Vehicle control method, device, vehicle, and storage medium

Abstract

The present invention discloses a vehicle control method, apparatus, vehicle and storage medium, and relates to the automotive technology. The method includes obtaining the wheel speeds of two wheels on a first drive shaft of a vehicle, wherein the first drive shaft is any drive shaft of the vehicle, and the output torque of a first motor corresponding to the first drive shaft is a first torque; and controlling the output torque of a first motor to change from a first torque to a second torque, based on the slip ratio of the two wheels on the first drive shaft, such that when a first difference between the two wheels on the first drive shaft is greater than a first safety threshold, the first difference is a difference in wheel speed or a difference in slip ratio, the first safety threshold is a safety threshold corresponding to the case where the output torque of the first motor is a first torque, and the second safety threshold is a safety threshold corresponding to the case where the output torque of the first motor is a second torque.

Description

Technical Field

[0001] This application relates to the field of automotive technology, and in particular, to vehicle control methods and devices, vehicles, and storage media.

Background Art

[0002] A differential device in a vehicle is a mechanism that rotates two wheels on the same drive shaft at different wheel speeds by outputting different torques to the left drive half shaft and the right drive half shaft in the drive shaft. The differential device can meet the requirements of different wheel speeds for two wheels on the same drive shaft when the vehicle turns. In one-sided wheel slip scenarios such as high-speed cornering or off-road recovery, the first difference between two wheels on the same drive shaft can become overly large, causing damage to the differential device.

[0003] To address this situation, in related technologies, a limited slip differential (LSD) is provided. The LSD includes an electronic control actuator and a clutch. When controlling the vehicle, the electronic control actuator controls the state of the clutch, and based on the state of the clutch, controls the degree of jointing between the left drive half shaft and the right drive half shaft in the drive shaft connected to the clutch, so as to limit the first difference between two wheels on the same drive shaft.

[0004] The reason is that the LSD requires an electronic control actuator for control, and during operation, it suffers from significant wear and breakage of the clutch, leading to a short service life. Therefore, using the LSD for differential speed control incurs higher costs.

Summary of the Invention

Means for Solving the Problems

[0005] This application provides a vehicle control method and apparatus, a vehicle, and a storage medium for solving the problem of an excessively large first difference using a common differential in a vehicle, thereby reducing costs.

[0006] According to a first aspect, the present application provides a vehicle control method. The method includes obtaining the wheel speeds of two wheels on a first drive shaft of a vehicle, wherein the output torque of a first motor corresponding to the first drive shaft is a first torque, and controlling the output torque of the first motor from a first torque to a second torque, based on the slip ratio of the two wheels on the first drive shaft, such that when a first difference between the two wheels on the first drive shaft of a vehicle is greater than a first safety threshold, the first difference between the two wheels on the first drive shaft is less than or equal to a second safety threshold.

[0007] The first drive shaft may be any drive shaft of the vehicle. For example, the first drive shaft may be the front drive shaft of the vehicle. This method is applied to the front drive shaft, and the first difference between the two wheels on the front drive shaft is controlled within a safety threshold. In another example, the first drive shaft may be the rear drive shaft of the vehicle. This method is applied to the rear drive shaft, and the first difference between the two wheels on the rear drive shaft is controlled within a safety threshold. In yet another example, the first drive shaft may be the front drive shaft of the vehicle or the rear drive shaft of the vehicle. This method is applied to both the front and rear drive shafts, and the first difference between the two wheels on the rear drive shaft is controlled within a safety threshold.

[0008] For example, the applicable drive shaft and motor may be determined based on the motor and clutch configuration. For instance, it may be applied to a drive shaft and motor configured with an open differential.

[0009] The first difference is the difference in wheel speed or slip ratio. The difference in wheel speed between two wheels on the vehicle's first drive shaft can be obtained directly by subtracting the wheel speeds of the two wheels and taking the absolute value of the subtraction result. The difference in slip ratio between two wheels on the vehicle's first drive shaft can be obtained by subtracting the slip ratios of the two wheels and taking the absolute value of the subtraction result. In general, a larger difference in slip ratio indicates a larger difference in wheel speed.

[0010] The safety threshold varies depending on the output torque of the first motor corresponding to the first drive shaft. The first safety threshold is the safety threshold corresponding when the output torque of the first motor is a first torque. The second safety threshold is the safety threshold corresponding when the output torque of the first motor is a second torque.

[0011] When the first difference between two wheels on the first drive shaft is excessively large, the vehicle is generally in a scenario such as high-speed cornering (drifting) or off-road recovery. In this case, the first difference and the safety threshold may be changed by adjusting the magnitude of the output torque of the first motor so that the first difference between two wheels on the first drive shaft is less than or equal to the safety threshold. According to the above vehicle control solution, the problem of excessively large differential speeds can be solved using only a standard differential in the vehicle. Furthermore, this solution can extend the service life of the differential and reduce costs.

[0012] Optionally, the method may further include determining a first safety threshold, where the safety threshold is a range of wheel speed difference (or slip ratio) that can ensure the safe operation of the differential under the output torque of the first motor.

[0013] Motor output torque has a negative correlation with the threshold. Therefore, determining the first safety threshold is: This includes obtaining a correspondence between motor output torque and a threshold, and obtaining a first safety threshold corresponding to the case where the output torque of the first motor is a first torque, based on the correspondence between motor output torque and the threshold.

[0014] In this way, the current safety threshold corresponding to the vehicle's first torque can be obtained in real time, providing a basis for controlling the motor output torque, preventing the first difference from exceeding the safety threshold, and ensuring safety.

[0015] Motor output torque and thresholds may be obtained through bench endurance testing of the vehicle. For example, under one output torque, the wheel speed difference or slip ratio difference between two wheels is controlled to change in ascending order. Critical values ​​are determined for both intact and damaged differentials. These critical values ​​are used as thresholds corresponding to the output torque. Alternatively, if there is a wheel speed difference or slip ratio difference, the output torque is controlled to change in ascending order. Critical values ​​are determined for both intact and damaged differentials. These critical values ​​are used as output torques, and the wheel speed difference or slip ratio difference is used as the corresponding threshold. In this way, thresholds corresponding to each output torque are determined and a correspondence is established.

[0016] Control that changes the difference in wheel speed or slip ratio between two wheels in ascending order may be implemented by applying different braking forces to the two wheels or by applying different loads to the two wheels.

[0017] Correspondingly, the method for determining the second safety threshold is the same as the method for determining the first safety threshold. Specifically, the second safety threshold corresponding to the output torque of the first motor after dynamic control is obtained from the correspondence between the motor output torque and the threshold.

[0018] For a vehicle, the slip ratio of the two wheels on the first drive shaft can be used to identify the vehicle's current scenario.

[0019] In the implementation of the present invention, the current scenario of the vehicle may be identified based on the relationship between the slip ratio and slip ratio range of the wheel with the lower wheel speed among the two wheels on the first drive shaft. The output torque of the first motor may then be controlled based on the current scenario of the vehicle.

[0020] The slip ratio range may be obtained through tire characteristic testing. The traction force of a tire and the slip ratio are related by a quadratic function. Within the slip ratio range, the wheel has optimal traction. The slip ratio range may be 10% to 25%.

[0021] For example, the slip ratio of the wheel with the lower wheel speed on the first drive shaft is below the lower limit of the slip ratio range. One wheel on the first drive shaft does not slip at all, and the vehicle is determined to be in a recovery scenario in which one side of the wheels maintains good traction, such as an off-road recovery scenario.

[0022] In another example, the slip ratio of the wheel with the lower wheel speed on the first drive shaft is greater than the upper limit of the slip ratio range. Both wheels on the first drive shaft slip. The vehicle is determined to be in a drift scenario where neither wheel has grip, for example, a high-speed cornering (drift) scenario.

[0023] When the vehicle is in a different scenario, the motor output torque is controlled differently so that the first difference between the two wheels on the first drive shaft is less than or equal to a second safety threshold.

[0024] For example, the second torque is greater than the first torque.

[0025] Controlling the output torque of the first motor to change from a first torque to a second torque based on the slip ratio of the two wheels on the first drive shaft, such that the first difference between the two wheels on the first drive shaft is less than or equal to a second safety threshold, is: When the slip ratio of the wheel having a lower wheel speed among the two wheels on the first drive shaft is smaller than the lower limit of the slip ratio range, braking the wheel having a higher wheel speed or slip ratio among the two wheels on the first drive shaft, and increasing the output torque of the first motor from the first torque to the second torque so that the first difference between the two wheels on the first drive shaft becomes not more than the second safety threshold value. A method including controlling as described above.

[0026] When the vehicle is in a recovery scenario, the output torque of the first motor needs to be increased so that the vehicle obtains more kinetic energy for recovery. However, the motor output torque is negatively correlated with the safety threshold. Increasing the output torque of the first motor decreases the safety threshold, and increasing the output torque also increases the first difference. Therefore, when the kinetic energy requirement is satisfied by only increasing the output torque, it cannot be guaranteed that the first difference between the two wheels is not more than the second safety threshold. Considering this, in this implementation of the present application, the wheel with the higher wheel speed or slip ratio among the two wheels is first braked to reduce the first difference, and then based on this, the output torque is increased to ensure that the first difference between the two wheels on the first drive shaft is not more than the second safety threshold when the output torque is increased.

[0027] At this time, by combining braking and increasing the output torque, it is possible to satisfy the kinetic energy requirement in the vehicle situation, and when it is guaranteed that the wheel speed difference is below the safety threshold, the safety of the differential device can also be guaranteed.

