Vehicle control method, vehicle, and storage medium

Abstract

A vehicle control method, a vehicle, and a storage medium. The method comprises: when an anti-lock function of a vehicle (110) is activated, determining whether the vehicle (110) has an unlock tendency; if the vehicle (110) has an unlock tendency, determining the current requested torque for the anti-lock function; and when it is detected that a regenerative torque of a drive motor in the vehicle (110) is the same as the current requested torque, controlling the anti-lock function to exit.

Description

Vehicle control methods, vehicles and storage media

[0001] This application claims priority to Chinese patent application filed on January 17, 2025, with application number 202510076906X and entitled "Vehicle Control Method, Vehicle Control Device, Vehicle and Storage Medium", the entire contents of which are incorporated herein by reference. Technical Field

[0002] This application relates to the field of vehicle technology, and more particularly to a vehicle control method, vehicle, and storage medium in the field of vehicle technology. Background Technology

[0003] When a vehicle is driving on a low-traction surface, the wheels may tend to lock up due to the low adhesion, affecting driving safety. Therefore, to avoid wheel lockup, the drag torque control (DTC) function in the vehicle can be activated to reduce the braking force on the wheels and prevent wheel lockup.

[0004] However, DTC needs to disengage when the wheels are about to lock up. Disengaging DTC may cause a sudden change in the regenerative torque of the drive motor, leading to vehicle vibration and potentially affecting driving safety.

[0005] Therefore, how to prevent vehicle vibration when the wheels are about to lock up is an urgent problem to be solved. Summary of the Invention

[0006] This application provides a vehicle control method, a vehicle, and a storage medium. The method can prevent vehicle vibration and improve the user's driving experience when the wheels are about to lock up.

[0007] In a first aspect, this application provides a vehicle control method, the method comprising:

[0008] When the vehicle's anti-lock braking system (ABS) is activated, determine whether the vehicle is prone to delocking; if the vehicle is prone to delocking, determine the current requested torque of the ABS; if the regenerative braking torque of the drive motor in the vehicle is detected to be the same as the current requested torque, control the ABS to deactivate.

[0009] In this embodiment, when the anti-lock braking system (ABS) of a vehicle is activated, if it is determined that the vehicle is prone to disengaging from the lock-up, to avoid vehicle vibration caused by the ABS disengaging directly, the ABS can be delayed. Instead, the current requested torque of the ABS can be obtained first. Furthermore, the ABS can be disengaged only when the recovery torque of the drive motor in the vehicle is detected to be the same as the current requested torque of the ABS. This delays the disengagement of the ABS, reduces the range of the recovery torque of the drive motor, and makes the process smoother, thus avoiding vehicle vibration and improving the user's driving experience.

[0010] In conjunction with the first aspect, in some implementations of the first aspect, the method further includes:

[0011] Obtain the current operating condition of the vehicle; wherein the current operating condition is either coasting or braking; the determination of the current requested torque for the anti-lock braking function includes: determining the current requested torque based on the current operating condition.

[0012] In this embodiment of the application, when determining the current requested torque of the anti-lock braking system (ABS), the current requested torque of the ABS is determined by combining the current operating conditions of the vehicle, ensuring that the obtained current requested torque of the ABS is more in line with the current operating conditions of the vehicle, thereby improving the accuracy of the current requested torque of the ABS and further avoiding vehicle vibration.

[0013] Combining the first aspect and the above implementation methods, in some implementation methods of the first aspect, the determination of the current requested torque based on the current operating conditions includes:

[0014] If the current operating condition is coasting, the torque requested by the driver under the coasting condition is determined as the current requested torque; if the current operating condition is braking, the current requested torque is determined based on the requested braking recovery torque and the requested coasting recovery torque of the anti-lock braking function under the braking condition.

[0015] In this embodiment, when the vehicle is in a coasting condition, the torque requested by the driver under coasting conditions can be determined as the current requested torque for the anti-lock braking system (ABS). Alternatively, when the vehicle is in a braking condition, the current requested torque for the ABS can be determined by combining the requested regenerative braking torque and the requested regenerative coasting torque under braking conditions. Because this application uses different methods to determine the current requested torque for the ABS when the vehicle is in a coasting or braking condition, the determined current requested torque for the ABS is more closely aligned with the vehicle's current operating condition, thereby improving the accuracy of the current requested torque for the ABS and further preventing vehicle vibration.

[0016] In conjunction with the first aspect and the above-described implementation methods, in some implementation methods of the first aspect, the determination of the current requested torque based on the requested braking recovery torque and the requested coasting recovery torque under braking conditions includes:

[0017] Determine the sum of the requested braking recovery torque and the requested coasting recovery torque; set this sum as the current requested torque.

[0018] In this embodiment, when the vehicle is under braking conditions, the current requested torque of the anti-lock braking system (ABS) is determined by combining the requested regenerative braking torque and the requested regenerative coasting torque under braking conditions. This makes the determined current requested torque of the ABS more closely match the braking conditions, thereby improving the accuracy of the current requested torque of the ABS under braking conditions and further avoiding vehicle vibration.

[0019] In conjunction with the first aspect and the above-described implementations, in some implementations of the first aspect, when the anti-lock braking system (ABS) of the vehicle is activated, the method further includes:

[0020] Obtain the target exit slope of the regenerative torque of the drive motor; wherein the target exit slope is less than the preset exit slope; adjust the regenerative torque of the drive motor to the first regenerative torque according to the target exit slope; wherein the first regenerative torque represents the regenerative torque of the drive motor when the vehicle has a tendency to disengage from lockup.

[0021] In this embodiment, when the anti-lock braking system (ABS) of the vehicle is activated, the retraction slope of the regenerative torque of the drive motor is reduced. That is, the target retraction slope of the regenerative torque of the drive motor is less than the preset retraction slope. This allows the regenerative torque of the drive motor to retract more slowly, avoiding the problem of the regenerative torque of the drive motor retracting too quickly following the torque request of the ABS, which would cause the vehicle to jerk. This avoids vehicle jerking, further ensuring vehicle driving safety and improving the user's driving experience.

[0022] In conjunction with the first aspect and the above-described implementation methods, in certain implementation methods of the first aspect, determining whether the vehicle has a tendency to disengage from lock-up includes:

[0023] Obtain the vehicle's current slip ratio; if the current slip ratio is less than a first preset slip ratio, determine that the vehicle has a tendency to break free from lockup; if the current slip ratio is greater than or equal to a second preset slip ratio, determine that the vehicle has a tendency to lockup; wherein, the first preset slip ratio is less than or equal to the second preset slip ratio.

[0024] In this embodiment of the application, when the current slip ratio of the vehicle is obtained, the current slip ratio can be used to accurately identify whether the vehicle has a tendency to de-lock, so that when the vehicle has a tendency to lock up (i.e. the current slip ratio of the vehicle is greater than or equal to the second preset slip ratio), anti-lock control can be performed on the vehicle to avoid wheel lock-up and ensure the driving safety of the vehicle.

