the change. (3) Before the change, it was determined that the second motor should be off, and after the change, it was determined that the second motor should be on. (4) Before the change, it was determined that the second motor should be off, and after the change, it was determined that the second motor should be off.

[0186] For example, the second motor being controlled to be turned off may be understood as the second motor currently being in an on state, and when it is determined that the second motor needs to be turned off, the second motor is controlled to switch from on to off. The second motor being controlled to be turned off may alternatively be understood as the second motor currently being in an off state, and when it is determined that the second motor needs to be turned off, the second motor is controlled to remain off.

[0187] For example, the second motor being controlled to be turned on may be understood as the second motor currently being in an off state, and when it is determined that the second motor needs to be turned on, the second motor being controlled to switch from off to on. The second motor being controlled to be turned on may alternatively be understood as the second motor currently being in an on state, and when it is determined that the second motor needs to be turned on, the second motor being controlled to remain on.

[0188] It can be seen that in this embodiment of the present application, the motor of the vehicle can be flexibly controlled in different driving modes. In addition, in the process of determining whether the motor needs to be turned on or off, not only the state of the motor is taken into account, but also factors such as the driving mode, the gear of the vehicle, and the driving speed are taken into consideration from the perspective of vehicle driving. This improves the cost-effectiveness of the vehicle and the smoothness of vehicle driving.

[0189] To more clearly display the off-state and on-state of the second motor in different driving modes, the off-state of the second motor in different driving modes is summarized based on FIGS. 3A to 3F. Please refer to FIG. 5A for the summary results. The on-state of the second motor in different driving modes is summarized based on FIGS. 4A to 4C. Please refer to FIG. 5B for the summary results. Here, in FIG. 5A or 5B, for example, the first energy-saving mode is the ultra-power-saving mode, and the second energy-saving mode is the economy mode.

[0190] In FIG. 5A, D gear is the drive gear, R gear is the reverse gear, N gear is the neutral gear, and P gear is the parking gear. "Vehicle: not ready" indicates that the vehicle status is in an inoperable state. "First motor: no fault" indicates that the first motor status is not faulty. In FIG. 5B, "First motor: abnormal" indicates that the first motor status is abnormal.

[0191] FIG. 3A is used as an example to explain in detail the content of FIG. 5A corresponding to the content of FIG. 3A. From FIG. 3A, it can be seen that when the driving mode of the vehicle is the energy saving mode or the normal mode, the vehicle status is in an inoperable state, and the traveling speed is 0, it is determined that the second motor needs to be turned off. From FIG. 5A, it can be seen that when the driving mode is the normal mode, the vehicle status is in an inoperable state (i.e., not ready), and the traveling speed is 0, it is determined that the second motor needs to be turned off. In this case, the gear may be any of D gear, R gear, N gear, and P gear. That is, the gear is not limited. In FIG. 5A, the energy saving mode includes an ultra-power saving mode and an economy mode. Correspondingly, based on the branching of the ultra-power saving mode and the economy mode shown in FIG. 5A, it can be seen that when the vehicle status is in an inoperable state and the traveling speed is 0 in the ultra-power saving mode or the economy mode, it is determined that the second motor needs to be turned off.

[0192] FIG. 5A uses the sport mode as an example to describe when the second motor is turned off in the sport mode. In FIG. 5A, there are two cases when the second motor is turned off in the sport mode. In the first case, when the vehicle is in P gear, the vehicle state is in an undriveable state, and the vehicle's driving speed is 0 in the sport mode, it is determined that the second motor needs to be turned off. In the second case, when the vehicle is in P gear, the driving speed is equal to or less than a first speed threshold, and the actual torque of the second motor is equal to or less than a first torque threshold in the sport mode, it is determined that the second motor needs to be turned off. In some possible embodiments, the duration required for the vehicle to satisfy the motor-off condition in the second case (i.e., the driving speed is equal to or less than the first speed threshold and the actual torque of the second motor is equal to or less than the first torque threshold) may be further limited. For example, in sport mode, if the vehicle is in P gear and the following conditions are all met, namely, the driving speed is not greater than a first speed threshold, and the actual torque of the second motor is not greater than a first torque threshold, and the duration exceeds a first preset duration, it is determined that the second motor needs to be turned off. This limits the time during which the vehicle satisfies the motor-off condition, thereby preventing the second motor from frequently switching between an on state and an off state.