[0028] Braking the wheel with the higher wheel speed or slip ratio among the two wheels on the first drive shaft, and controlling the output torque of the first motor to increase from the first torque to the second torque so that the first difference between the two wheels on the first drive shaft becomes not more than the second safety threshold value is Determining a target difference obtained after braking, where the target difference obtained after braking is smaller than a first safety threshold, for example, smaller than a specific value by more than the first safety threshold, for example, smaller than 20% of the first safety threshold, and providing a braking force based on the target difference to brake the wheel with the higher wheel speed or slip ratio of the two wheels, and after the first difference between the two wheels reaches the target difference by braking, controlling the output torque of the first motor to increase from the first torque to the second torque so that the first difference between the two wheels on the first drive shaft becomes less than or equal to a second safety threshold.

[0029] In one aspect, controlling the first motor to increase the output torque may be performed stepwise until the first difference between the two wheels on the first drive shaft becomes equal to the second safety threshold, or until the first difference between the two wheels on the first drive shaft becomes less than the second safety threshold and the difference between the two wheels becomes smaller, for example, 1% - 5%.

[0030] In another method, controlling the first motor to increase the output torque may be to first determine a second torque corresponding to the first difference between the two wheels, where the safety threshold corresponding to the second torque is greater than the first difference between the two wheels. Since the first difference between the two wheels increases as the torque increases, a margin can be ensured when the second torque is determined. For example, the maximum safe output torque is determined based on the first difference obtained after braking. Then, a specific amount or ratio (e.g., 10%) is decreased based on this, and the result is used as the second torque to ensure that the first difference still does not exceed the safety threshold after the output torque is increased.

[0031] For example, the second torque is smaller than the first torque.

[0032] Controlling the output torque of the first motor to change from a first torque to a second torque based on the slip ratio of the two wheels on the first drive shaft, such that the first difference between the two wheels on the first drive shaft is less than or equal to a second safety threshold, is: In the first method, when the slip ratio of the wheel with the lower wheel speed among the two wheels on the first drive shaft is greater than the upper limit of the slip ratio range, the output torque of the first motor is controlled to decrease from the first torque to the second torque so that the first difference between the two wheels on the first drive shaft is less than or equal to the second safety threshold, or The second method includes, when the slip ratio of the wheel with the lower wheel speed among the two wheels on the first drive shaft is greater than the upper limit of the slip ratio range, braking the wheel with the higher wheel speed or slip ratio among the two wheels on the first drive shaft, and controlling the output torque of the first motor to decrease from a first torque to a second torque so that the first difference between the two wheels on the first drive shaft is less than or equal to a second safety threshold.

[0033] When a vehicle is turning at high speed (drifting), the motor output torque is negatively correlated with the safety threshold. Therefore, reducing the output torque of the first motor increases the safety threshold, and further reducing the output torque reduces the first difference. Consequently, the output torque of the first motor is reduced, and as a result, the first difference between the two wheels on the first drive shaft may be less than or equal to the second safety threshold. In addition to separately reducing the output torque so that the first difference between the two wheels on the first drive shaft is less than or equal to the second safety threshold, reducing the output torque may be further combined with braking so that the first difference between the two wheels on the first drive shaft is less than or equal to the second safety threshold.

[0034] In this case, vehicle drift can be reduced by controlling the motor output torque to decrease it, and the safety of the differential can also be ensured by reducing the output torque, or by a combination of reducing the output torque and braking, so that the wheel speed difference falls below a safety threshold.

[0035] In the first embodiment, the manner in which the motor output torque is reduced may be stepwise. Alternatively, the method of reducing the motor output torque may be to first determine a second torque corresponding to a first difference between the two wheels, and then use the second torque to control the motor, where the second torque is a safe output torque. The safety threshold corresponding to the second torque may be greater than or equal to the first difference between the two wheels to ensure that the first difference is less than the safety threshold. The safety threshold corresponding to the second torque may be less than the first difference between the two wheels. Since the first difference between the two wheels decreases as the torque decreases, the safety threshold is slightly (e.g., 5%) less than the first difference between the two wheels, also ensuring that the first difference is less than the safety threshold.

[0036] In the second method, the target difference to be obtained after braking may be determined first, and the braking force is provided based on the first difference to brake the wheel with the higher wheel speed or slip ratio of the two wheels, and after the first difference between the two wheels reaches the target difference through braking, the output torque of the first motor is controlled to decrease from the first torque to the second torque so that the first difference between the two wheels on the first drive shaft is less than or equal to the second safety threshold.

[0037] In one embodiment, the target difference obtained after braking is less than a first safety threshold, and the output torque is subsequently continuously reduced, thereby clearly ensuring that the first difference between the two wheels is less than or equal to a second safety threshold. Alternatively, the target difference obtained after braking does not necessarily have to be less than the first safety threshold, or even less than the subsequent second safety threshold, and the output torque is subsequently continuously reduced. The two methods are combined, and as a result, the first difference between the two wheels is less than or equal to a second safety threshold.

[0038] In the implementation of the present invention, the output torque of the first motor can be controlled by using control commands.

[0039] For example, controlling the output torque of the first motor to change from a first torque to a second torque so that the first difference between the two wheels on the first drive shaft is less than or equal to a second safety threshold is: A method comprising determining a second torque based on a first difference between two wheels on the first drive shaft, outputting a control command based on the second torque, and using the control command to control the output torque of the first motor such that the first difference between two wheels on the first drive shaft is less than or equal to a second safety threshold.

[0040] Here, the first difference used to determine the second torque is the first difference between the two wheels that are not being braked if no braking is being performed, and the first difference between the two wheels that are being braked if braking is being performed.

[0041] When increasing the output torque, the maximum safe output torque is determined based on the first difference obtained after braking, and a predetermined amount or percentage (e.g., 10%) is reduced based on this, and the result is used as the second torque.

[0042] When the output torque decreases, the safety threshold corresponding to the second torque may be greater than or equal to the first difference between the two wheels. Alternatively, the safety threshold corresponding to the second torque may be less than the first difference between the two wheels. For example, the safety threshold may be slightly (e.g., 5%) less than the first difference between the two wheels.

[0043] In the case of front-wheel drive or rear-wheel drive vehicles, only the motor corresponding to the first drive shaft is controlled.

[0044] In a four-wheel drive vehicle, when controlling the first drive shaft, it is possible to further control the second drive shaft. For example, the following:

[0045] When the slip ratio of the wheel with the lower wheel speed among the two wheels on the first drive shaft is greater than the upper limit of the slip ratio range, and the slip ratio of the wheel with the lower wheel speed among the two wheels on the vehicle's second drive shaft is less than or equal to the upper limit of the slip ratio range, the output torque of the second motor corresponding to the vehicle's second drive shaft is controlled to increase from the third torque to the fourth torque, and the first difference between the two wheels on the second drive shaft is kept below the third safety threshold.

[0046] In a four-wheel drive vehicle, torque transmission can be performed to ensure the overall driving force of the vehicle when the slip ratio of the wheel with the lower wheel speed on another drive shaft does not exceed the upper limit.

[0047] The output torque of the second motor may be controlled in steps, or it may be controlled after a safe output torque corresponding to the first difference between the two wheels on the second drive shaft has been determined. For a detailed process, see the control of the first motor described above.

[0048] If the slip ratio of the wheel with the lower wheel speed among the two wheels on the vehicle's second drive shaft exceeds the upper limit of the slip ratio range, the output torque of the second motor corresponding to the second drive shaft is reduced. For a detailed process, please refer to the control described above for the first motor.

[0049] In the implementation of this invention, the slip ratio is the proportion of the slip component in wheel motion, and the slip ratio is the ratio of the difference between the vehicle speed and the wheel speed to the vehicle speed. The vehicle speed and wheel speed may be the average vehicle speed and average wheel speed, for example, the average vehicle speed and average wheel speed over a certain period of time.

[0050] In some possible implementations of this application, the slip ratio of the two wheels on the first drive shaft is obtained based on the wheel speeds of the two wheels and the rotational speed of the first motor.

[0051] The wheel speed is generally collected by a wheel speed sensor and then reported by a braking control unit. When the wheel speed sensor is faulty, the wheel speed is inaccurate, and the slip ratio cannot be accurately calculated. In view of this, determining the slip ratio of the two wheels on the first drive shaft is: A method comprising: obtaining the rotational speed of the first motor; determining whether the wheel speed is accurate based on the rotational speed of the first motor and the wheel speeds of the two wheels on the first drive shaft; determining the slip ratio of the two wheels on the first drive shaft based on the wheel speeds of the two wheels on the first drive shaft and the rotational speed of the first motor, when the wheel speeds of the two wheels on the first drive shaft are accurate; and outputting a fault prompt to indicate that the wheel speed sensor needs to be repaired or replaced, when the wheel speeds of the two wheels on the first drive shaft are inaccurate.

[0052] In this implementation, once the wheel speed is determined to be accurate, the wheel slip ratio is calculated, and the accuracy of the slip ratio obtained through the calculation is guaranteed.

[0053] The accuracy of the wheel speeds of the two wheels on the first drive shaft can be determined based on the wheel speeds of the two wheels on the first drive shaft and the rotational speed of the first motor. For example, the rotational speed of the motor is compared to the average value of the wheel speeds of the two wheels. If the difference is greater than a predetermined difference, the wheel speed is considered inaccurate. If the difference is less than or equal to the predetermined difference, the wheel speed is considered accurate.

[0054] When calculating the slip ratio based on the wheel speeds of the two wheels and the rotational speed of the first motor, the vehicle speed may be calculated based on the rotational speed of the first motor, and the slip ratio of the two wheels may be calculated based on that vehicle speed and the wheel speeds of the two wheels.