[0025] In conjunction with the first aspect and the above implementation methods, in some implementations of the first aspect, the method further includes:

[0026] If the vehicle shows signs of locking up, the anti-lock braking system (ABS) will be activated.

[0027] In this embodiment of the application, when the vehicle has a tendency to lock up, the anti-lock braking function (i.e., DTC) can be activated to reduce the recovery torque of the drive motor and reduce the electric braking of the vehicle, thereby preventing the wheels from locking up and ensuring the driving safety of the vehicle.

[0028] Secondly, this application provides a vehicle control device, the device comprising:

[0029] The acquisition module is used to determine whether the vehicle is showing a tendency to disengage when the anti-lock braking function is activated.

[0030] The processing module is used to determine the current requested torque for the anti-lock braking function if the vehicle shows a tendency to disengage from the brakes.

[0031] The control module is used to deactivate the anti-lock braking system when it detects that the regenerative torque of the drive motor in the vehicle is the same as the currently requested torque.

[0032] Thirdly, this application provides a vehicle including a memory and a processor. The memory is used to store executable program code, and the processor is used to call and run the executable program code from the memory, causing the vehicle to perform the methods described in the first aspect or any possible implementation thereof.

[0033] Fourthly, this application provides a computer program product comprising: computer program code, which, when run on a computer, causes the computer to perform the method described in the first aspect or any possible implementation thereof.

[0034] Fifthly, this application provides a computer-readable storage medium storing computer program code that, when executed on a computer, causes the computer to perform the methods described in the first aspect or any possible implementation thereof. Attached Figure Description

[0035] Figure 1 is a schematic diagram of a vehicle driving scenario using the relevant technology.

[0036] Figure 2 is a timing diagram of DTC control during vehicle coasting provided in an embodiment of this application.

[0037] Figure 3 is a timing diagram of DTC control during vehicle braking provided in an embodiment of this application.

[0038] Figure 4 is a timing diagram of DTC control during vehicle coasting provided in an embodiment of this application.

[0039] Figure 5 is a timing diagram of DTC control during vehicle braking provided in an embodiment of this application.

[0040] Figure 6 is a schematic flowchart of a vehicle control method provided in an embodiment of this application.

[0041] Figure 7 is a flowchart illustrating another vehicle control method provided in an embodiment of this application.

[0042] Figure 8 is a structural schematic diagram of the vehicle control device provided in an embodiment of this application.

[0043] Figure 9 is a structural schematic diagram of the vehicle provided in an embodiment of this application. Detailed Implementation

[0044] The technical solutions in this application will be clearly and thoroughly described below with reference to the accompanying drawings. In the description of the embodiments of this application, unless otherwise stated, " / " means "or," for example, A / B can mean A or B. "And / or" in the text is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Furthermore, in the description of the embodiments of this application, "multiple" refers to two or more than two.

[0045] Hereinafter, the terms "first" and "second" are used for descriptive purposes only and should not be construed as implying or suggesting relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature.

[0046] Figure 1 is a schematic diagram of a vehicle driving scenario using the relevant technology.

[0047] For example, as shown in Figure 1, Figure 1 includes a vehicle 110 and a low-friction surface 120. The vehicle 110 is equipped with a drive motor, which can recover kinetic energy from the vehicle by using the road surface to brake the vehicle during coasting or braking (also known as "electric braking"). The low-friction surface 120 can include, but is not limited to, wet, slippery, icy, and gravel surfaces.

[0048] For example, when a vehicle is driving on a low-traction road surface, the wheels may lock up due to the low adhesion, affecting the vehicle's driving safety. Specifically, front wheel lockup may cause loss of steering, while rear wheel lockup may cause the vehicle to fishtail.

[0049] Therefore, to prevent wheel lock-up, Direct Tightening (DTC) can be activated. DTC adjusts the regenerative braking torque of the drive motor to reduce electric braking, thereby reducing the braking force on the wheels and preventing lock-up. Specifically, DTC can independently control the front axle (referred to as "front wheels") and the rear axle (referred to as "rear wheels"). For example, when the front wheels show a tendency to lock up, DTC can be used to individually adjust the regenerative braking torque of the drive motor corresponding to the front wheels to reduce electric braking.

[0050] However, when DTC is activated, because DTC strongly intervenes in the recovery torque of the drive motor, it may cause the vehicle's deceleration to drop too quickly, resulting in loss of deceleration and causing the vehicle to jerk, thus affecting the vehicle's driving safety.

[0051] Alternatively, DTC needs to disengage when the wheels are no longer prone to locking up. When DTC disengages, the regenerative torque of the drive motor may change abruptly, causing an excessively large range of regenerative torque and resulting in vehicle vibration, thus affecting driving safety.

[0052] Figure 2 is a timing diagram of DTC control during vehicle coasting provided in an embodiment of this application.

[0053] For example, as shown in Figure 2, Figure 2 includes the changes in the accelerator pedal state, DTC state, and regenerative torque of the drive motor (i.e., the torque of the motor response) in the vehicle. In the coordinate system of the change in regenerative torque of the drive motor, the horizontal axis represents time, and the vertical axis represents torque (Torque, Trp); the unit of time can be milliseconds (ms) or seconds (s), and the unit of torque is Newton-meters (NM).

[0054] Referring to Figure 2, when the accelerator pedal is pressed by the driver, it indicates that the vehicle is moving forward and is not coasting or braking. At this time, the drive motor does not recover kinetic energy from the vehicle, so there is no need to use DTC to prevent wheel lock-up, and DTC is not activated.

[0055] When the driver releases the accelerator pedal, the vehicle enters a coasting state. The coasting torque corresponding to this state can be used as the coasting torque requested by the driver. Simultaneously, as the vehicle enters a coasting state, the drive motor can be activated to recover the vehicle's kinetic energy (referred to as "coasting energy recovery"), as shown at point A in Figure 2. Furthermore, the recovery torque of the drive motor increases with the increase in the coasting torque requested by the driver. At this point, since the wheels have not yet locked up, the Direct Troubleshooting (DTC) is not yet activated.

[0056] It should be understood that the "-" in the regenerative torque of the drive motor only indicates the meaning of regeneration and does not affect the magnitude of the regenerative torque. For example, comparing a regenerative torque of -5 NM with -6 NM, -5 NM < -6 NM, i.e., |-5 NM| < |-6 NM|. Similarly, the "-" in the driver-requested coasting torque and the "-" in the DTC-requested torque do not affect the magnitude of the torque. Furthermore, a tendency to lock up can indicate that the wheels are about to lock up or that the wheels are locked up.