[0193] 5A, it can be seen that the second motor may be controlled to be turned off only when the vehicle's driving mode is in sport mode and the gear is in parking gear. In sport mode, the second motor will not be turned off when the vehicle is in drive gear, reverse gear, or neutral gear to ensure sufficient power for the vehicle.

[0194] In some possible embodiments, the required duration for the vehicle to satisfy the motor-on condition may be further limited. For example, in FIG. 5B , the normal mode is used as an example. When the vehicle's driving mode is the normal mode, the vehicle's gear is D gear, R gear, or N gear, and at least one of the following conditions is met, namely, the first motor's state is faulty, the driving speed is equal to or less than the sixth speed threshold, and the second motor's requested torque is equal to or greater than the eighth torque threshold, and the duration exceeds the second preset duration, it is determined that the second motor needs to be turned on. This limits the time for the vehicle to satisfy the motor-on condition, thereby preventing the second motor from frequently switching between the on and off states.

[0195] For example, the first preset duration set in Fig. 5A is longer than the second preset duration set in Fig. 5B. In this case, when the vehicle has a high torque demand, the second motor can be turned on in a timely manner, so that the vehicle can respond to the power demand in a timely manner, and when the second motor is controlled to be turned off, both the cost-effectiveness of the vehicle and the smoothness of the vehicle driving are taken into consideration.

[0196] In some possible embodiments, when the vehicle is in the same driving mode and gear, the preset speed threshold corresponding to the vehicle when the second motor is turned on is lower than the preset speed threshold corresponding to the vehicle when the second motor is turned off. In this way, the switching device can be prevented from being turned on or off frequently, and the second motor can also be prevented from being turned on or off frequently. This helps to extend the useful life of the switching device and the second motor.

[0197] For example, the driving mode is normal and the vehicle is in D gear. In Fig. 5A, when the vehicle is in normal mode and the gear is D gear, the preset speed threshold corresponding to the vehicle when the second motor is turned off is the third speed threshold. In Fig. 5B, when the vehicle is in normal mode and the gear is D gear, the preset speed threshold corresponding to the vehicle when the second motor is turned on is the sixth speed threshold. The third speed threshold is greater than the sixth speed threshold.

[0198] For example, the driving mode is economy mode and the vehicle is in N gear. In Fig. 5A, when the vehicle is in economy mode and the gear is N gear, the preset speed threshold corresponding to the vehicle when the second motor is turned off is the fifth speed threshold. In Fig. 5B, when the vehicle is in economy mode and the gear is N gear, the preset speed threshold corresponding to the vehicle when the second motor is turned on is the seventh speed threshold. The fifth speed threshold is greater than the seventh speed threshold.

[0199] 5A and 5B show that there are both corresponding enabling conditions for turning off the second motor and corresponding enabling conditions for turning on the second motor. The corresponding enabling condition for turning off the second motor may also be referred to as a motor-off condition, and the corresponding enabling condition for turning on the second motor may also be referred to as a motor-on condition. It can be seen that the motor-off condition is stricter than the motor-on condition. This is reflected below. When multiple motor-stop conditions are included, multiple conditions must be met simultaneously and for a long duration to execute the enabling. In this way, turning off the second motor not only promotes reduced energy consumption but also ensures vehicle smoothness, resulting in a better passenger experience. However, when multiple motor-on conditions are included, at least one of the multiple conditions only needs to be met for a short duration to execute the enabling. In this way, the second motor can be turned on in a timely manner, and the vehicle can also respond to power requests in a timely manner.

[0200] 6 is a schematic flowchart of another control method according to an embodiment of the present application. The method can be applied to a motor control system. The system may be, for example, the system shown in FIG. 1B. The system includes at least a vehicle control unit and a motor controller.

[0201] S601: The vehicle control unit obtains reference information, and the reference information includes a driving mode of the vehicle.