[0055] In an alternative implementation, the vehicle's speed may be additionally obtained. The slip ratio of the two wheels is calculated based on the vehicle speed and the wheel speeds of the two wheels.

[0056] In an alternative implementation, the vehicle's acceleration may be additionally obtained. The vehicle speed is determined by integrating the vehicle's acceleration. The slip ratio of the two wheels is calculated based on the vehicle speed and the wheel speeds of the two wheels.

[0057] In some possible implementations of this application, the method is carried out by a vehicle control unit. For example, the vehicle control unit controls the output torque of a first motor, or controls the output torque of the first motor and one wheel for braking.

[0058] When the vehicle control unit performs the method, obtaining the wheel speeds of the two wheels on the first drive shaft includes obtaining the wheel speeds of the two wheels on the first drive shaft output by the vehicle's braking control unit. Obtaining the rotational speed of the first motor includes obtaining the rotational speed of the first motor output by the vehicle's motor controller.

[0059] In some possible implementations of this application, the method is carried out by a motor controller. For example, a vehicle control unit controls the output torque of a first motor, or controls the output torque of the first motor and one wheel for braking.

[0060] When the motor controller performs the method, obtaining the wheel speeds of the two wheels on the first drive shaft includes obtaining the wheel speeds of the two wheels on the first drive shaft output by the vehicle's braking control unit. Obtaining the rotational speed of the first motor includes obtaining the rotational speed detected by a sensor in the first motor.

[0061] In this implementation, the method can be carried out by a vehicle control unit or motor controller. Any controller is used to control based on actual conditions, implement differential protection solutions, and facilitate integrated control and deployment during actual application.

[0062] According to a second aspect, the present application provides a vehicle control device. The device is An acquisition unit configured to acquire the wheel speeds of two wheels on a first drive shaft of a vehicle, wherein the first drive shaft is any drive shaft of the vehicle, and the output torque of a first motor corresponding to the first drive shaft is a first torque, and A control unit is configured to change the output torque of a first motor from a first torque to a second torque based on the slip ratio of the two wheels on the first drive shaft, such that when a first difference between two wheels on the first drive shaft is greater than a first safety threshold, the first difference is a difference in wheel speed or a difference in slip ratio, the first safety threshold is a safety threshold corresponding to the case where the output torque of the first motor is a first torque, and the second safety threshold is a safety threshold corresponding to the case where the output torque of the first motor is a second torque.

[0063] Optionally, the second torque is greater than the first torque.

[0064] The control unit is configured to brake the wheel with the higher wheel speed or slip ratio among the two wheels on the first drive shaft when the slip ratio of the wheel with the lower wheel speed is less than the lower limit of the slip ratio range, and to control the output torque of the first motor so that the first difference between the two wheels on the first drive shaft is less than or equal to a second safety threshold, thereby increasing from a first torque to a second torque.

[0065] Optionally, the second torque is smaller than the first torque.

[0066] The control unit is configured to control the output torque of the first motor so that when the slip ratio of the wheel with the lower wheel speed among the two wheels on the first drive shaft is greater than the upper limit of the slip ratio range, the first difference between the two wheels on the first drive shaft decreases from the first torque to the second torque so that it becomes less than or equal to the second safety threshold.

[0067] Optionally, the second torque is smaller than the first torque.

[0068] The control unit is configured to brake the wheel with the higher wheel speed or slip ratio among the two wheels on the first drive shaft when the slip ratio of the wheel with the lower wheel speed is greater than the upper limit of the slip ratio range, and to control the output torque of the first motor to decrease from a first torque to a second torque so that the first difference between the two wheels on the first drive shaft is less than or equal to a second safety threshold.

[0069] Optionally, the control unit is configured to determine a second torque based on a first difference between two wheels on a first drive shaft, output a control command based on the second torque, and use the control command to control the output torque of the first motor so that the first difference between two wheels on the first drive shaft is less than or equal to a second safety threshold.

[0070] Optionally, the control unit controls the output torque of the second motor corresponding to the vehicle's second drive shaft to increase it from a third torque to a fourth torque when the slip ratio of the wheel with the lower wheel speed among the two wheels on the first drive shaft is greater than the upper limit of the slip ratio range, and the slip ratio of the wheel with the lower wheel speed among the two wheels on the vehicle's second drive shaft is less than or equal to the upper limit of the slip ratio range, thereby increasing the first difference between the two wheels on the second drive shaft to less than or equal to a third safety threshold, the third safety threshold being the safety threshold corresponding to the case where the output torque of the second motor is a fourth torque.

[0071] Optionally, the acquisition unit is further configured to acquire the rotational speed of the first motor.

[0072] The apparatus further includes a determination unit configured to determine whether the wheel speeds are accurate based on the rotational speed of a first motor and the wheel speeds of two wheels on a first drive shaft, and, if the wheel speeds of the two wheels on the first drive shaft are accurate, to determine the slip ratio of the two wheels on the first drive shaft based on the wheel speeds of the two wheels on the first drive shaft and the rotational speed of a first motor.

[0073] Optionally, the device may include a vehicle control unit, or the device may include a motor controller.

[0074] Optionally, the acquisition unit is further configured to acquire a correspondence between motor output torque and a threshold, where the motor output torque has a negative correlation with the threshold, and to acquire a first safety threshold corresponding to the case where the output torque of the first motor is a first torque, based on the correspondence between motor output torque and the threshold.

[0075] According to a third aspect, the present application provides a vehicle, the vehicle including a vehicle control device according to a second aspect and a motor, the vehicle control device being connected to the motor.

[0076] According to a fourth aspect, the present application provides a vehicle control device, the vehicle control device comprising a processor and a memory, the memory being configured to store software programs and modules, the processor executing or operating the software programs and / or modules stored in the memory, enabling the vehicle control device to implement a method according to any one of the possible implementations of the first aspect.

[0077] Optionally, one or more processors and one or more memory modules may be present.

[0078] Optionally, the memory may be integrated with the processor, or the memory and processor may be located separately.

[0079] In certain implementation processes, the memory may be non-transitory memory, such as read-only memory (ROM). The memory and processor may be integrated on the same chip, or they may be located on different chips. The type of memory, and the arrangement of the memory and processor, are not limited to the embodiments of this application.

[0080] According to the fifth aspect, the present application provides a computer program (product). The computer program (product) includes computer program code. When the computer program code is executed by a computer, the computer becomes capable of performing a method according to any one of the possible implementations of the first aspect.

[0081] According to a sixth aspect, the present application provides a computer-readable storage medium. The computer-readable storage medium is configured to store program code executed by a processor. The program code is used to implement a method according to any one of the possible implementations of the first aspect.

[0082] According to a seventh aspect, a chip including a processor is provided. The processor is configured to call instructions from memory and to execute instructions stored in memory, enabling a communication device on which the chip is installed to perform a method according to any one of the possible implementations of the first aspect.

[0083] According to the eighth aspect, another chip is provided which includes an input interface, an output interface, a processor, and memory. The input interface, output interface, processor, and memory are connected to each other via an internal connection path. The processor is configured to execute code in memory. Once the code is executed, the processor is configured to perform a method according to any one of the possible implementations of the first aspect. [Brief explanation of the drawing]

[0084] [Figure 1] This is a schematic diagram of the vehicle architecture according to the present invention. [Figure 2] This is a flowchart of a vehicle control method according to an embodiment of the present invention. [Figure 3] This is a procedure for a vehicle control method according to an embodiment of the present invention. [Figure 4] This figure shows the relationship between the threshold and output torque according to the embodiment of the present application. [Figure 5] This is a flowchart of a vehicle control method according to an embodiment of the present invention. [Figure 6] This is a block diagram of a vehicle control device according to an embodiment of the present invention. [Figure 7] This is a diagram showing the configuration of a vehicle control device according to an embodiment of the present invention. [Modes for carrying out the invention]

[0085] To further clarify the purpose, technical solution, and advantages of this application, the implementation of this application will be described in more detail below with reference to the attached drawings.

[0086] To facilitate understanding of the technical solutions provided in the embodiments of this application, the system architecture in this application will be described first. The system architecture in this application is a vehicle. Figure 1 is a diagram of the architecture of a vehicle according to an embodiment of this application. Referring to Figure 1, the vehicle includes a motor control loop and a braking control loop.

[0087] The motor control loop mainly includes a vehicle control unit (VCU) 1, a front motor controller 2, a rear motor controller 3, a front motor 4, and a rear motor 5. The vehicle control unit 1 is the main control unit of the vehicle and receives motor rotation speed and torque signals from the motor controllers and controls the torque increase / decrease requests of the motor controllers. The front motor controller 2 and rear motor controller 3 control the torque increase / decrease of the front motor 4 and rear motor 5, respectively, based on the torque requests / commands from the vehicle control unit 1, and also detect the actual rotation speed and torque signals of the front motor and rear motor and feed them back to the vehicle control unit 1.

[0088] The braking control loop includes a vehicle control unit 1, a braking control unit 7, a right front wheel speed sensor 7, a right rear wheel speed sensor 8, a left front wheel speed sensor 9, a left rear wheel speed sensor 10, a right front brake device 11, a right rear brake device 12, a left front brake device 13, a left rear brake device 14, etc. The vehicle control unit 1 receives wheel speed signals and braking pressure signals from the braking control units and controls the pressure establishment of the braking loop. The braking control unit 6 mainly performs pressure establishment, pressure holding, and pressure reduction control of the braking loop to accurately control the wheel-side braking pressure, thereby implementing a differential speed control function.

[0089] Indeed, Figure 1 is merely an example. In other implementations, there may be only one group of front motors and front motor controllers, or only one group of rear motors and rear motor controllers, as shown in Figure 1.

