WO2024092780A1 - 一种控制方法及装置 - Google Patents

一种控制方法及装置 Download PDF

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Publication number
WO2024092780A1
WO2024092780A1 PCT/CN2022/130059 CN2022130059W WO2024092780A1 WO 2024092780 A1 WO2024092780 A1 WO 2024092780A1 CN 2022130059 W CN2022130059 W CN 2022130059W WO 2024092780 A1 WO2024092780 A1 WO 2024092780A1
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WO
WIPO (PCT)
Prior art keywords
motor
vehicle
gear
turned
driving
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/CN2022/130059
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English (en)
French (fr)
Inventor
王煜琦
李金杭
柴本本
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Huawei Technologies Co Ltd
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Huawei Technologies Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Huawei Technologies Co Ltd filed Critical Huawei Technologies Co Ltd
Priority to JP2025525847A priority Critical patent/JP2025536431A/ja
Priority to CN202280100654.4A priority patent/CN119968283A/zh
Priority to KR1020257018365A priority patent/KR20250099384A/ko
Priority to PCT/CN2022/130059 priority patent/WO2024092780A1/zh
Priority to EP22964084.2A priority patent/EP4596280A4/en
Publication of WO2024092780A1 publication Critical patent/WO2024092780A1/zh
Anticipated expiration legal-status Critical
Priority to US19/198,303 priority patent/US20250263076A1/en
Ceased legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/182—Selecting between different operative modes, e.g. comfort and performance modes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/32—Control or regulation of multiple-unit electrically-propelled vehicles
    • B60L15/38—Control or regulation of multiple-unit electrically-propelled vehicles with automatic control
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2045—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for optimising the use of energy
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2054—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed by controlling transmissions or clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R16/00—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for
    • B60R16/02—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements
    • B60R16/023—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements for transmission of signals between vehicle parts or subsystems
    • B60R16/0231—Circuits relating to the driving or the functioning of the vehicle
    • B60R16/0236—Circuits relating to the driving or the functioning of the vehicle for economical driving
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K1/02—Arrangement or mounting of electrical propulsion units comprising more than one electric motor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2220/00—Electrical machine types; Structures or applications thereof
    • B60L2220/40—Electrical machine applications
    • B60L2220/42—Electrical machine applications with use of more than one motor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/12—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/421—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/423—Torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2260/00—Operating Modes
    • B60L2260/20—Drive modes; Transition between modes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2260/00—Operating Modes
    • B60L2260/20—Drive modes; Transition between modes
    • B60L2260/26—Transition between different drive modes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/09—Other types of propulsion units, e.g. fluid motors, or type not specified
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/10—Change speed gearings
    • B60W2510/1005—Transmission ratio engaged
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/215—Selection or confirmation of options
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/09—Other types of propulsion units, e.g. fluid motors, or type not specified
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2200/00—Type of vehicle
    • B60Y2200/90—Vehicles comprising electric prime movers
    • B60Y2200/91—Electric vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
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    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • the present application relates to the field of automobile technology, and in particular to a control method and device.
  • the drive motor on a car can generate drive torque and is often used as the power source of the vehicle.
  • the present application discloses a control method and device, which can realize flexible control of a vehicle motor under different driving modes, and is beneficial to improving the economy and driving stability of the vehicle.
  • the present application provides a control method, which is applied to a vehicle, wherein the vehicle includes a first motor and a second motor, and the method includes: obtaining reference information, wherein the reference information includes a driving mode of the vehicle; and controlling the second motor to turn on or off according to the driving mode of the vehicle.
  • the vehicle can be an autonomous driving vehicle, that is, all or part of the driving operations are performed independently by the autonomous driving system, or it can be a non-autonomous driving vehicle, that is, all driving operations must be performed by a natural driver.
  • the vehicle may be a new energy vehicle, such as an electric vehicle (EV), a hybrid electric vehicle (HEV), a range extended electric vehicle (range extended EV), a plug-in hybrid vehicle (Plug-in HEV), a fuel cell vehicle or other new energy vehicles, without specific limitation herein.
  • EV electric vehicle
  • HEV hybrid electric vehicle
  • range extended electric vehicle range extended EV
  • Plug-in HEV plug-in hybrid vehicle
  • fuel cell vehicle fuel cell vehicle
  • the driving mode of the vehicle includes at least one of an energy-saving mode, a normal mode, and a sports mode.