[0202] Here, the vehicle includes a first motor and a second motor. Both the first motor and the second motor may be configured to provide driving force for the vehicle. In this embodiment of the present application, it is assumed that the second motor is the motor to be controlled. For details regarding the vehicle, the first motor, and the second motor, please refer to the corresponding content description in the embodiment of FIG. 2. The details will not be described again in this specification.

[0203] For details about this step, please refer to the relevant description of S201 in the embodiment of Figure 2. For the sake of brevity, the details will not be described again here.

[0204] S602: The vehicle control unit generates instruction information based on a driving mode of the vehicle, where the instruction information indicates that the second motor is turned on or off.

[0205] In this embodiment of the present application, if it is determined based on any one of Figures 3A to 3F or Figure 5A and based on the reference information in S601 that the second motor needs to be turned off, instruction information is generated, and the instruction information indicates that the second motor is to be turned off.

[0206] In this embodiment of the present application, if it is determined based on any one of Figures 4A to 4C or Figure 5B and based on the reference information in S601 that the second motor needs to be turned on, instruction information is generated, and the instruction information indicates the second motor to be turned on.

[0207] Please note that for the specific determination processes of Figures 3A to 3F and 4A to 4C, please refer to the relevant description of S202 in the embodiment of Figure 2. The details will not be described again in this specification.

[0208] S603: The vehicle control unit sends instruction information to the motor controller.

[0209] In response, the motor controller receives instruction information from the vehicle control unit.

[0210] Here, the motor controller is the motor controller of the second motor.

[0211] S604: The motor controller controls the second motor to be turned on or off based on the instruction information.

[0212] In one implementation, if the instruction information instructs the second motor to be turned on, the motor controller controls the second motor to be turned on based on the instruction information.

[0213] In one implementation, if the instruction information indicates to turn off the second motor, the motor controller controls the second motor to be turned off based on the instruction information.

[0214] In this embodiment of the present application, controlling the second motor to be turned on or off includes controlling the second motor to be turned on or off through a switch device. The switch device is connected to both the motor controller and the second motor. For details about the switch device, please refer to the corresponding content description in S202. The details will not be described again in this specification.

[0215] It can be seen that in this embodiment of the present application, the vehicle control unit can determine whether the target motor needs to be turned on or off based on information such as the driving mode, gear, and driving speed of the vehicle, and instruct the motor controller of the target motor to control the target motor to be turned on or off, which helps to improve the cost-effectiveness and driving smoothness of the vehicle.

[0216] 7 is a structural diagram of a control device according to an embodiment of the present application. The control device 30 includes an acquisition unit 310 and a processing unit 312. The device 30 can be implemented by hardware, software, or a combination of software and hardware.

[0217] The acquisition unit 310 is configured to acquire reference information, the reference information including a driving mode of the vehicle, and the processing unit 312 is configured to control the second motor to be turned on or off based on the driving mode of the vehicle.

[0218] The control device 30 may be configured to implement the method described in the embodiment of Fig. 2. In the embodiment of Fig. 2, the acquisition unit 310 may be configured to perform S201, and the processing unit 312 may be configured to perform S202.

[0219] In some possible embodiments, the control device 30 may be configured to implement the vehicle control unit-side method described in the embodiment of Fig. 6. In the embodiment of Fig. 6, the acquisition unit 310 may perform S601, and the processing unit 312 may be configured to perform S602 and S603.

[0220] In some possible embodiments, the control device 30 may be further configured to implement the motor controller-side method described in the embodiment of Figure 6. In the embodiment of Figure 6, the acquisition unit 310 may perform S603, and the processing unit 312 may be configured to perform S604.