[0090] Figure 2 is a flowchart of a vehicle control method according to an embodiment of the present application. This method can be performed by a vehicle control unit or motor controller of a vehicle. As shown in Figure 2, this method includes the following steps.

[0091] 101: Obtain the wheel speeds of the two wheels on the first drive shaft of the vehicle. Here, the output torque of the first motor corresponding to the first drive shaft is the first torque.

[0092] The first drive shaft may be any drive shaft of the vehicle. For example, the first drive shaft may be the front drive shaft of the vehicle. This method is applied to the front drive shaft, and the first difference between the two wheels on the front drive shaft is controlled within a safety threshold. In another example, the first drive shaft may be the rear drive shaft of the vehicle. This method is applied to the rear drive shaft, and the first difference between the two wheels on the rear drive shaft is controlled within a safety threshold. In yet another example, the first drive shaft may be the front drive shaft of the vehicle or the rear drive shaft of the vehicle. This method is applied to both the front and rear drive shafts, and the first difference between the two wheels on the rear drive shaft is controlled within a safety threshold.

[0093] For example, the applicable drive shaft and motor may be determined based on the motor and clutch configuration. For instance, it may be applied to a drive shaft and motor configured with an open differential.

[0094] 102: When the first difference between the two wheels on the first drive shaft of the vehicle is greater than the first safety threshold, the output torque of the first motor is controlled to change from the first torque to the second torque based on the slip ratio of the two wheels on the first drive shaft so that the first difference between the two wheels on the first drive shaft is less than or equal to the second safety threshold.

[0095] The first difference is the difference in wheel speed or slip ratio. The difference in wheel speed between two wheels on the vehicle's first drive shaft can be obtained directly by subtracting the wheel speeds of the two wheels and taking the absolute value of the subtraction result. The difference in slip ratio between two wheels on the vehicle's first drive shaft can be obtained by subtracting the slip ratios of the two wheels and taking the absolute value of the subtraction result. In general, a larger difference in slip ratio indicates a larger difference in wheel speed.

[0096] The safety threshold varies depending on the output torque of the first motor corresponding to the first drive shaft. The first safety threshold is the safety threshold corresponding when the output torque of the first motor is a first torque. The second safety threshold is the safety threshold corresponding when the output torque of the first motor is a second torque.

[0097] When the first difference between two wheels on the first drive shaft is excessively large, the vehicle is generally in a scenario such as high-speed cornering (drifting) or off-road recovery. In this case, the first difference and the safety threshold may be changed by adjusting the magnitude of the output torque of the first motor so that the first difference between two wheels on the first drive shaft is less than or equal to the safety threshold. According to the above vehicle control solution, the problem of excessively large differential speeds can be solved using only a standard differential in the vehicle. Furthermore, this solution can extend the service life of the differential and reduce costs.

[0098] Figure 3 is a flowchart of a vehicle control method according to an embodiment of the present application. This method can be performed by a vehicle control unit or motor controller of a vehicle. The following example uses performance by a vehicle control unit. When the vehicle control unit performs control, the motor controller and the braking control unit perform coordinated control. As shown in Figure 3, the method includes the following steps.

[0099] 201: Obtain the wheel speeds of the two wheels on the first drive shaft and the rotational speed of the first motor, and the output torque of the first motor corresponding to the first drive shaft is the first torque.

[0100] The vehicle control unit obtains the wheel speeds of the two wheels on the first drive shaft, which are output by the vehicle's braking control unit. The vehicle control unit also obtains the rotational speed of the first motor, which is output by the vehicle's motor controller.

[0101] Optionally, the method may further include the step of obtaining the braking force of each wheel, for example, monitoring the braking force of each wheel via a braking pressure sensor, and then providing a basis for performing single-wheel braking on the wheels.

[0102] Step 202: Based on the wheel speeds of the two wheels on the first drive shaft and the rotational speed of the first motor, it is determined whether the wheel speeds of the two wheels on the first drive shaft are accurate. Step 204 is performed when the wheel speeds of the two wheels on the first drive shaft are accurate. Step 203 is performed when the wheel speeds of the two wheels on the first drive shaft are inaccurate.

[0103] The wheel speed of each wheel is normally collected by a wheel speed sensor (or differential rotational speed sensor), for example, the four wheel speed sensors shown in Figure 1, and then reported to the vehicle control unit via the braking control unit. When a wheel speed sensor (or differential rotational speed sensor) is faulty, the wheel speed will be inaccurate.

[0104] For example, the rotational speed of a motor is compared to the average of the wheel speeds of two wheels. If the difference is greater than a predetermined difference, the wheel speed is considered inaccurate. If the difference is less than or equal to the predetermined difference, the wheel speed is considered accurate.

[0105] 203: Output a fault prompt indicating that the wheel speed sensor needs to be repaired or replaced.

[0106] Step 203 is an optional step.

[0107] 204: The slip ratio of the two wheels on the first drive shaft is determined based on the wheel speeds of the two wheels on the first drive shaft and the rotational speed of the first motor.

[0108] The slip ratio is the proportion of the slip component in wheel motion, and is the ratio of the difference between vehicle speed and wheel speed to vehicle speed. Vehicle speed and wheel speed may be average vehicle speed and average wheel speed, for example, the average vehicle speed and average wheel speed over a certain period.

[0109] In some possible implementations of this application, the slip ratio of the two wheels on the first drive shaft is obtained based on the wheel speeds of the two wheels and the rotational speed of the first motor. When calculating the slip ratio based on the wheel speeds of the two wheels and the rotational speed of the first motor, the vehicle speed may be calculated based on the rotational speed of the first motor, and the slip ratio of the two wheels may be calculated based on that vehicle speed and the wheel speeds of the two wheels.

[0110] In this case, it is not necessary to use the vehicle's actual speed. This reduces parameter acquisition and complexity.

[0111] In an alternative implementation, the vehicle's speed may be additionally obtained. The slip ratio of the two wheels is calculated based on the vehicle speed and the wheel speeds of the two wheels.

[0112] In an alternative implementation, the vehicle's acceleration may be additionally obtained. The vehicle speed is determined by integrating the vehicle's acceleration. The slip ratio of the two wheels is calculated based on the vehicle speed and the wheel speeds of the two wheels.

[0113] 205: From the correspondence between motor output torque and threshold, obtain the first safety threshold corresponding to the case where the output torque of the first motor is the first torque.

[0114] In this step, the vehicle control unit first obtains the output torque of the first motor. The output torque of the first motor is sent to the vehicle control unit by a motor controller connected to the first motor. For example, the front motor controller in Figure 1 may transmit the output torque of the front motor to the vehicle control unit. Based on the correspondence between the motor output torque and the threshold, the vehicle control unit obtains a first safety threshold corresponding to the case where the output torque of the first motor is a first torque. The motor output torque has a negative correlation with the threshold. The correspondence can be stored in the vehicle control unit or in another device with memory capabilities within the vehicle.

[0115] Motor output torque and thresholds may be obtained through bench endurance testing of the vehicle. For example, under one output torque, the wheel speed difference or slip ratio difference between two wheels is controlled to change in ascending order. Critical values ​​are determined for both intact and damaged differentials. These critical values ​​are used as thresholds corresponding to the output torque. Alternatively, if there is a wheel speed difference or slip ratio difference, the output torque is controlled to change in ascending order. Critical values ​​are determined for both intact and damaged differentials. These critical values ​​are used as output torques, and the wheel speed difference or slip ratio difference is used as the corresponding threshold. In this way, thresholds corresponding to each output torque are determined and a correspondence is established.

[0116] Control that changes the difference in wheel speed or slip ratio between two wheels in ascending order may be implemented by applying different braking forces to the two wheels or by applying different loads to the two wheels.

[0117] 206: Determine whether the first difference between the two wheels on the first drive shaft of the vehicle is greater than the first safety threshold. Step 207 is performed if the first difference between the two wheels on the first drive shaft is greater than the first safety threshold.

[0118] For example, it is determined whether the difference in wheel speed between two wheels on the vehicle's first drive shaft is greater than a first safety threshold. After receiving the wheel speed of each wheel, the vehicle control unit obtains the difference in wheel speed between two wheels on the first drive shaft by performing a subtraction on the wheel speeds of the two wheels belonging to the same drive shaft.

[0119] In another example, it is determined whether the slip ratio difference between two wheels on the vehicle's first drive shaft is greater than a first safety threshold. The safety threshold corresponding to the wheel speed difference is different from the safety threshold corresponding to the slip ratio difference.

[0120] If the first difference between the two wheels on the first drive shaft is less than or equal to the first safety threshold, the subsequent steps do not need to be performed, and the output torque of the first motor is maintained.

[0121] 207: Of the two wheels on the first drive shaft, brake the wheel with the higher wheel speed or slip ratio.

[0122] The determined braking force must be greater than the braking force monitored from the wheel with the higher current wheel speed or slip ratio.

[0123] Braking a wheel means applying wheel-side hydraulic braking to the wheel, for example, by providing braking pressure to a wheel braking device (e.g., a braking pump) within a braking loop to perform braking.

[0124] In possible embodiments, the vehicle control unit determines a target difference to be obtained after braking, the target difference to be smaller than a first safety threshold, for example, by a specific value, for example, by 20% of the first safety threshold, and provides a braking force based on the target difference to brake the wheel of the two wheels that has a higher wheel speed or slip ratio.