[0057] During the process of the drive motor performing coasting energy recovery to provide electric braking for the vehicle, if a tendency for the wheels to lock up is detected (i.e., point B in Figure 2), DTC can be activated. DTC reduces the regenerative torque of the drive motor, allowing the wheels to escape the locking tendency and stabilize within a short time (e.g., 1 frame) (i.e., point C in Figure 2), thereby reducing the vehicle's electric braking and preventing vehicle lockup. Point C can be 0 NM as shown in Figure 2, or it can be -100 NM or -200 NM; this embodiment does not limit this.

[0058] When DTC is activated (i.e., segment BC in Figure 2), the Vehicle Control Unit (VCU) can control the drive motor to interrupt its response to the driver's requested coasting torque and switch to responding to the torque requested by the DTC. However, because the DTC strongly intervenes in the regenerative torque of the drive motor, the regenerative torque of the drive motor can drop from 1 frame to 0 Nm. This means that within the period of one signal frame (e.g., 10 ms), the current regenerative torque value can be directly reduced to 0 Nm, achieving an instantaneous stop of regenerative torque. This causes the drive motor's regenerative torque to rapidly revert to the torque requested by the DTC, resulting in an excessively rapid decrease in vehicle deceleration. This leads to a sudden loss of deceleration, causing the vehicle to jerk, thus affecting driving safety and reducing the user's driving comfort.

[0059] Optionally, when detecting a tendency for wheels to lock up or unlock, the vehicle speed and wheel speed can be obtained, and the vehicle slip ratio can be calculated using the vehicle speed and wheel speed. This is illustrated by formula (1):

[0060] In formula (1), ω represents wheel speed and v represents vehicle speed.

[0061] When calculating the vehicle's slip ratio using formula (1), it can be determined whether the slip ratio is greater than or equal to a first preset threshold. If the vehicle's slip ratio is greater than or equal to the first preset threshold, it indicates that the wheels are prone to locking up.

[0062] Furthermore, when calculating the vehicle's slip ratio using formula (1), it can also be determined whether the slip ratio is greater than or equal to a second preset threshold. If the vehicle's slip ratio is greater than or equal to the second preset threshold, it indicates that the wheels have not yet broken free from the tendency to lock up. If the vehicle's slip ratio is less than the second preset threshold, it indicates that the wheels have broken free from the tendency to lock up.

[0063] In order to ensure that the wheels are not locked, a second preset threshold can be set to be less than or equal to the first preset threshold.

[0064] It should be understood that the first preset threshold can represent the slip rate at which the wheel tends to lock up, for example, 15%, 18%, or 20%, and the second preset threshold can represent the slip rate at which the wheel does not tend to lock up, for example, 10%, 12%, or 13%. Furthermore, the first and second preset thresholds can be obtained through actual vehicle calibration, and the specific values ​​of the first and second preset thresholds are not limited in this application embodiment.

[0065] When the wheels begin to de-lock, the DTC (Direct Current Traction Control) discontinues its adjustment of the regenerative torque to the drive motor; that is, the DTC deactivates at point C. At this point, in order to recover coasting energy through the drive motor, the VCU (Vehicle Control Unit) can control the drive motor to interrupt its response to the torque requested by the DTC and instead respond to the coasting torque requested by the driver. Because the regenerative torque of the drive motor abruptly changes from point C to point D when it stops responding to the DTC and switches to the driver-requested coasting torque, the regenerative torque jump is too large, causing vehicle vibration. This affects driving safety and reduces the driver's comfort.

[0066] Figure 3 is a timing diagram of DTC control during vehicle braking provided in an embodiment of this application.

[0067] For example, as shown in Figure 3, Figure 3 includes the changes in the brake pedal state, DTC state, and regenerative torque of the drive motor (i.e., the torque of the motor response) in the vehicle. In the coordinate system of the change in regenerative torque of the drive motor, the horizontal axis represents time, and the vertical axis represents torque; the unit of time can be ms or s, and the unit of torque is Nm.

[0068] Referring to Figure 3, when the driver releases the brake pedal in the vehicle, it indicates that the vehicle is not braking. At this time, the drive motor does not recover kinetic energy from the vehicle, so there is no need to use DTC to prevent wheel lock-up, and DTC is not activated.

[0069] When the driver depresses the brake pedal, the vehicle enters braking mode. The braking system provides corresponding deceleration based on the pedal's travel distance, with travel and deceleration being positively correlated. Simultaneously, when the vehicle enters braking mode, the drive motor can activate regenerative braking (recovery of kinetic energy from braking) and coasting energy recovery (point E in Figure 3). Furthermore, the regeneration torque of the drive motor increases with the increase in the requested torque for both regenerative braking and coasting energy recovery. At this point, since the wheels have not yet locked up, Direct Troubleshooting (DTC) is not yet activated.

[0070] Optionally, when the vehicle enters braking condition, the drive motor can first obtain the maximum allowable recovery capacity of the drive motor (which can be simply referred to as "recovery capacity") when performing braking energy recovery and coasting energy recovery on the vehicle, and then distribute the vehicle's deceleration according to this recovery capacity.

[0071] For example, when the regenerative braking capacity of the drive motor is not equal to 0, the deceleration of the vehicle can be provided by both hydraulic braking and regenerative braking, or the deceleration of the vehicle can be provided solely by regenerative braking.

[0072] When the regenerative braking capacity of the drive motor is greater than or equal to the deceleration of the vehicle, it means that the regenerative braking capacity of the drive motor can meet the braking requirements of the vehicle. The drive motor can provide braking force for the vehicle through braking energy recovery and coasting energy recovery. In this case, the drive motor controls the vehicle braking, while the hydraulic brake does not participate in the vehicle braking.

[0073] When the regenerative braking capacity of the drive motor is less than the vehicle's deceleration, it indicates that the drive motor's regenerative braking capacity is insufficient to meet the vehicle's braking requirements, necessitating hydraulic braking for compensation. In this case, the drive motor utilizes its maximum regenerative braking capacity to provide braking force, with the remaining braking force provided by the hydraulic brakes. That is, the vehicle's deceleration = the drive motor's maximum regenerative braking capacity + hydraulic braking.

[0074] Specifically, when the vehicle is braking, the energy recovery of the drive motor (i.e., electric braking) can include braking energy recovery and coasting energy recovery; that is, the recovery torque of the drive motor is obtained by superimposing the braking energy recovery request torque and the coasting energy recovery request torque. When the vehicle is coasting, the energy recovery of the drive motor only includes coasting energy recovery.

[0075] It should be understood that the "-" in the braking energy recovery request torque and coasting energy recovery request torque does not affect the magnitude of the torque.