[0221] The division of units in the device 30 is merely a division of logical functions. During actual implementation, all or some of the units may be integrated into one physical entity or physically separated. In addition, the units in the device may be implemented in the form of software called by a processor. For example, the device includes a processor. The processor is connected to a memory. The memory stores instructions. The processor calls the instructions stored in the memory to implement any one of the above methods or functions of the units in the device. The processor is, for example, a general-purpose processor, such as a central processing unit (CPU) or a microprocessor. The memory is memory within the device or memory external to the device. Alternatively, the units in the device may be implemented in the form of hardware circuits, which may be designed to implement some or all of the functions of the units. A hardware circuit may be understood as one or more processors. For example, in one implementation, the hardware circuit is an application-specific integrated circuit (ASIC), and the logical relationships between elements in the circuit are designed to implement some or all of the functions of the units. As another example, in another implementation form, the hardware circuit may be implemented by using a programmable logic device (PLD). A field programmable gate array (FPGA) is used as an example. A field programmable gate array may include a large number of logic gate circuits, and the connections between the logic gate circuits are configured using a configuration file to implement the functions of some or all of the units. All units in the device may be implemented in the form of software called by a processor, or in the form of hardware circuits, or some of the units may be implemented in the form of software called by a processor, and the remaining units may be implemented in the form of hardware circuits.

[0222] In this embodiment of the present application, the processor is a circuit having signal processing capabilities. In one implementation, the processor may be a circuit having instruction reading and execution capabilities, such as a central processing unit (CPU), a microprocessor, a graphics processing unit (GPU) (which may be understood as a microprocessor), or a digital signal processor (DSP). In another implementation, the processor can implement a specific function through the logical relationships of hardware circuits. The logical relationships of the hardware circuits may be fixed or reconfigurable. For example, the processor is a hardware circuit implemented by an application-specific integrated circuit (ASIC) or a programmable logic device (PLD), such as an FPGA. In a reconfigurable hardware circuit, the process of the processor loading a configuration document to configure the hardware circuit may be understood as the process of the processor loading instructions to implement some or all of the functions of the unit. In addition, a processor may be a hardware circuit designed for artificial intelligence and may be understood as an ASIC, for example a neural network processing unit (NPU), a tensor processing unit (TPU), or a deep learning processing unit (DPU).

[0223] It will be appreciated that the units within the apparatus may be configured as one or more processors (or processing circuits) for implementing the above methods, such as a CPU, GPU, NPU, TPU, DPU, microprocessor, DSP, ASIC, FPGA, or a combination of at least two of these processor forms.

[0224] In addition, all or some of the units in the device may be integrated or implemented independently. In one implementation, the units may be integrated together and implemented in the form of a system-on-a-chip (SOC). The SOC may include at least one processor configured to perform any one of the methods or implement the functions of the units in the device. The type of the at least one processor may be different. For example, the at least one processor may include a CPU and an FPGA, a CPU and an artificial intelligence processor, and a CPU and a GPU.

[0225] FIG. 8 illustrates a control device according to an embodiment of the present application.

[0226] 8, the control device 40 includes a processor 401, a communication interface 402, a memory 403, and a bus 404. The processor 401, the memory 403, and the communication interface 402 communicate with each other via the bus 404. It should be understood that the number of processors and memories in the control device 40 is not limited in the present application.

[0227] The control device 40 may be a vehicle control unit, a motor controller, or a component within the vehicle control unit or motor controller, which may be, for example, a chip or an integrated circuit.

[0228] For example, the vehicle control unit may be an integrated software and hardware platform that supports body control and chassis control, such as a vehicle domain controller (VDC), or an integrated software and hardware platform configured to support chassis control, such as a chassis domain controller. The motor controller may be, for example, a microcontroller unit (MCU) or a microprocessor unit (MPU).

[0229] The bus 404 may be a peripheral component interconnect (PCI) bus, an extended industry standard architecture (EISA) bus, etc. Buses may be categorized as address buses, data buses, control buses, etc. For ease of representation, the bus is shown in FIG. 8 by using only one line. However, this does not indicate that only one bus or only one type of bus is present. The bus 404 may include a path for transmitting information between components of the control device 40 (e.g., the memory 403, the processor 401, and the communication interface 402).

[0230] For the processor 401, please refer to the relevant description of the processor in the above embodiment, and the details will not be described again in this specification.

[0231] The memory 403 is configured to provide storage space, which can store data such as an operating system and computer programs. The memory 403 can be one or a combination of random access memory (RAM), erasable programmable read only memory (EPROM), read-only memory (ROM), compact disc read only memory (CD-ROM), etc. The memory 403 can exist independently or can be integrated into the processor 401.