  • the energy-saving mode has the longest cruising time, and the sports mode has the best acceleration performance.
  • the cruising time of the vehicle in the normal mode is shorter than the cruising time of the vehicle in the energy-saving mode, but longer than the cruising time of the vehicle in the sports mode;
  • the acceleration performance of the vehicle in the normal mode is stronger than the acceleration performance of the vehicle in the energy-saving mode, but weaker than the acceleration performance of the vehicle in the sports mode.
  • the second motor is controlled to be in the off state for a longer time or with a greater probability than when the vehicle is in sports mode.
  • the first motor is the front motor and the second motor is the rear motor; or the first motor is the rear motor and the second motor is the front motor.
  • the second motor is the front motor, the vehicle has better maneuverability and higher safety; when the second motor is the rear motor, the vehicle can be better balanced.
  • flexible control of the vehicle motor can be achieved under different driving modes, which is not only beneficial to improving the economy of the vehicle, but also beneficial to improving the smoothness of the vehicle.
  • the reference information also includes a driving speed of the vehicle
  • controlling the second motor to be turned on or off according to a driving mode of the vehicle includes: controlling the second motor to be turned off according to the driving mode and the driving speed.
  • the switch control of the second motor is realized based on the driving mode and the driving degree of the vehicle, which not only considers the economy of the vehicle but also the smoothness of the vehicle.
  • the reference information also includes a state of the vehicle, and controlling the second motor to be turned off according to the driving mode and the driving speed includes: controlling the second motor to be turned off according to the state of the vehicle, the driving mode and the driving speed.
  • the state of the vehicle can be obtained from the display start status light of the vehicle, and the state of the vehicle can be represented by an identifier, a binary value, etc.
  • a first identifier is output, and the first identifier indicates that the state of the first vehicle is a drivable state
  • the display start status light is off
  • a second identifier is output, and the second identifier indicates that the state of the first vehicle is a non-drivable state.
  • the first vehicle being in a non-drivable state includes any one or more of the vehicle being in a parking gear, the vehicle being charged, or the vehicle failing.
  • controlling the second motor to shut down according to the state of the vehicle, the driving mode and the driving speed includes: controlling the second motor to shut down when the driving speed is zero, the driving mode is energy-saving mode or normal mode and the state of the vehicle is a non-drivable state.
  • the energy-saving mode and the normal mode have higher requirements on economy.
  • shutting down the second motor in time can reduce energy consumption, which is beneficial to improving the economy of the vehicle.
  • the reference information also includes the gear position of the vehicle, and controlling the second motor to shut down according to the state of the vehicle, the driving mode and the driving speed includes: when the gear position is the parking gear, the driving speed is zero, the driving mode is the sports mode and the state of the vehicle is a non-drivable state, controlling the second motor to shut down.
  • shutting down the second motor in time can reduce energy consumption, which is beneficial to improving the economy of the vehicle.
  • the reference information also includes at least two of the gear position of the vehicle, the state of the first motor, the requested torque of the second motor and the actual torque of the second motor, and controlling the second motor to be turned off according to the driving mode and the driving speed includes: controlling the second motor to be turned off according to the gear position, the state of the first motor, the requested torque of the second motor and at least two of the actual torque of the second motor, the driving mode and the driving speed.
  • controlling the second motor to be turned off according to the gear position, the state of the first motor, at least two of the requested torque of the second motor and the actual torque of the second motor, the driving mode and the driving speed includes: when the driving mode is a sport mode and the gear position is a parking gear, controlling the second motor to be turned off when all of the following conditions are met:
  • the driving speed is not greater than a first speed threshold
  • the actual torque of the second motor is not greater than a first torque threshold.
  • controlling the second motor to be turned off according to the gear position, the state of the first motor, at least two of the requested torque of the second motor and the actual torque of the second motor, the driving mode and the driving speed includes: when the driving mode is a normal mode and the gear position is a parking gear, controlling the second motor to be turned off when all of the following conditions are met:
  • the driving speed is not greater than a second speed threshold
  • the actual torque of the second motor is not greater than a second torque threshold.