[0076] During the regenerative braking and coasting energy recovery processes of the drive motor to provide electric braking for the vehicle, if a tendency for wheel lock-up is detected (point F in Figure 3), Direct Tightening (DTC) can be activated. DTC reduces the regenerative torque of the drive motor, allowing the wheels to stabilize within a short time (e.g., one frame) (point G in Figure 3), thus reducing the vehicle's electric braking and preventing wheel lock-up. Simultaneously, to avoid loss of deceleration due to the reduced regenerative torque of the drive motor, hydraulic braking can compensate for the reduced regenerative torque when DTC is activated, ensuring no loss of deceleration. For example, if the regenerative torque of the drive motor decreases from -600 Nm to -500 Nm (a reduction of -100 Nm), hydraulic braking can be used to compensate for this additional -100 Nm.

[0077] The point G can be 0 NM as shown in Figure 3, or it can be -100 NM or -200 NM. This application does not limit the specific value of the point G.

[0078] Specifically, when DTC is activated (i.e., segment FG in Figure 3), the VCU can control the drive motor to interrupt its response to the regenerative braking torque request and the regenerative coasting torque request, and instead switch to responding to the DTC-requested torque. Similarly, because the DTC strongly intervenes in the drive motor's regenerative torque, the regenerative torque can drop from 1 frame to 0 Nm. This causes the drive motor's regenerative torque to rapidly decrease following the DTC-requested torque, resulting in an excessively rapid decrease in vehicle deceleration. This leads to a jerking motion, affecting driving safety and reducing the user's driving comfort.

[0079] When the wheels tend to lock up, the DTC (Directional Control) stops adjusting the regenerative torque of the drive motor; that is, the DTC deactivates at point G. At this point, in order to perform braking and coasting energy recovery through the drive motor, the VCU (Vehicle Control Unit) can control the drive motor to interrupt its response to the DTC-requested torque and switch to responding to the braking and coasting energy recovery torque requests. However, because the drive motor's regenerative torque abruptly changes from point G to point H when it stops responding to the DTC-requested torque and switches to responding to the braking and coasting energy recovery torque requests, the regenerative torque jump is too large, causing vehicle vibration and affecting driving safety and reducing driver comfort.

[0080] Therefore, in order to solve the problem of vehicle jerking or shaking when DTC exits, this application proposes a vehicle control method, a vehicle, and a storage medium.

[0081] The vehicle control method provided in the embodiments of this application will be described in detail below with reference to Figures 4 to 7.

[0082] Figure 4 is a timing diagram of DTC control during vehicle coasting provided in an embodiment of this application.

[0083] For example, as shown in Figure 4, the difference between Figure 4 and Figure 2 is the position of points C′ and D′, the rest are the same, and will not be described again here.

[0084] For example, to prevent the regenerative torque of the drive motor from rapidly reverting to the DTC-requested torque, which could cause vehicle jerking, the slope of the decrease in the regenerative torque of the drive motor can be calibrated, resulting in the slope of BC′ as shown in Figure 4. Comparing the slope of BC in Figure 2 with the slope of BC′ in Figure 4, we can see that the slope of BC′ is less than the slope of BC. By slowing down the rate of vehicle deceleration, the problem of vehicle jerking caused by excessively rapid loss of deceleration is minimized, ensuring vehicle driving safety and improving user driving comfort.

[0085] For example, to avoid excessively large regenerative torque fluctuations in the drive motor that could cause vehicle vibration, the DTC (Direct Current Control) does not disengage simultaneously when the wheels release their lock-up tendency at point C′ as shown in Figure 4; that is, DTC disengagement is delayed after the wheels release their lock-up tendency. At this time, the DTC-requested torque follows the driver's requested coasting torque at a certain slope (i.e., the slope of C′D′) until the DTC-requested torque engages with the driver's requested coasting torque, and then disengages from DTC at point D′ as shown in Figure 4. During this process, the drive motor's regenerative torque continues to respond to the DTC-requested torque, thus smoothly transitioning the drive motor's regenerative torque from point C′ to point D′. This minimizes vehicle vibration caused by excessively large regenerative torque fluctuations in the drive motor, ensuring vehicle safety and improving user driving comfort.

[0086] Specifically, when the wheel disengages from the locking tendency at point C as shown in Figure 2, the DTC (Disengagement Control System) is simultaneously disengaged. However, when the wheel disengages from the locking tendency at point C′ as shown in Figure 4, the DTC is not disengaged simultaneously. Instead, the DTC disengages only after the requested torque from the DTC engages with the coasting torque requested by the driver, thus delaying the disengagement of the DTC.

[0087] Figure 5 is a timing diagram of DTC control during vehicle braking provided in an embodiment of this application.

[0088] For example, as shown in Figure 5, the difference between Figure 5 and Figure 3 is the position of points G′ and H′, the rest are the same, and will not be described again here.

[0089] For example, to prevent the regenerative torque of the drive motor from rapidly reverting to the DTC-requested torque, which could cause vehicle jerking, the slope of the decrease in the regenerative torque of the drive motor can be calibrated, resulting in the slope of FG′ as shown in Figure 5. Comparing the slope of FG in Figure 3 with the slope of FG′ in Figure 5, we can see that the slope of FG′ is less than the slope of FG. This slows down the rate of vehicle deceleration decrease, minimizing the risk of vehicle jerking due to excessively rapid deceleration loss, ensuring vehicle safety, and improving driving comfort for the user.

[0090] For example, to avoid vehicle vibration caused by excessively large regenerative torque spans in the drive motor, the DTC (Directional Controlled Trigger) does not simultaneously disengage when the wheel releases its locking tendency at point G′ as shown in Figure 5; that is, DTC disengagement is delayed after the wheel releases its locking tendency. At this time, the DTC request torque follows the superimposed target torque of the braking energy recovery request torque and the coasting energy recovery request torque at a certain slope (i.e., the slope of G′H′) until the DTC request torque engages with this superimposed target torque, and then disengages from DTC at point H′ as shown in Figure 5. During this process, the drive motor's regenerative torque continues to respond to the DTC request torque, thus smoothly transitioning the drive motor's regenerative torque from point G′ to point H′. This minimizes vehicle vibration caused by excessively large regenerative torque spans in the drive motor, ensuring vehicle driving safety and improving user driving comfort.

[0091] Specifically, when the wheel disengages from the locking tendency at point G as shown in Figure 3, the DTC is disengaged simultaneously. However, when the wheel disengages from the locking tendency at point G′ as shown in Figure 5, the DTC is not disengaged simultaneously. Instead, the DTC is disengaged only after the requested torque and the superimposed target torque are engaged, thus delaying the disengagement of the DTC.

[0092] Figure 6 is a schematic flowchart of a vehicle control method provided in an embodiment of this application. This method can be executed by the vehicle 110 in Figure 1, or by the VCU in the vehicle 110.

[0093] For example, as shown in Figure 6, the method 600 includes the following implementation process:

[0094] S610 determines whether the vehicle is prone to de-locking when the anti-lock braking system is activated.