[0125] For the two wheels on the first drive shaft, the wheel with the lower wheel speed is the first wheel, and the wheel with the higher wheel speed is the second wheel. During braking, the target wheel speed of the second wheel is initially determined based on the wheel speed of the first wheel. The target wheel speed is such that the wheel speed difference between the first and second wheels reaches the target difference. Then, based on the target wheel speed and the current wheel speed of the second wheel, the wheel speed that needs to be reduced by braking is determined, and based on the wheel speed that needs to be reduced by braking, the corresponding braking force is determined.

[0126] A mapping relationship exists between braking force and decreasing wheel speed. This mapping relationship may be obtained through bench testing of the vehicle. Further details are not described herein.

[0127] Then, after braking the wheels so that the first difference between the two wheels is less than or equal to the first safety threshold, the braking of the wheel with the higher wheel speed or slip ratio on the first drive shaft is stopped.

[0128] In another possible implementation, the vehicle control unit determines a target difference obtained after braking. The target difference obtained after braking is greater than a first safety threshold, but the difference between the target difference and the first safety threshold is less than the difference between the first difference and the first safety threshold.

[0129] After the wheels have been braked for a predetermined time, the braking of the wheel with the higher wheel speed or slip ratio among the two wheels on the first drive shaft is stopped. Once the braking is stopped, the first difference between the two wheels is still greater than the first safety threshold, but the difference between the first difference and the first safety threshold becomes smaller.

[0130] Optionally, step 207 may be performed after steps 208 and 210.

[0131] 208: Determine whether the slip ratio of the wheel with the lower wheel speed among the two wheels on the first drive shaft is greater than the lower limit of the slip ratio range. Step 209 is performed if the slip ratio of the wheel with the lower wheel speed among the two wheels on the first drive shaft is less than the lower limit of the slip ratio range. Step 210 is performed if the slip ratio of the wheel with the lower wheel speed among the two wheels on the first drive shaft is greater than or equal to the lower limit of the slip ratio range.

[0132] Here, when determining whether the slip ratio of the wheel with the lower wheel speed is greater than the lower limit of the slip ratio range, we may determine whether the slip ratio obtained before braking is greater than the lower limit of the slip ratio range, or whether the slip ratio obtained after braking is greater than the lower limit of the slip ratio range. In step 207, the wheel with the higher wheel speed is braked, but the slip ratio of the wheel with the lower wheel speed is clearly not affected by the braking. Therefore, the slip ratio of the wheel with the lower wheel speed obtained before and after braking remains unchanged or changes only slightly.

[0133] The current state of the vehicle can be determined based on the relationship between the slip ratio and slip ratio range of the wheel with the lower wheel speed among the two wheels on the first drive shaft. Then, the output torque of the first motor can be controlled based on the current scenario of the vehicle.

[0134] The slip ratio range may be obtained through tire characteristic testing. There is a quadratic relationship between tire traction and slip ratio. Within the slip ratio range, the wheel has optimal traction. The slip ratio range may be 10% to 25%.

[0135] When the slip ratio of the wheel with the lower wheel speed among the two wheels on the first drive shaft is less than the lower limit of the slip ratio range, the vehicle is determined to be in a recovery scenario in which one wheel maintains good traction, such as an off-road recovery scenario.

[0136] 209: The output torque of the first motor is controlled to increase from the first torque to the second torque so that the first difference between the two wheels on the first drive shaft is less than or equal to the second safety threshold.

[0137] The second safety threshold is the safety threshold corresponding to the case where the output torque of the first motor is equal to the second torque.

[0138] After braking causes the first difference between the two wheels to reach a target difference, the output torque of the first motor is controlled to increase from the first torque to the second torque so that the first difference between the two wheels on the first drive shaft remains below the second safety threshold.

[0139] In one embodiment, the first motor may be controlled to increase the output torque in steps until a first difference between two wheels on the first drive shaft equals a second safety threshold, or until the first difference between two wheels on the first drive shaft falls below the second safety threshold and the difference between the two wheels becomes small, for example, 1% to 5%.

[0140] In step-by-step control, the unit output torque is increased each time based on the previous output torque. After the control is complete, it is determined whether the first difference between the two wheels is greater than or equal to the second safety threshold. The above process is repeated until the first difference between the two wheels is less than or equal to the second safety threshold. The unit of increase in each step is determined based on the control accuracy of the motor.

[0141] Alternatively, controlling the first motor to increase the output torque may involve first determining a second torque corresponding to a first difference between the two wheels, where the safety threshold corresponding to the second torque is greater than the first difference between the two wheels. As the torque increases, the first difference between the two wheels increases, so a margin can be ensured when the second torque is determined. For example, a maximum safe output torque is determined based on the first difference obtained after braking. A certain amount or percentage (e.g., 10%) is then reduced based on this, and the result is used as the second torque to ensure that the first difference still does not exceed the safety threshold after the output torque has been increased.

[0142] Figure 4 shows the relationship between torque and threshold. Torque has a negative correlation with the threshold. As shown in Figure 4, before step 208 is performed, the output torque of the first motor is a, and the corresponding first safety threshold is A. After braking is performed, the wheel speed difference between the two wheels on the first drive shaft decreases to C.

[0143] Specifically, the second torque is determined based on the first difference between the two wheels on the first drive shaft. A first control command is issued based on the second torque. The first control command is used to control the output torque of the first motor to increase from the first torque to the second torque.

[0144] When the vehicle is in a recovery scenario, the output torque of the first motor needs to be increased so that the vehicle can obtain greater kinetic energy for recovery. However, motor output torque is negatively correlated with the safety threshold, and increasing the output torque of the first motor decreases the safety threshold, and increasing the output torque also increases the first difference. Therefore, when the kinetic energy requirement is met by increasing the output torque alone, it cannot be guaranteed that the first difference between the two wheels is less than or equal to the second safety threshold. Taking this into consideration, in this embodiment of the present application, the wheel with the higher wheel speed or slip ratio of the two wheels is braked first to reduce the first difference, and then the output torque is increased based on this, so as the output torque is increased, it is ensured that the first difference between the two wheels on the first drive shaft is less than or equal to the second safety threshold.

[0145] In this case, the combination of braking and increased output torque can satisfy the kinetic energy requirements for the vehicle's condition, and the safety of the differential can also be guaranteed if the wheel speed difference is guaranteed to remain below a safety threshold.

[0146] The torque increment formed by increasing the torque is used to compensate for the power loss caused by single-sided braking. In addition to being limited to the first difference, the increment may also have a positive correlation with the single-wheel braking pressure. Specifically, in addition to ensuring that the first difference does not exceed a safety threshold, during selection, a larger torque increment may be selected as the single-wheel braking pressure increases.

[0147] 210: Determine whether the slip ratio of the wheel with the lower wheel speed among the two wheels on the first drive shaft is greater than the upper limit of the slip ratio range. Step 211 is performed if the slip ratio of the wheel with the lower wheel speed among the two wheels on the first drive shaft is greater than the upper limit of the slip ratio range. If the slip ratio of the wheel with the lower wheel speed among the two wheels on the first drive shaft is less than or equal to the upper limit of the slip ratio range, maintain the output torque of the first motor.

[0148] Here, when determining whether the slip ratio of the wheel with the lower wheel speed is greater than the upper limit of the slip ratio range, it is possible to determine whether the slip ratio obtained before braking is greater than the upper limit of the slip ratio range, or whether the slip ratio obtained after braking is greater than the upper limit of the slip ratio range.

[0149] When the slip ratio of the wheel with the lower wheel speed among the two wheels on the first drive shaft is greater than the upper limit of the slip ratio range, the vehicle is determined to be in a drift scenario in which both wheels lack grip, such as a high-speed cornering (drift) scenario.

[0150] 211: The output torque of the first motor is controlled to decrease from the first torque to the second torque so that the first difference between the two wheels on the first drive shaft is less than or equal to the second safety threshold.

[0151] After braking causes the first difference between the two wheels to reach a target difference, the output torque of the first motor is controlled to decrease from the first torque to the second torque so that the first difference between the two wheels on the first drive shaft remains below the second safety threshold.

[0152] A second torque is determined based on a first difference between two wheels on the first drive shaft. A second control command is issued based on the second torque. The second control command is used to control the first motor to increase / decrease the torque.

[0153] In one embodiment, the target difference obtained after braking is less than a first safety threshold, and the output torque is subsequently continuously reduced, thereby clearly ensuring that the first difference between the two wheels is less than or equal to a second safety threshold. Alternatively, the target difference obtained after braking does not necessarily have to be less than the first safety threshold, or even less than the subsequent second safety threshold, and the output torque is subsequently continuously reduced. The two methods are combined, and as a result, the first difference between the two wheels is less than or equal to a second safety threshold.

[0154] When the slip ratio of the wheel with the lower wheel speed among the two wheels on the first drive shaft is within the slip ratio range, the vehicle is considered to be in a transient operating state scenario, and torque increase / decrease control is not performed on the first motor in accordance with the differential protection strategy.

[0155] In the case of a four-wheel drive vehicle, when controlling the first drive shaft, the second drive shaft can be further controlled. For example, the method described above is: The method includes controlling the output torque of the second motor corresponding to the second drive shaft of the vehicle to increase from a third torque to a fourth torque when the slip ratio of the wheel with the lower wheel speed among the two wheels on the first drive shaft is greater than the upper limit of the slip ratio range, and the slip ratio of the wheel with the lower wheel speed among the two wheels on the second drive shaft of the vehicle is less than or equal to the upper limit of the slip ratio range, and keeping the first difference between the two wheels on the second drive shaft less than or equal to a third safety threshold, wherein the third safety threshold is the safety threshold corresponding to the case when the output torque of the second motor is the fourth torque.

[0156] In a four-wheel drive vehicle, torque transmission can be performed to ensure the overall driving force of the vehicle when the slip ratio of the wheel with the lower wheel speed on another drive shaft does not exceed the upper limit.