[0232] The communication interface 402 may be configured to provide information input or output for the processor 401. Alternatively, the communication interface 402 may be configured to receive data from the outside and / or transmit data to the outside, and may be an interface for a wired link including an Ethernet cable or the like, or may be an interface for a wireless link (e.g., Wi-Fi, Bluetooth, universal wireless transmission, etc.). Alternatively, the communication interface 402 may further include a transmitter (e.g., a radio frequency transmitter or antenna), a receiver, etc. coupled to the interface.

[0233] The processor 401 in the control device 40 is configured to read a computer program stored in the memory 403 and to execute the methods described above, for example the methods shown in FIG. 2 or FIG.

[0234] In a possible design, the control device 40 may be one or more modules within an entity for performing the method shown in Figure 2. The processor 401 reads one or more computer programs stored in memory to perform the following operations: Obtaining reference information by using an obtaining unit 310, the reference information including a driving mode of the vehicle; Controlling the second motor to be turned on or off based on an operating mode of the vehicle; The method may be configured to perform the following steps:

[0235] In a possible design, the control device 40 may be one or more modules within an entity (e.g., a vehicle control unit) for performing the method shown in Figure 6. The processor 401 reads one or more computer programs stored in memory to perform the following operations: Obtaining reference information by using an obtaining unit 310, the reference information including a driving mode of the vehicle; generating indication information based on an operating mode of the vehicle, the indication information indicating a second motor to be turned on or off; sending instruction information to a motor controller of a second motor; The method may be configured to perform the following steps:

[0236] In a possible design, the control device 40 may be one or more modules within an entity (e.g., a motor controller) for performing the method shown in Figure 6. The processor 401 reads one or more computer programs stored in memory to perform the following operations: receiving indication information by using an acquisition unit 310; Controlling the second motor to be turned on or off based on the instruction information; The method may be configured to perform the following steps:

[0237] In the above embodiments in this specification, the description of the embodiments has its own focus. For parts not described in detail in one embodiment, please refer to the relevant descriptions in other embodiments. In addition, in the embodiments of this application, unless otherwise specified or there is no logical contradiction, the terms and / or descriptions between the embodiments are consistent and can be mutually referenced, and the technical features in different embodiments can be combined based on their internal logical relationships to form a new embodiment.

[0238] It should be noted that those skilled in the art may understand that all or part of the steps of the method in the above embodiments may be implemented by a program instructing relevant hardware. The program may be stored in a computer-readable storage medium. The storage medium may include a read-only memory (ROM), a random access memory (RAM), a programmable read-only memory (PROM), an erasable programmable read-only memory (EPROM), a one-time programmable read-only memory (OTPROM), an electrically erasable programmable read-only memory (EEPROM), a compact disc read-only memory (CD-ROM), or another optical disk memory, a magnetic disk memory, a magnetic tape memory, or any other computer-readable medium that may be configured to carry or store data.

[0239] The technical solutions of the present application may essentially or contributingly, or all or part of the technical solutions may be implemented in the form of a software product. The computer program product is stored in a storage medium and includes some instructions for instructing a device (which may be a personal computer, a server, a network device, a robot, a single-chip microcomputer, a chip, etc.) to perform all or part of the steps of the methods described in the embodiments of the present application. [Explanation of symbols]

[0240] 4 Dual Motors 30 Control device 40 Control Device 310 Acquisition Units 312 Processing Unit 401 processor 402 Communication Interface 403 Memory 404 Bus

Claims

1. A control method, the method being applied to a vehicle, the vehicle including a first motor and a second motor, the method comprising: acquiring reference information, the reference information including an operating mode of the vehicle; controlling the second motor to be turned on or off based on the driving mode of the vehicle; A control method comprising:

2. The reference information further includes a traveling speed of the vehicle, The step of controlling the second motor to be turned on or off based on the driving mode of the vehicle includes: Controlling the second motor to be turned off based on the driving mode and the traveling speed.