[0095] For example, when the vehicle is detected to be powered on, it is possible to detect whether the vehicle's anti-lock braking function (i.e., DTC) is activated. When DTC is activated, it indicates that the vehicle has a tendency to lock up. In order to avoid vehicle vibration caused when DTC is deactivated, it is possible to determine whether the vehicle has a tendency to disengage after DTC is activated.

[0096] In one possible implementation, determining whether a vehicle has a tendency to de-lock includes: obtaining the vehicle's current slip ratio; if the current slip ratio is less than a first preset slip ratio, determining that the vehicle has a tendency to de-lock; if the current slip ratio is greater than or equal to a second preset slip ratio, determining that the vehicle has a tendency to lock up; wherein the first preset slip ratio is less than or equal to the second preset slip ratio.

[0097] For example, when DTC is activated, the vehicle speed and wheel speed can be obtained, and the vehicle slip ratio can be calculated using the vehicle speed and wheel speed (as shown in formula (1) above).

[0098] When determining the vehicle's slip ratio, it can be judged whether the slip ratio is less than a first preset slip ratio (i.e., the aforementioned second preset threshold). If the slip ratio is less than the first preset slip ratio, it can be indicated that the wheels are prone to de-locking, thereby confirming that the vehicle has a tendency to de-lock.

[0099] Conversely, if the slip ratio is greater than or equal to the first preset slip ratio, it indicates that the wheels have not yet broken free from the locking tendency, thus confirming that the vehicle is still in a locking tendency. The locking tendency can include two states: the vehicle is already locked, and the vehicle is about to lock.

[0100] When determining the vehicle's slip ratio, it can be judged whether the slip ratio is greater than or equal to a second preset slip ratio (i.e., the aforementioned first preset threshold). If the slip ratio is greater than or equal to the second preset slip ratio, it can be indicated that the wheels have not yet broken free from the locking tendency, thus confirming that the vehicle is still in a locking tendency.

[0101] In this embodiment of the application, when the current slip ratio of the vehicle is obtained, the current slip ratio can be used to accurately identify whether the vehicle has a tendency to de-lock, so that when the vehicle has a tendency to lock up (i.e. the current slip ratio of the vehicle is greater than or equal to the second preset slip ratio), anti-lock control can be performed on the vehicle to avoid wheel lock-up and ensure the driving safety of the vehicle.

[0102] Optionally, even when DTC is not activated, the vehicle's current slip ratio can be obtained, and if the current slip ratio is greater than or equal to a second preset slip ratio, it indicates that the vehicle has a tendency to lock up. Furthermore, when the vehicle has a tendency to lock up, the anti-lock braking function (i.e., DTC) can be activated to reduce the regenerative torque of the drive motor and reduce the vehicle's electric braking, thereby preventing wheel lock-up and ensuring vehicle driving safety.

[0103] When DTC is activated, the drive motor gradually reduces or stops recovering energy from the vehicle's kinetic energy, meaning the recovery torque of the drive motor gradually decreases.

[0104] Optionally, when the vehicle's anti-lock braking function is activated, a target exit slope of the regenerative torque of the drive motor is obtained; wherein the target exit slope is less than a preset exit slope; the regenerative torque of the drive motor is adjusted to a first regenerative torque according to the target exit slope; wherein the first regenerative torque represents the regenerative torque of the drive motor when the vehicle has a tendency to disengage from the lock-up.

[0105] For example, when DTC is activated, in order to avoid the problem of the vehicle jerking due to the regenerative torque of the drive motor following the torque retraction requested by DTC too quickly. A pre-calibrated exit slope of the regenerative torque of the drive motor (which can be called the "target exit slope") can be obtained, for example, the slope of BC′ in Figure 4 and the slope of FG′ in Figure 5.

[0106] Furthermore, when the target exit slope of the regenerative torque of the drive motor is obtained, the regenerative torque of the drive motor can be gradually reduced according to the target exit slope to the regenerative torque of the drive motor when the vehicle has a tendency to disengage from lockup (which can be called the "first regenerative torque").

[0107] Referring to Figure 4, when the target exit slope is the slope of BC′, the recovery torque of the drive motor can be reversed from point B to point C′ according to the slope of BC′.

[0108] Referring to Figure 5, when the target exit slope is the slope of FG′, the recovery torque of the drive motor can be reversed from point F to point G′ according to the slope of FG′.

[0109] The preset exit slope can represent the normal exit slope, such as the slope of DC in Figure 2 and the slope of FG in Figure 3. The target exit slope and the preset exit slope of the drive motor represent the exit slopes under the same operating condition. For example, when the target exit slope is the slope of BC′, the corresponding preset exit slope is the slope of BC. Or, when the target exit slope is the slope of FG′, the corresponding preset exit slope is the slope of FG.

[0110] In this embodiment, when the anti-lock braking system (ABS) of the vehicle is activated, the retraction slope of the regenerative torque of the drive motor is reduced. That is, the target retraction slope of the regenerative torque of the drive motor is less than the preset retraction slope. This allows the regenerative torque of the drive motor to retract more slowly, avoiding the problem of the regenerative torque of the drive motor retracting too quickly following the torque request of the ABS, which would cause the vehicle to jerk. This avoids vehicle jerking, further ensuring vehicle driving safety and improving the user's driving experience.

[0111] S620: If the vehicle is showing signs of de-locking, determine the current requested torque for the anti-lock braking system.

[0112] For example, when a vehicle shows a tendency to disengage from the brakes, it is necessary to disengage the anti-lock braking system (ABS) to allow the drive motor to continue energy recovery, i.e., the drive motor outputs recovery torque. To avoid vehicle vibration caused by an excessively large range of recovery torque when the drive motor resumes energy recovery from the vehicle's kinetic energy, the current requested torque of the DTC (Disruptive Tactical Control) can be determined.

[0113] In one possible implementation, the current operating condition of the vehicle is obtained; wherein the current operating condition is a coasting condition or a braking condition; the determination of the current requested torque for the anti-lock braking function includes: determining the current requested torque based on the current operating condition.

[0114] For example, when determining the current requested torque of the DTC, the current operating condition of the vehicle can be obtained first. The current requested torque of the DTC can then be determined based on the obtained current operating condition of the vehicle.

[0115] In this embodiment of the application, when determining the current requested torque of the anti-lock braking system (ABS), the current requested torque of the ABS is determined by combining it with the current operating conditions of the vehicle. This makes the determined current requested torque of the ABS more closely match the current operating conditions of the vehicle, thereby improving the accuracy of the current requested torque of the ABS and further avoiding vehicle vibration.

[0116] Optionally, determining the current requested torque based on the current operating condition includes: if the current operating condition is a coasting condition, determining the driver's requested torque under the coasting condition as the current requested torque; if the current operating condition is a braking condition, determining the current requested torque based on the requested braking recovery torque and the requested coasting recovery torque of the anti-lock braking function under the braking condition.