[0157] The output torque of the second motor may be controlled in steps, or it may be controlled after a safe output torque corresponding to the first difference between the two wheels on the second drive shaft has been determined. For a detailed process, see the control of the first motor described above.

[0158] If the slip ratio of the wheel with the lower wheel speed among the two wheels on the vehicle's second drive shaft exceeds the upper limit of the slip ratio range, the output torque of the second motor corresponding to the second drive shaft is reduced. For a detailed process, please refer to the control described above for the first motor.

[0159] In addition, the wheel speed difference control solution provided in this embodiment of the present application intervenes earlier than the intervention in the traction control system. This avoids power problems caused by the intervention of the traction control system during the vehicle's journey and ensures dynamic performance.

[0160] Figure 5 is a flowchart of a vehicle control method according to an embodiment of the present invention. This method can be performed by a vehicle control unit or motor controller of the vehicle. The following example uses execution by a motor controller. When the motor controller performs control, the braking control unit performs coordinated control. As shown in Figure 5, this method includes the following steps.

[0161] 301: Obtain the wheel speeds of the two wheels on the first drive shaft and the rotational speed of the first motor, and the output torque of the first motor corresponding to the first drive shaft is the first torque.

[0162] The motor controller obtains the wheel speeds of the two wheels on the first drive shaft, output by the vehicle's braking control unit, via the vehicle control unit. The motor controller also obtains the rotational speed detected by the sensor of the first motor.

[0163] 302: Based on the wheel speeds of the two wheels on the first drive shaft and the rotational speed of the first motor, it is determined whether the wheel speeds of the two wheels on the first drive shaft are accurate. Step 304 is performed when the wheel speeds of the two wheels on the first drive shaft are accurate. Step 303 is performed when the wheel speeds of the two wheels on the first drive shaft are inaccurate.

[0164] For a detailed explanation of the process in step 302, please refer to step 202. Further details are not provided herein.

[0165] 303: Output a fault prompt indicating that the wheel speed sensor needs to be repaired or replaced.

[0166] Step 303 is an optional step.

[0167] 304: The slip ratio of the two wheels on the first drive shaft is determined based on the wheel speeds of the two wheels on the first drive shaft and the rotational speed of the first motor.

[0168] For a detailed explanation of the process in step 304, please refer to step 204. Further details are not provided herein.

[0169] 305: From the correspondence between the motor output torque and the threshold, obtain the first safety threshold corresponding to the case where the output torque of the first motor is the first torque.

[0170] For a detailed explanation of the process in step 305, please refer to step 205. Further details are not provided herein.

[0171] 306: Determine whether the first difference between two wheels on the first drive shaft of the vehicle is greater than the first safety threshold. Step 307 is performed if the first difference between two wheels on the first drive shaft is greater than the first safety threshold.

[0172] If the first difference between the two wheels on the first drive shaft is less than or equal to the first safety threshold, the subsequent steps do not need to be performed, and the output torque of the first motor is maintained.

[0173] For a detailed explanation of the process in step 306, please refer to step 206. Further details are not provided herein.

[0174] 307: Determine whether the slip ratio of the wheel with the lower wheel speed among the two wheels on the first drive shaft is greater than the lower limit of the slip ratio range. Step 308 is performed if the slip ratio of the wheel with the lower wheel speed among the two wheels on the first drive shaft is less than the lower limit of the slip ratio range. Step 310 is performed if the slip ratio of the wheel with the lower wheel speed among the two wheels on the first drive shaft is greater than or equal to the lower limit of the slip ratio range.

[0175] For a detailed explanation of the process in step 307, please refer to step 208. Further details are not provided herein.

[0176] 308: Of the two wheels on the first drive shaft, brake the wheel with the higher wheel speed or slip ratio.

[0177] For a detailed explanation of the process in step 308, please refer to step 207. Further details are not provided herein.

[0178] 309: The output torque of the first motor is controlled to increase from a first torque to a second torque so that the first difference between the two wheels on the first drive shaft is less than or equal to a second safety threshold.

[0179] For a detailed explanation of the process in step 309, please refer to step 209. Further details are not provided herein.

[0180] 310: Determine whether the slip ratio of the wheel with the lower wheel speed among the two wheels on the first drive shaft is greater than the upper limit of the slip ratio range. Step 311 is performed if the slip ratio of the wheel with the lower wheel speed among the two wheels on the first drive shaft is greater than the upper limit of the slip ratio range. If the slip ratio of the wheel with the lower wheel speed among the two wheels on the first drive shaft is less than or equal to the upper limit of the slip ratio range, the motor output torque is maintained.

[0181] For a detailed explanation of the process in step 310, please refer to step 210. Further details are not provided herein.

[0182] 311: The output torque of the first motor is controlled to decrease from the first torque to the second torque so that the first difference between the two wheels on the first drive shaft is less than or equal to the second safety threshold.

[0183] For a detailed explanation of the process in step 311, please refer to step 211. Further details are not provided herein.

[0184] In comparison, the method shown in Figure 5 differs from the method provided in Figure 2 in that, in addition to the difference between the implementing entities, braking is performed only in the recovery scenario and not in the high-speed cornering (drift) scenario.

[0185] Figure 6 is a block diagram of a vehicle control device according to an embodiment of the present application. The vehicle control device may be implemented as all or part of a vehicle control unit or motor controller using software, hardware, or a combination thereof. The vehicle control device includes an acquisition unit 401 and a control unit 402.

[0186] The acquisition unit 401 is configured to acquire the wheel speeds of two wheels on a first drive shaft of a vehicle, where the first drive shaft is any drive shaft of the vehicle, and the output torque of a first motor corresponding to the first drive shaft is the first torque.

[0187] The control unit 402 is configured to control the output torque of the first motor from a first torque to a second torque based on the slip ratio of the two wheels on the first drive shaft, so that the first difference between the two wheels on the first drive shaft is less than or equal to a second safety threshold when the first difference between the two wheels on the first drive shaft is greater than a first safety threshold, wherein the first difference is the difference in wheel speed or the difference in slip ratio, the first safety threshold is the safety threshold corresponding to the case where the output torque of the first motor is a first torque, and the second safety threshold is the safety threshold corresponding to the case where the output torque of the first motor is a second torque.

[0188] Optionally, the second torque is greater than the first torque.

[0189] The control unit 402 is configured to brake the wheel with the higher wheel speed or slip ratio among the two wheels on the first drive shaft when the slip ratio of the wheel with the lower wheel speed is less than the lower limit of the slip ratio range, and to control the output torque of the first motor so that the first difference between the two wheels on the first drive shaft is less than or equal to a second safety threshold, thereby increasing from a first torque to a second torque.

[0190] Optionally, the second torque is smaller than the first torque.

[0191] The control unit 402 is configured to control the output torque of the first motor so that when the slip ratio of the wheel with the lower wheel speed among the two wheels on the first drive shaft is greater than the upper limit of the slip ratio range, the first difference between the two wheels on the first drive shaft decreases from the first torque to the second torque so that it becomes less than or equal to the second safety threshold.

[0192] Optionally, the second torque is smaller than the first torque.

[0193] The control unit 402 is configured to brake the wheel with the higher wheel speed or slip ratio among the two wheels on the first drive shaft when the slip ratio of the wheel with the lower wheel speed is greater than the upper limit of the slip ratio range, and to control the output torque of the first motor so that the first difference between the two wheels on the first drive shaft is less than or equal to a second safety threshold, thereby reducing the torque from a first torque to a second torque.

[0194] Optionally, the control unit 402 is configured to determine a second torque based on a first difference between two wheels on a first drive shaft, output a control command based on the second torque, and use the control command to control the output torque of the first motor so that the first difference between two wheels on the first drive shaft is less than or equal to a second safety threshold.

[0195] Optionally, the control unit 402 is further configured to control the output torque of the second motor corresponding to the vehicle's second drive shaft to increase it from a third torque to a fourth torque when the slip ratio of the wheel with the lower wheel speed among the two wheels on the first drive shaft is greater than the upper limit of the slip ratio range, and the slip ratio of the wheel with the lower wheel speed among the two wheels on the vehicle's second drive shaft is less than or equal to the upper limit of the slip ratio range, so that the first difference between the two wheels on the second drive shaft is less than or equal to a third safety threshold, the third safety threshold being the safety threshold corresponding to the case where the output torque of the second motor is a fourth torque.

[0196] Optionally, the acquisition unit 401 is further configured to acquire the rotational speed of the first motor.

[0197] The apparatus further includes a determination unit 403 configured to determine whether the wheel speeds are accurate based on the rotational speed of the first motor and the wheel speeds of the two wheels on the first drive shaft, and, if the wheel speeds of the two wheels on the first drive shaft are accurate, to determine the slip ratio of the two wheels on the first drive shaft based on the wheel speeds of the two wheels on the first drive shaft and the rotational speed of the first motor.

[0198] Optionally, the device may include a vehicle control unit, or the device may include a motor controller.

[0199] Optionally, the acquisition unit 401 is further configured to acquire a correspondence between motor output torque and a threshold, where the motor output torque has a negative correlation with the threshold, and to acquire a first safety threshold corresponding to the case where the output torque of the first motor is a first torque, based on the correspondence between motor output torque and the threshold.

[0200] When the vehicle control device provided in the above embodiments is in operation, the division into functional units described above is used merely as an illustrative example. In actual application, the aforementioned functions may be assigned to different functional units and implemented on a case-by-case basis. Specifically, the internal structure of the device is divided into different functional units to implement all or part of the above functions. In addition, embodiments of the vehicle control device and vehicle control method provided in the above embodiments relate to the same concept. For specific implementation processes of the device, please refer to the embodiments of the method. Further details are again not described herein.