2. The method of claim 1, comprising:

3. The reference information further includes a state of the vehicle. The step of controlling the second motor to be turned off based on the driving mode and the traveling speed includes: Controlling the second motor to be turned off based on the state of the vehicle, the driving mode, and the driving speed.

3. The method of claim 2, comprising:

4. The step of controlling the second motor to be turned off based on the state of the vehicle, the driving mode, and the driving speed includes: controlling the second motor to be turned off when the driving speed is 0, the driving mode is an energy saving mode or a normal mode, and the state of the vehicle is an inoperable state; 4. The method of claim 3, comprising:

5. The reference information further includes a gear of the vehicle; The step of controlling the second motor to be turned off based on the state of the vehicle, the driving mode, and the driving speed includes: controlling the second motor to be turned off when the gear is a parking gear, the driving speed is 0, the driving mode is a sport mode, and the state of the vehicle is an inoperable state; 4. The method of claim 3, comprising:

6. the reference information further includes at least two of a gear of the vehicle, a state of the first motor, a required torque of the second motor, and an actual torque of the second motor; The step of controlling the second motor to be turned off based on the driving mode and the traveling speed includes: controlling the second motor to be turned off based on the driving mode, the driving speed, and the at least two of the gear, the state of the first motor, the requested torque of the second motor, and the actual torque of the second motor.

3. The method of claim 2, comprising:

7. The step of controlling the second motor to be turned off based on the driving mode, the traveling speed, and at least two of the gear, the state of the first motor, the requested torque of the second motor, and the actual torque of the second motor includes: The driving mode is a sport mode, the gear is a parking gear, and the following conditions are met: the traveling speed is equal to or less than a first speed threshold; and The actual torque of the second motor is equal to or less than a first torque threshold. and controlling the second motor to be turned off when all of the above are satisfied.

7. The method of claim 6, comprising:

8. The step of controlling the second motor to be turned off based on the driving mode, the traveling speed, and at least two of the gear, the state of the first motor, the requested torque of the second motor, and the actual torque of the second motor includes: The driving mode is a normal mode, the gear is a parking gear, and the following conditions are met: the traveling speed is equal to or less than a second speed threshold; and The actual torque of the second motor is equal to or less than a second torque threshold. and controlling the second motor to be turned off when all of the above are satisfied.

7. The method of claim 6, comprising:

9. The step of controlling the second motor to be turned off based on the driving mode, the traveling speed, and at least two of the gear, the state of the first motor, the requested torque of the second motor, and the actual torque of the second motor includes: The driving mode is a normal mode, the gear is a drive gear, a reverse gear, or a neutral gear, and the following conditions are met: the condition of the first motor is not a fault; the traveling speed is equal to or greater than a third speed threshold; the required torque of the second motor is less than or equal to a third torque threshold; and The actual torque of the second motor is equal to or less than a fourth torque threshold, and the fourth torque threshold is greater than the third torque threshold. and controlling the second motor to be turned off when all of the above are satisfied.

7. The method of claim 6, comprising:

10. the driving mode is an energy saving mode, and the step of controlling to turn off the second motor based on the driving mode, the traveling speed, and at least two of the gear, the state of the first motor, the requested torque of the second motor, and the actual torque of the second motor includes: controlling the second motor to be turned off when the energy saving mode is a first energy saving mode, the gear is a drive gear, a reverse gear, or a neutral gear, and the state of the first motor is not a fault; or controlling the second motor to be turned off when the energy saving mode is a second energy saving mode, the gear is a parking gear, and the following conditions are all met: the driving speed is less than or equal to a fourth speed threshold, and the actual torque of the second motor is less than or equal to a fifth torque threshold; or The energy saving mode is a second energy saving mode, the gear is a drive gear, a reverse gear, or a neutral gear, and the following conditions are met: the condition of the first motor is not a fault; the traveling speed is equal to or greater than a fifth speed threshold; the required torque of the second motor is less than or equal to a sixth torque threshold; and the actual torque of the second motor is equal to or less than a seventh torque threshold, and the seventh torque threshold is greater than the sixth torque threshold. and controlling the second motor to be turned off when all of the above are satisfied. Including, an endurance range of the vehicle in the first energy saving mode is greater than an endurance duration of the vehicle in the second energy saving mode; The method of claim 6.