[0117] For example, when the current operating condition of the vehicle is obtained, it can be determined whether the current operating condition is a coasting condition or a braking condition.

[0118] When the vehicle is currently in coasting mode, the driver-requested torque (i.e., the coasting torque requested by the driver) can be determined as the current requested torque of the DTC.

[0119] The torque requested by the driver is related to factors such as vehicle speed, engine speed, gearbox gear, and road gradient, but this application embodiment does not limit these factors.

[0120] When the vehicle's current operating condition is braking, the target regenerative braking torque requested by the DTC under braking conditions (which can be referred to as "requested regenerative braking torque") and the target regenerative coasting torque requested by the DTC under braking conditions (which can be referred to as "requested regenerative coasting torque") can be obtained. Upon obtaining the requested regenerative braking torque and the requested regenerative coasting torque, the current requested torque of the DTC can be determined using the requested regenerative braking torque and the requested regenerative coasting torque.

[0121] In this embodiment, when the vehicle is in a coasting condition, the torque requested by the driver under coasting conditions can be determined as the current requested torque for the anti-lock braking system (ABS). Alternatively, when the vehicle is in a braking condition, the current requested torque for the ABS can be determined by combining the requested regenerative braking torque and the requested regenerative coasting torque under braking conditions. Because different methods are used to determine the current requested torque for the ABS when the vehicle is in a coasting or braking condition, the determined current requested torque for the ABS is more closely aligned with the vehicle's current operating condition, thereby improving the accuracy of the current requested torque for the ABS and further preventing vehicle vibration.

[0122] Furthermore, the above-mentioned determination of the current requested torque based on the requested braking recovery torque and the requested coasting recovery torque under braking conditions includes: determining the sum of the requested braking recovery torque and the requested coasting recovery torque; and determining the sum of the torques as the current requested torque.

[0123] For example, when the requested braking recovery torque and the requested coasting recovery torque are obtained, the requested braking recovery torque and the requested coasting recovery torque can be superimposed to calculate the sum of the requested braking recovery torque and the requested coasting recovery torque (which can be called the "torque sum"), that is, torque sum = requested braking recovery torque + requested coasting recovery torque.

[0124] Furthermore, once this torque sum is determined, it can be identified as the current requested torque of the DTC.

[0125] In this embodiment, when the vehicle is under braking conditions, the current requested torque of the anti-lock braking system (ABS) is determined by combining the requested regenerative braking torque and the requested regenerative coasting torque under braking conditions. This makes the determined current requested torque of the ABS more closely match the braking conditions, thereby improving the accuracy of the current requested torque of the ABS under braking conditions and further avoiding vehicle vibration.

[0126] S630, when it detects that the regenerative torque of the drive motor in the vehicle is the same as the currently requested torque, controls the anti-lock braking function to deactivate.

[0127] For example, when the current requested torque of the DTC is determined, the regenerative torque of the drive motor can be controlled to gradually decrease until the regenerative torque of the drive motor decreases back to the current requested torque of the DTC. At this point, the DTC can be disengaged, so that the regenerative torque of the drive motor smoothly engages with the driver's requested torque, or the regenerative torque of the drive motor smoothly engages with the vehicle's braking requested torque. This minimizes the problem of vehicle vibration caused by excessively large ranges in the regenerative torque of the drive motor, ensuring vehicle driving safety and improving the user's driving comfort.

[0128] In method 600 as shown in Figure 6, when the vehicle's anti-lock braking system (ABS) is activated, if it is determined that the vehicle is prone to de-locking, to avoid vehicle vibration caused by the ABS disengaging directly, the ABS can be delayed. Instead, the current requested torque of the ABS is first obtained. Furthermore, the ABS is only disengaged when the recovery torque of the drive motor in the vehicle is detected to be the same as the current requested torque of the ABS. This delays the disengagement of the ABS, reduces the range of the recovery torque of the drive motor, and makes the process smoother, thus avoiding vehicle vibration and improving the user's driving experience.

[0129] Figure 7 is a flowchart illustrating another vehicle control method provided in an embodiment of this application.

[0130] For example, as shown in Figure 7, the method 700 includes the following implementation process:

[0131] S701, obtain the vehicle's current slip ratio and current operating condition.

[0132] For example, when the vehicle is detected to be powered on, the vehicle's current slip ratio and current operating condition can be obtained.

[0133] S702, determine whether the current slip ratio is greater than or equal to 15%. If yes, execute S703; otherwise, continue executing S701.

[0134] For example, when the current slip ratio of the vehicle is obtained, it can be determined whether the current slip ratio is greater than or equal to 15% (i.e., the first preset threshold mentioned above).

[0135] S703, activate DTC.

[0136] For example, if the current slip ratio of the vehicle is ≥15% as obtained through S702, it indicates that the wheels are prone to lock up. In order to avoid wheel lockup, DTC can be activated.

[0137] For example, if the current slip ratio of the vehicle is less than 15% as obtained by S702, it means that the wheels do not have a tendency to lock up. In order to monitor whether the wheels have a tendency to lock up, S702 can be executed again to determine whether the current slip ratio is greater than or equal to 15%.

[0138] S704, the regenerative torque of the drive motor exits according to the calibrated slope 1.

[0139] For example, when DTC is activated, the regenerative torque of the drive motor can be gradually withdrawn according to the calibrated slope 1 (i.e. the preset withdrawal slope mentioned above).

[0140] S705, determine if the current slip ratio is less than 10%. If yes, execute S706 or S707; otherwise, continue executing S704.

[0141] For example, during the process of disengaging the regenerative torque of the drive motor, it can be determined in real time whether the current slip ratio of the vehicle is less than 10% (i.e., the second preset threshold mentioned above).

[0142] For example, if the current slip ratio of the vehicle is ≥10% as obtained through S705, it indicates that the vehicle is not stable and the wheels may lock up at any time. Therefore, S704 is still executed to exit the recovery torque of the drive motor according to the calibration slope 1.

[0143] S706, when the vehicle's current operating condition is coasting, determines the coasting torque requested by the driver as the current requested torque of the DTC.

[0144] For example, if the current slip ratio of the vehicle is less than 10% as obtained by S705, it indicates that the vehicle is stable and the wheels have completely disengaged from the tendency to lock up. In order to avoid the problem of vehicle vibration caused by excessively large recovery torque span when the drive motor recovers energy from the vehicle's kinetic energy, the coasting torque requested by the driver can be determined as the current requested torque of DTC when the current operating condition of the vehicle is coasting.

[0145] S707, when the vehicle's current operating condition is braking, determines the sum of the target braking recovery torque and the target coasting recovery torque requested by the DTC as the current requested torque of the DTC.