[0201] The preceding instructions corresponding to the attached drawings each have their own focus. For some procedures not described in detail, please refer to the relevant instructions in other procedures.

[0202] Embodiments of this application further provide a vehicle, which includes a vehicle control device and a motor, as shown in Figure 6. The vehicle control device is connected to the motor.

[0203] Figure 7 is a schematic diagram of the structure of a vehicle control device 900 according to an exemplary embodiment of the present application. The vehicle control device 900 shown in Figure 7 is configured to perform operations related to the vehicle control method shown in Figures 2, 3, or 5. The vehicle control device 900 may include the vehicle control unit or motor controller described above. The vehicle control device 900 may be implemented using a general bus architecture.

[0204] As shown in Figure 7, the vehicle control device 900 includes at least one processor 901, a memory 903, and at least one communication interface 904.

[0205] The processor 901 is, for example, a central processing unit (CPU), a digital signal processor (DSP), a network processor (NP), a graphics processing unit (GPU), a neural-network processing unit (NPU), a data processing unit (DPU), a microprocessor, or one or more integrated circuits configured to implement the solution of this application. For example, the processor 901 includes an application-specific integrated circuit (ASIC), a programmable logic device (PLD) or another programmable logic device, a transistor logic device, a hardware component, or any combination thereof. A PLD is, for example, a complex programmable logic device (CPLD), a field-programmable gate array (FPGA), a generic array logic (GAL), or any combination thereof. The processor may implement or execute various logic blocks, modules, and circuits as described with reference to the embodiments disclosed of the present invention. Alternatively, the processor may be a combination for implementing computing functions, for example, a combination including one or more microprocessors, or a combination of a DSP and a microprocessor.

[0206] Optionally, the vehicle control unit 900 further includes a bus. The bus is configured to transfer information between components of the vehicle control unit 900. The bus may be a peripheral component interconnect (PCI) bus, an extended industry standard architecture (EISA) bus, or the like. The bus may be classified into an address bus, a data bus, a control bus, etc. For ease of representation, only one thick line is used in Figure 7 for representation, but this does not mean that only one bus or only one type of bus exists.

[0207] Memory 903 is, for example, read-only memory (ROM) or another type of static storage device capable of storing static information and instructions; another example being random access memory (RAM) or another type of dynamic storage device capable of storing information and instructions; another example being electrically erasable programmable read-only memory (EEPROM), compact disc read-only memory (CD-ROM) or another compact disc storage device, optical disc storage device (including compact optical discs, laser discs, optical discs, digital multipurpose discs, Blu-ray discs, etc.), magnetic disk storage medium or another magnetic storage device, or any other medium that may be configured to carry or store expected program code in the form of instruction structures or data structures and can be accessed by a computer. For example, memory 903 exists independently and is connected to processor 901 via a bus. Alternatively, memory 903 may be integrated with processor 901.

[0208] The communication interface 904 is any device, such as a transceiver, and is configured to communicate with another device or communication network. The communication network may be an Ethernet®, a Wireless Access Network (RAN), a Bluetooth® network, or the like. The communication interface 904 may include a wired communication interface and may further include a wireless communication interface. In embodiments of the present application, the communication interface 904 may be used by the vehicle control device 900 to communicate with other devices.

[0209] In specific implementations, in embodiments, the processor 901 may include one or more CPUs, for example, CPU 0 and CPU 1 shown in Figure 7. Each of these processors may be a single-core processor (single CPU) or a multi-core processor (multi-CPU). A processor as used herein may be one or more devices, circuits, and / or processing cores configured to process data (e.g., computer program instructions).

[0210] In a specific implementation, the vehicle control device 900 may include a plurality of processors, for example, processors 901 and 905 shown in Figure 7. Each processor may be a single-core processor (single CPU) or a multi-core processor (multi-CPU). A processor as used herein may be one or more devices, circuits, and / or processing cores configured to process data (e.g., computer program instructions).

[0211] In a specific implementation, the vehicle control device 900 may further include an output device and an input device. The output device communicates with the processor 901 and can display information in multiple ways. For example, the output device may be a liquid crystal display (LCD), a light-emitting diode (LED) display device, a cathode ray tube (CRT) display device, or a projector. The input device communicates with the processor 901 and can receive user input in multiple ways. For example, the input device may be a touchscreen device or a sensing device.

[0212] In some embodiments, the memory 903 is configured to store program code 910 for executing the solution of this application. The processor 901 can execute the program code 910 stored in the memory 903. Specifically, the vehicle control device 900 may implement the vehicle control method provided in the embodiment of the method through the program code 910 in the memory 903 via the processor 901. The program code 910 may include one or more software modules. Optionally, the processor 901 may store program code or instructions for executing the solution of this application.

[0213] In a specific embodiment, the vehicle control device 900 in this embodiment of the present application may correspond to a motor control module or motor controller in each of the embodiments of the method described above. The processor 901 in the vehicle control device 900 reads instructions in the memory 903, enabling the vehicle control device 900 shown in Figure 7 to perform all or part of the operations performed by the motor control module or motor controller.

[0214] Specifically, the processor 901 is configured to acquire the wheel speeds of two wheels on a first drive shaft of a vehicle, where the first drive shaft is any drive shaft of the vehicle, the output torque of a first motor corresponding to the first drive shaft is a first torque, and when a first difference between the two wheels on the first drive shaft is greater than a first safety threshold, the processor controls the output torque of the first motor to change from a first torque to a second torque based on the slip ratio of the two wheels on the first drive shaft, thereby ensuring that the first difference between the two wheels on the first drive shaft is not greater than a second safety threshold, where the first difference is a wheel speed difference or a slip ratio difference, the first safety threshold is the safety threshold corresponding to the case where the output torque of the first motor is a first torque, and the second safety threshold is the safety threshold corresponding to the case where the output torque of the first motor is a second torque.

[0215] For the sake of brevity, other optional implementations will not be described again in this specification.

[0216] The vehicle control device 900 may further correspond to the vehicle control device shown in Figure 6. Each functional module of the vehicle control device is implemented using the software of the vehicle control device 900. In other words, the functional modules included in the vehicle control device are generated after the processor 901 of the vehicle control device 900 reads the program code 910 stored in the memory 903.

[0217] The steps of the vehicle control method shown in Figure 2, Figure 3, or Figure 5 are completed via integrated logic circuits of hardware in the processor of the vehicle control device 900, or through instructions in the form of software. The steps of the method disclosed with reference to embodiments of this application may be performed directly by a hardware processor, or by a combination of hardware and software modules within the processor. The software modules may be located in mature storage media in the art, such as random access memory, flash memory, read-only memory, programmable read-only memory, electrically erasable programmable memory, or registers. The storage media are located in memory. The processor reads information from memory and, in combination with the processor's hardware, completes the steps of the method described above. To avoid repetition, details are not described again here.

[0218] Embodiments of this application further provide a chip comprising an input interface, an output interface, a processor, and memory. The input interface, output interface, processor, and memory are connected to each other via an internal connection path. The processor is configured to execute code in memory. Once the code is executed, the processor is configured to execute one of the vehicle control methods described above.

[0219] It should be understood that the processor may be a CPU, or another general-purpose processor, DSP, ASIC, FPGA, or another programmable logic device, discrete gate or transistor logic device, discrete hardware component, etc. The general-purpose processor may be a microprocessor, or any conventional processor, etc. It should be noted that the processor may be a processor that supports the ARM architecture.

[0220] Furthermore, in optional embodiments, there may be one or more processors and one or more memories. Optionally, the memory may be integrated with the processors, or the memory and processors may be located separately. The memory may include read-only memory and random-access memory, which may provide instructions and data to the processors. The memory may further include non-volatile random-access memory. For example, the memory may further store reference blocks and target blocks.

[0221] The memory may be volatile memory or non-volatile memory, or may include both volatile and non-volatile memory. Non-volatile memory may be ROM, PROM, EPROM, EEPROM, or flash memory. Volatile memory may be RAM and used as an external cache. Many forms of RAM may be used, but are not limited to examples, such as SRAM, DRAM, SDRAM, DDR SDRAM, ESDRAM, SLDRAM, and DR RAM.

[0222] Embodiments of this application further provide a computer-readable storage medium. The computer-readable storage medium stores computer instructions. When a computer instruction stored in the computer-readable storage medium is executed by a vehicle control device, the vehicle control device becomes capable of executing the vehicle control method provided above.

[0223] Embodiments of this application further provide a computer program product including instructions. When the computer program product is run on a vehicle control device, the vehicle control device becomes capable of performing the vehicle control method provided above.

[0224] All or part of the embodiments described above may be implemented using software, hardware, firmware, or any combination thereof. When software is used for implementation, all or part of the embodiments described above may be implemented in the form of a computer program product. A computer program product includes one or more computer instructions. When the computer program instructions are loaded onto a computer and executed, all or part of the procedures or functions described in this application are generated. The computer may be a general-purpose computer, a dedicated computer, a computer network, or another programmable device. The computer instructions may be stored in a computer-readable storage medium or transmitted from one computer-readable storage medium to another. For example, computer instructions may be transmitted from one website, computer, server, or data center to another website, computer, server, or data center by wired (e.g., coaxial cable, optical fiber, or digital subscriber line) or wireless (e.g., infrared, radio, or microwave). The computer-readable storage medium may be any available medium accessible by a computer, or a data storage device such as a server or data center that integrates one or more available media. The usable media may include magnetic media (e.g., floppy disks, hard disks, or magnetic tapes), optical media (e.g., DVDs), and semiconductor media (e.g., solid-state disks).