11. The reference information further includes a gear of the vehicle; The step of controlling the second motor to be turned on or off based on the operation mode includes: Controlling the second motor to be turned on based on the driving mode and the gear. The method according to any one of claims 1 to 10, comprising:

12. The step of controlling the second motor to be turned on based on the driving mode and the gear includes: controlling the second motor to be turned on when the driving mode is a sport mode and the gear is a drive gear, a reverse gear, or a neutral gear; 12. The method of claim 11, comprising:

13. the reference information further includes at least one of a traveling speed of the vehicle, the state of the first motor, and a required torque of the second motor; The step of controlling the second motor to be turned on based on the driving mode and the gear includes: controlling the second motor to be turned on based on the driving mode, the gear, and the at least one of the travel speed, the state of the first motor, and the required torque of the second motor.

12. The method of claim 11, comprising:

14. The step of controlling the second motor to be turned on based on the driving mode, the gear, and the at least one of the traveling speed, the state of the first motor, and the required torque of the second motor includes: The driving mode is the normal mode, the gear is the drive gear, the reverse gear, or the neutral gear, and the following conditions are met: the condition of the first motor is a fault; the travel speed is equal to or less than a sixth speed threshold; and The required torque of the second motor is equal to or greater than an eighth torque threshold. and controlling the second motor to be turned on when at least one of the following conditions is satisfied:

14. The method of claim 13, comprising:

15. The step of controlling the second motor to be turned on based on the driving mode, the gear, and the at least one of the traveling speed, the state of the first motor, and the required torque of the second motor includes: controlling the second motor to be turned on when the operating mode is the first energy saving mode, the gear is the drive gear or the reverse gear, and the state of the first motor is a fault; or The operating mode is the second energy saving mode, the gear is the drive gear, the reverse gear, or the neutral gear, and the following conditions are met: the condition of the first motor is a fault; the travel speed is equal to or less than a seventh speed threshold; and The required torque of the second motor is equal to or greater than a ninth torque threshold. and controlling the second motor to be turned on when at least one of the following conditions is satisfied: Including, the endurance duration of the vehicle in the first energy saving mode is longer than the endurance duration of the vehicle in the second energy saving mode; The method of claim 13.

16. 16. The method of any one of claims 1 to 15, wherein when the vehicle is in the same driving mode and the same gear, a preset speed threshold corresponding to the vehicle when the second motor is turned on is less than a preset speed threshold corresponding to the vehicle when the second motor is turned off.

17. 17. The method of any one of claims 1 to 16, wherein the required duration for the vehicle to satisfy a corresponding motor-on condition is shorter than the required duration for the vehicle to satisfy a corresponding motor-off condition when the vehicle is in the same driving mode and in the same gear.

18. The step of controlling the second motor to be turned on or off includes: controlling the second motor to be turned on or off via a switch device, the switch device being connected to the second motor; Including, When the switch device is turned on, the second motor is turned on; or When the switch device is turned off, the second motor is turned off.

18. The method according to any one of claims 1 to 17.

19. 1. A control device configured to control a vehicle, the vehicle comprising a first motor and a second motor, the device comprising: an acquisition unit configured to acquire a driving mode of the vehicle; a processing unit configured to control the second motor to be turned on or off based on the driving mode of the vehicle; A control device comprising:

20. A control device, the device comprising at least one processor and a communication interface; the communication interface is configured to receive and / or transmit data and / or the communication interface is configured to provide input and / or output to the processor, the at least one processor being configured to implement the method of any one of claims 1 to 18. Control device.

21. A motor control system comprising: a switch device; and a control device; The switch device is connected to the control device, the control device being configured to perform the method according to any one of claims 1 to 18. Motor control system.

22. A vehicle comprising an apparatus according to claim 19 or 20 or a system according to claim 21.

23. 19. A computer-readable storage medium storing program instructions that, when executed on at least one processor, implement the method of any one of claims 1 to 18.

24. A computer program product, when said computer program product is executed on a processor, which enables an apparatus to carry out the method of any one of claims 1 to 18.

Images