[0146] For example, if the current slip ratio of the vehicle is less than 10% as determined by S705, it indicates that the vehicle is stable and the wheels have completely disengaged from the tendency to lock up. To avoid vehicle vibration caused by an excessively large range of recovery torque when the drive motor resumes energy recovery from the vehicle's kinetic energy, the current requested torque of the DTC can be determined as the sum of the target braking recovery torque and the target coasting recovery torque when the vehicle's current operating condition is braking. That is, the current requested torque of the DTC = requested braking recovery torque + requested coasting recovery torque.

[0147] S708 adjusts the recovery torque of the drive motor according to the calibration slope 2 so that the recovery torque of the drive motor is the same as the current requested torque of the DTC.

[0148] For example, when the vehicle’s current slip ratio is less than 10%, the recovery torque of the drive motor can be gradually adjusted according to the calibration slope 2 (e.g., the slope of C′D′ in Figure 4 or the slope of G′H′ in Figure 5) so that the recovery torque of the drive motor is the same as the current requested torque of the DTC.

[0149] S709, when it is detected that the regenerative torque of the drive motor is the same as the current requested torque of the DTC, the DTC is exited.

[0150] For example, DTC is exited when the regenerative torque of the drive motor is detected to be the same as the current requested torque of DTC.

[0151] In this embodiment, when the vehicle's anti-lock braking system (DTC) is activated, if it is determined that the vehicle is prone to de-locking, to avoid vehicle vibration caused by the direct disengagement of the anti-lock braking system, the anti-lock braking system can be delayed. Instead, the current requested torque of the anti-lock braking system is first obtained. Furthermore, the anti-lock braking system is only disengaged when the recovery torque of the drive motor in the vehicle is detected to be the same as the current requested torque of the anti-lock braking system. This delays the disengagement of the anti-lock braking system, reduces the range of the recovery torque of the drive motor, and makes the process smoother, thus avoiding vehicle vibration and ensuring vehicle driving safety and improving the user's driving experience.

[0152] Furthermore, when the vehicle's anti-lock braking system (ABS) is activated, reducing the slope of the recovery torque retraction of the drive motor allows the recovery torque to retract more slowly. This avoids the problem of the drive motor's recovery torque retracting too quickly in response to the ABS request, which could cause the vehicle to jerk. This prevents vehicle jerking, further ensuring vehicle driving safety and improving the user's driving experience.

[0153] It should be noted that all steps in Figure 7 are described in detail in the corresponding embodiments in Figures 2 to 6, and will not be repeated here.

[0154] It should be understood that the above examples are provided to help those skilled in the art understand the embodiments of this application, and are not intended to limit the embodiments of this application to the specific values ​​or scenarios exemplified. Those skilled in the art can obviously make various equivalent modifications or variations based on the above examples, and such modifications or variations also fall within the scope of the embodiments of this application.

[0155] The vehicle control method provided by the embodiments of this application has been described in detail above with reference to Figures 1 to 7; the device embodiments of this application will be described in detail below with reference to Figures 8 and 9. It should be understood that the device in the embodiments of this application can execute the various methods of the foregoing embodiments of this application, that is, the specific working process of the various products below can be referred to the corresponding process in the foregoing method embodiments.

[0156] Figure 8 is a structural schematic diagram of the vehicle control device provided in an embodiment of this application.

[0157] For example, as shown in FIG8, the device 800 includes:

[0158] The acquisition module 810 is used to determine whether the vehicle is showing a tendency to disengage when the anti-lock braking function of the vehicle is activated.

[0159] Processing module 820 is used to determine the current requested torque of the anti-lock braking function if the vehicle shows a tendency to disengage from the lock-up.

[0160] The control module 830 is used to control the anti-lock braking function to deactivate when it detects that the regenerative torque of the drive motor in the vehicle is the same as the currently requested torque.

[0161] In one possible implementation, the acquisition module 810 is further configured to: acquire the current operating condition of the vehicle; wherein the current operating condition is a coasting condition or a braking condition; and the processing module 820 is specifically configured to: determine the currently requested torque based on the current operating condition.

[0162] In one possible implementation, the processing module 820 is specifically used to: if the current operating condition is a coasting condition, determine the driver's requested torque under the coasting condition as the current requested torque; if the current operating condition is a braking condition, determine the current requested torque based on the requested braking recovery torque and the requested coasting recovery torque of the anti-lock braking function under the braking condition.

[0163] In one possible implementation, the processing module 820 is specifically used to: determine the sum of the requested braking recovery torque and the requested coasting recovery torque; and determine the sum of the torques as the current requested torque.

[0164] In one possible implementation, the acquisition module 810 is further configured to: acquire the target exit slope of the regenerative torque of the drive motor; wherein the target exit slope is less than a preset exit slope; the processing module 820 is further configured to: adjust the regenerative torque of the drive motor to a first regenerative torque according to the target exit slope; wherein the first regenerative torque represents the regenerative torque of the drive motor when the vehicle has a tendency to disengage from lockup.

[0165] In one possible implementation, the acquisition module 810 is specifically used to: acquire the current slip ratio of the vehicle; if the current slip ratio is less than a first preset slip ratio, determine that the vehicle has a tendency to de-lock; if the current slip ratio is greater than or equal to a second preset slip ratio, determine that the vehicle has a tendency to lock up; wherein, the first preset slip ratio is less than or equal to the second preset slip ratio.

[0166] In one possible implementation, the control module 830 is also used to: activate the anti-lock braking function if the vehicle has a tendency to lock up.

[0167] It should be noted that the aforementioned device 800 is embodied in the form of a functional module. The term "module" here can be implemented in software and / or hardware, without specific limitations.

[0168] For example, a "module" can be a software program, hardware circuit, or a combination of both that implements the above functions. Hardware circuits may include application-specific integrated circuits (ASICs), electronic circuits, processors (e.g., shared processors, proprietary processors, or group processors) and memory for executing one or more software or firmware programs, integrated logic circuits, and / or other suitable components that support the described functions.

[0169] Therefore, the modules of the various examples described in the embodiments of this application can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0170] Figure 9 is a structural schematic diagram of the vehicle provided in an embodiment of this application.

[0171] For example, as shown in FIG9, the vehicle 900 includes a memory 910 and a processor 920, wherein the memory 910 stores executable program code 9101, and the processor 920 is used to call and execute the executable program code 9101 to perform a vehicle control method.

[0172] This application can divide the vehicle into functional modules based on the above method example. For example, each module can correspond to a separate function module, or two or more functions can be integrated into one processing module. The integrated module can be implemented in hardware. It should be noted that the module division in this embodiment is illustrative and only represents one logical functional division. In actual implementation, there may be other division methods.

[0173] When each functional module is divided according to its corresponding function, the vehicle may include: an acquisition module, a processing module, and a control module, etc. It should be noted that all relevant content of each step involved in the above method embodiments can be referenced from the functional description of the corresponding functional module, and will not be repeated here.

[0174] The vehicle provided in this application is used to execute the vehicle control method described above, and thus can achieve the same effect as the above implementation method.