[0225] Those skilled in the art will understand that all or part of the steps of the embodiments described above can be implemented by hardware or a program that instructs related hardware. The program may be stored in a computer-readable storage medium. The storage medium may be read-only memory, a magnetic disk, an optical disk, or the like.

[0226] The foregoing description is merely an optional embodiment of the present application, and the scope of protection of the present application is not limited thereto. Any modification or substitution that is readily conceivable by a person skilled in the art within the scope of the art disclosed herein shall fall within the scope of protection of the present application. Accordingly, the scope of protection of the present application shall be subject to the scope of protection of the claims.

Claims

1. A vehicle control method, The method involves obtaining the wheel speeds of two wheels on a first drive shaft of a vehicle, wherein the first drive shaft is any drive shaft of the vehicle, and the output torque of a first motor corresponding to the first drive shaft is a first torque. A vehicle control method comprising: controlling the output torque of the first motor from a first torque to a second torque based on the slip ratio of the two wheels on the first drive shaft, such that when the first difference between the two wheels on the first drive shaft is greater than a first safety threshold, the first difference is a difference in wheel speed or a difference in slip ratio, the first safety threshold is the safety threshold corresponding to the case where the output torque of the first motor is the first torque, and the second safety threshold is the safety threshold corresponding to the case where the output torque of the first motor is the second torque.

2. The second torque is greater than the first torque. Based on the slip ratio of the two wheels on the first drive shaft, controlling the output torque of the first motor to change from the first torque to the second torque so that the first difference between the two wheels on the first drive shaft is less than or equal to the second safety threshold is: When the slip ratio of the wheel with the lower wheel speed among the two wheels on the first drive shaft is less than the lower limit of the slip ratio range, the wheel with the higher wheel speed or slip ratio among the two wheels on the first drive shaft is braked. The method according to claim 1, comprising controlling the output torque of the first motor to increase from a first torque to a second torque such that the first difference between the two wheels on the first drive shaft is less than or equal to a second safety threshold.

3. The second torque is smaller than the first torque. Based on the slip ratio of the two wheels on the first drive shaft, controlling the output torque of the first motor to change from the first torque to the second torque so that the first difference between the two wheels on the first drive shaft is less than or equal to the second safety threshold is: The method according to claim 1, further comprising controlling the output torque of the first motor to decrease from a first torque to a second torque so that the first difference between the two wheels on the first drive shaft is less than or equal to the second safety threshold when the slip ratio of the wheel with the lower wheel speed among the two wheels on the first drive shaft is greater than the upper limit of the slip ratio range.

4. The second torque is smaller than the first torque. Based on the slip ratio of the two wheels on the first drive shaft, controlling the output torque of the first motor to change from the first torque to the second torque so that the first difference between the two wheels on the first drive shaft is less than or equal to the second safety threshold is: When the slip ratio of the wheel with the lower wheel speed among the two wheels on the first drive shaft is greater than the upper limit of the slip ratio range, the wheel with the higher wheel speed or slip ratio among the two wheels on the first drive shaft is braked. The method according to claim 1, comprising controlling the output torque of the first motor to decrease from a first torque to a second torque so that the first difference between the two wheels on the first drive shaft is less than or equal to a second safety threshold.

5. Controlling the output torque of the first motor to change from the first torque to the second torque so that the first difference between the two wheels on the first drive shaft is less than or equal to the second safety threshold is: The method according to any one of claims 1 to 4, comprising determining a second torque based on a first difference between two wheels on the first drive shaft, outputting a control command based on the second torque, and using the control command to control the output torque of the first motor such that the first difference between two wheels on the first drive shaft is less than or equal to a second safety threshold.

6. The method according to any one of claims 1 to 5, further comprising: controlling the output torque of the second motor corresponding to the second drive shaft of the vehicle to increase from a third torque to a fourth torque when the slip ratio of the wheel with the lower wheel speed among the two wheels on the first drive shaft is greater than the upper limit of the slip ratio range, and the slip ratio of the wheel with the lower wheel speed among the two wheels on the second drive shaft of the vehicle is less than or equal to the upper limit of the slip ratio range; and making the first difference between the two wheels on the second drive shaft less than or equal to a third safety threshold, wherein the third safety threshold is the safety threshold corresponding to the case when the output torque of the second motor is the fourth torque.

7. To obtain the rotational speed of the first motor, The method according to any one of claims 1 to 6, further comprising: determining whether the wheel speed is accurate based on the rotational speed of the first motor and the wheel speeds of the two wheels on the first drive shaft; and, if the wheel speeds of the two wheels on the first drive shaft are accurate, determining the slip ratio of the two wheels on the first drive shaft based on the wheel speeds of the two wheels on the first drive shaft and the rotational speed of the first motor.

8. The method according to any one of claims 1 to 7, which is performed by a vehicle control unit or by a motor controller.

9. The purpose is to obtain the correspondence between motor output torque and a threshold, wherein the motor output torque has a negative correlation with the threshold. The method according to any one of claims 1 to 8, further comprising obtaining a first safety threshold corresponding to the output torque of a first motor before dynamic control, from the correspondence between the motor output torque and a threshold.

10. A vehicle control device, An acquisition unit configured to acquire the wheel speeds of two wheels on a first drive shaft of a vehicle, wherein the first drive shaft is any drive shaft of the vehicle, and the output torque of a first motor corresponding to the first drive shaft is a first torque, A vehicle control device comprising: a control unit configured to change the output torque of a first motor from a first torque to a second torque based on the slip ratio of the two wheels on the first drive shaft, such that when a first difference between the two wheels on the first drive shaft is greater than a first safety threshold, the first difference is a difference in wheel speed or a difference in slip ratio, the first safety threshold is a safety threshold corresponding to the case where the output torque of the first motor is the first torque, and the second safety threshold is a safety threshold corresponding to the case where the output torque of the first motor is the second torque.

11. The second torque is greater than the first torque. The apparatus according to claim 10, wherein the control unit is configured to brake the wheel with the higher wheel speed or slip ratio among the two wheels on the first drive shaft when the slip ratio of the wheel with the lower wheel speed among the two wheels on the first drive shaft is less than the lower limit of the slip ratio range, and to control the output torque of the first motor so that the first difference between the two wheels on the first drive shaft is less than or equal to the second safety threshold, thereby increasing from the first torque to the second torque.

12. The second torque is smaller than the first torque. The apparatus according to claim 10, wherein the control unit is configured to control the output torque of the first motor from a first torque to a second torque so that when the slip ratio of the wheel with the lower wheel speed among the two wheels on the first drive shaft is greater than the upper limit of the slip ratio range, the first difference between the two wheels on the first drive shaft is less than or equal to the second safety threshold.

13. The second torque is smaller than the first torque. The apparatus according to claim 10, wherein the control unit is configured to brake the wheel with the higher wheel speed or slip ratio among the two wheels on the first drive shaft when the slip ratio of the wheel with the lower wheel speed among the two wheels on the first drive shaft is greater than the upper limit of the slip ratio range, and to control the output torque of the first motor so that the first difference between the two wheels on the first drive shaft is less than or equal to the second safety threshold, thereby reducing from the first torque to the second torque.

14. The apparatus according to any one of claims 10 to 13, wherein the control unit is configured to determine a second torque based on a first difference between two wheels on the first drive shaft, output a control command based on the second torque, and use the control command to control the output torque of the first motor so that the first difference between two wheels on the first drive shaft is less than or equal to a second safety threshold.

15. The apparatus according to any one of claims 10 to 14, wherein the control unit controls the output torque of the second motor corresponding to the second drive shaft of the vehicle to increase from a third torque to a fourth torque when the slip ratio of the wheel with the lower wheel speed is greater than the upper limit of the slip ratio range, and the slip ratio of the wheel with the lower wheel speed among the two wheels on the second drive shaft of the vehicle is less than or equal to the upper limit of the slip ratio range, and further configures the first difference between the two wheels on the second drive shaft to be less than or equal to a third safety threshold, the third safety threshold being the safety threshold corresponding to the case when the output torque of the second motor is the fourth torque.

16. The acquisition unit is further configured to acquire the rotational speed of the first motor, The apparatus according to any one of claims 10 to 14, further comprising a determination unit configured to determine whether the wheel speed is accurate based on the rotational speed of the first motor and the wheel speed of the two wheels on the first drive shaft, and, if the wheel speed of the two wheels on the first drive shaft is accurate, to determine the slip ratio of the two wheels on the first drive shaft based on the wheel speed of the two wheels on the first drive shaft and the rotational speed of the first motor.

17. The apparatus according to any one of claims 10 to 16, comprising a vehicle control unit or a motor controller.

18. The apparatus according to any one of claims 10 to 17, wherein the acquisition unit is further configured to acquire a correspondence between motor output torque and a threshold, the motor output torque is negatively correlated with the threshold, and from the correspondence between motor output torque and the threshold, the apparatus acquires a first safety threshold corresponding to the output torque of the first motor before dynamic control.

19. A vehicle comprising a vehicle control device according to any one of claims 10 to 18 and a motor, wherein the vehicle control device is connected to the motor.

20. A vehicle control device comprising a processor and a memory, wherein the memory is configured to store a software program, and the processor executes or operates the software program stored in the memory, thereby enabling the vehicle control device to implement the method according to any one of claims 1 to 9.

21. A computer-readable storage medium, the computer-readable storage medium is configured to store program code executed by a processor, the program code including instructions used to implement the method according to any one of claims 1 to 9.

22. A computer program, the computer program comprising computer program code, wherein when the computer program code is executed by a computer, the computer is able to execute instructions for the method according to any one of claims 1 to 9.

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