[0175] When using integrated units, the vehicle may include a processing module and a storage module. The processing module is used to control and manage the vehicle's movements. The storage module is used to support the vehicle in executing relevant program code and data.

[0176] The processing module may be a processor or a controller, which can implement or execute various exemplary logic blocks, modules, and circuits shown in conjunction with the disclosure of this application. The processor may also be a combination of functions that implement computing capabilities, such as a combination of one or more microprocessors, a combination of digital signal processing (DSP) and microprocessors, etc., and the storage module may be a memory.

[0177] This application also provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the steps of any of the methods described in the foregoing embodiments. The computer-readable storage medium may include, but is not limited to, any type of disk, including floppy disks, optical disks, DVDs (Digital Video Discs), CD-ROMs (Compact Disc Read-Only Memory), microdrives, magneto-optical disks, ROMs (Read-Only Memory), RAMs (Random Access Memory), EPROMs (Erasable Programmable Read-Only Memory), EEPROMs (Electrically Erasable Programmable Read Only Memory), DRAMs (Dynamic Random Access Memory), VRAMs (Video Random Access Memory), flash memory devices, magnetic cards or optical cards, nanosystems (including molecular memory ICs), or any type of medium or device suitable for storing instructions and / or data.

[0178] This application also provides a computer program product that, when run on a computer, causes the computer to perform the aforementioned related steps to implement a vehicle control method as described in the above embodiments.

[0179] In addition, the vehicle provided in the embodiments of this application may specifically be a chip, component or module. The vehicle may include a connected processor and a memory. The memory is used to store instructions. When the vehicle is running, the processor may call and execute the instructions to make the chip execute a vehicle control method in the above embodiments.

[0180] The vehicle, computer-readable storage medium, computer program product or chip provided in this application are all used to execute the corresponding methods provided above. Therefore, the beneficial effects that can be achieved can be referred to the beneficial effects of the corresponding methods provided above, and will not be repeated here.

[0181] Through the above description of the embodiments, those skilled in the art will understand that, for the sake of convenience and brevity, only the division of the above functional modules is used as an example. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0182] In the embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another device, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.

[0183] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A vehicle control method, characterized in that, The method includes: When the vehicle's anti-lock braking system is activated, determine whether the vehicle is showing a tendency to disengage from the anti-lock braking system. If the vehicle exhibits the tendency to disengage from the anti-lock braking system, determine the current requested torque for the anti-lock braking function. If the regenerative braking torque of the drive motor in the vehicle is detected to be the same as the currently requested torque, the anti-lock braking function is deactivated.

2. The method according to claim 1, characterized in that, The method further includes: Obtain the current operating condition of the vehicle; wherein the current operating condition is either coasting or braking. Determining the current requested torque for the anti-lock braking function includes: Based on the current operating conditions, the currently requested torque is determined.

3. The method according to claim 2, characterized in that, Determining the currently requested torque based on the current operating conditions includes: If the current operating condition is the coasting condition, the driver's requested torque under the coasting condition is determined as the current requested torque; If the current operating condition is the braking condition, the current requested torque is determined based on the requested braking recovery torque and the requested coasting recovery torque of the anti-lock braking function under the braking condition.

4. The method according to claim 3, characterized in that, The determination of the current requested torque based on the requested regenerative braking torque and the requested regenerative coasting torque under the braking condition includes: Determine the sum of the requested braking recovery torque and the requested coasting recovery torque; The torque is determined as the currently requested torque.

5. The method according to any one of claims 1 to 4, characterized in that, When the anti-lock braking system of the vehicle is activated, the method further includes: Obtain the target exit slope of the recovered torque; wherein the target exit slope is less than a preset exit slope; The recovery torque of the drive motor is adjusted to the first recovery torque according to the target exit slope; Wherein, the first recovery torque represents the recovery torque of the drive motor when the vehicle exhibits the tendency to disengage from lock-up.

6. The method according to any one of claims 1 to 4, characterized in that, Determining whether the vehicle has a tendency to unlock its engines includes: Obtain the current slip ratio of the vehicle; If the current slip ratio is less than the first preset slip ratio, it is determined that the vehicle has the tendency to disengage from the lock-up. If the current slip ratio is greater than or equal to the second preset slip ratio, it is determined that the vehicle has a tendency to lock up; Wherein, the first preset slip ratio is less than or equal to the second preset slip ratio.

7. The method according to claim 6, characterized in that, The step of obtaining the current slip ratio of the vehicle includes: Obtain the vehicle speed and the wheel speed of the vehicle's wheels; The current slip ratio of the vehicle is calculated using the vehicle speed and the wheel speed.

8. The method according to any one of claims 1 to 4, characterized in that, The method further includes: If the vehicle shows a tendency to lock up, the anti-lock braking function is activated.

9. The method according to claim 8, characterized in that, If the vehicle exhibits a tendency to lock up, the anti-lock braking function is activated, including: The vehicle's braking energy and coasting energy are recovered through the vehicle's drive motor; During the energy recovery process of the vehicle to provide electric braking, if a tendency for the vehicle's wheels to lock up is detected, the anti-lock braking function is activated.

10. The method according to claim 9, characterized in that, The energy recovery process, which involves using the vehicle's drive motor to recover braking and coasting energy, includes: If the current operating condition of the vehicle is braking, the recovery torque of the drive motor is determined to be the sum of the recovery torque requested for braking energy and the recovery torque requested for coasting energy. If the current operating condition is a coasting condition, the recovery torque of the drive motor is determined to be the recovery torque requested for the coasting energy.

11. The method according to claim 9, characterized in that, The method further includes: When the anti-lock braking function is activated, the reduced regenerative torque of the drive motor is compensated by hydraulic braking.

12. The method according to claim 9, characterized in that, The energy recovery process, which involves using the vehicle's drive motor to recover braking and coasting energy, includes: When the vehicle enters braking mode, the recovery capability of the vehicle's drive motor is obtained, whereby the recovery capability represents the drive motor's ability to recover the vehicle's braking energy and coasting energy. The deceleration of the vehicle is allocated based on the recovery capability.

13. The method according to claim 12, characterized in that, The allocation of vehicle deceleration based on the recovery capability includes: When the recovery capacity is not zero, the vehicle deceleration is provided by hydraulic braking and brake energy recovery; When the recovery capacity is greater than or equal to the deceleration of the vehicle, the recovery capacity of the drive motor provides braking force to the vehicle. When the recovery capacity is less than the deceleration of the vehicle, the recovery capacity of the drive motor and the hydraulic brake provide braking force for the vehicle.

14. A vehicle, characterized in that, The vehicles include: Memory, used to store executable program code; A processor for calling and running the executable program code from the memory, causing the vehicle to perform the method as described in any one of claims 1 to 13.

15. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that, when executed, implements the method as described in any one of claims 1 to 13.

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