  • the second speed threshold may be equal to the first speed threshold
  • the second torque threshold may be equal to the first torque threshold
  • controlling the second motor to be turned off according to the gear position, the state of the first motor, at least two of the requested torque of the second motor and the actual torque of the second motor, the driving mode and the driving speed includes: when the driving mode is a normal mode and the gear position is a forward gear, a reverse gear or a neutral gear, and when all of the following conditions are met, controlling the second motor to be turned off:
  • the first motor is in a state of no fault
  • the driving speed is not less than a third speed threshold
  • the requested torque of the second electric machine is not greater than a third torque threshold
  • the actual torque of the second motor is not greater than a fourth torque threshold; wherein the fourth torque threshold is greater than the third torque threshold.
  • the driving mode is an energy-saving mode
  • controlling the second motor to be turned off according to the gear position, the state of the first motor, at least two of the requested torque of the second motor and the actual torque of the second motor, the driving mode and the driving speed includes:
  • the gear is the forward gear, the reverse gear or the neutral gear, and the state of the first motor is no fault, controlling the second motor to be turned off;
  • the second motor is controlled to be turned off when all of the following conditions are met: the driving speed is not greater than a fourth speed threshold; and the actual torque of the second motor is not greater than a fifth torque threshold;
  • the second motor is controlled to be turned off when all of the following conditions are met:
  • the first motor is in a state of no fault
  • the driving speed is not less than a fifth speed threshold
  • the requested torque of the second electric machine is not greater than a sixth torque threshold
  • the actual torque of the second motor is not greater than the seventh torque threshold; wherein the seventh torque threshold is greater than the sixth torque threshold; wherein the cruising time of the vehicle in the first energy-saving mode is greater than the cruising time of the vehicle in the second energy-saving mode.
  • the first energy-saving mode may be, for example, a super power-saving mode or a pure electric mode. In this mode, if the first motor has no faults, the second motor will be turned off to save energy and improve the economy of the vehicle.
  • the second energy-saving mode may be, for example, an economic mode.
  • an economic mode In this mode, if the vehicle is in the parking gear, if the current vehicle speed is low and the actual torque of the second motor is small, it means that the driving force currently expected to be provided by the second motor may be small enough to be negligible. In this case, turning off the second motor can save energy and improve the economy of the vehicle.
  • the vehicle is in any of the forward gear, reverse gear and neutral gear, if the first motor has no faults and the current vehicle speed is greater than a certain vehicle speed threshold, but the requested torque and actual torque of the first motor are both low, it means that only the first motor can meet the driving needs of the vehicle in the economic mode. In this case, turning off the second motor can save energy and improve the economy of the vehicle.
  • the reference information also includes a gear position of the vehicle
  • controlling the second motor to be turned on or off according to the driving mode includes: controlling the second motor to be turned on according to the driving mode and the gear position.
  • the second motor is controlled to start based on the vehicle's driving mode and the vehicle's gear position, which can meet the vehicle's economic and power requirements under different driving modes and gear positions.
  • the second motor is controlled to be turned on, including: when the driving mode is a sports mode and the gear position is a forward gear, a reverse gear or a neutral gear, the second motor is controlled to be turned on.
  • the second motor when the vehicle is in any gear among the forward gear, reverse gear and neutral gear in the sports mode, the second motor will be turned on to provide the vehicle with sufficient power source to improve the acceleration performance of the vehicle.
  • the reference information also includes at least one of the vehicle's driving speed, the state of the first motor, and the requested torque of the second motor, and controlling the second motor to be turned on according to the driving mode and the gear includes: controlling the second motor to be turned on according to the driving speed, the state of the first motor, and at least one of the requested torque of the second motor, the driving mode and the gear.
  • the state of the first motor has two states: faulty and non-faulty.
  • the state of the first motor can be indicated by an identifier, a field, a binary value, etc. For example, when the state of the first motor takes a first value, it indicates that the state of the first motor is faulty; when the state of the first motor takes a second value, it indicates that the state of the first motor is non-faulty.
  • the requested torque of the second motor can reflect the power demand of the vehicle. The greater the requested torque of the second motor, the greater the power demand of the vehicle.
  • controlling the second motor to be turned on according to at least one of the driving speed, the state of the first motor and the requested torque of the second motor, the driving mode and the gear position includes: controlling the second motor to be turned on when the driving mode is a normal mode, the gear position is a forward gear, a reverse gear or a neutral gear and at least one of the following conditions is met:
  • the state of the first motor is fault
  • the driving speed is not greater than a sixth speed threshold
  • the requested torque of the second electric machine is not less than an eighth torque threshold.
  • the second motor in normal mode, when the vehicle is in any gear among the forward gear, reverse gear and neutral gear, if the first motor of the vehicle fails, the second motor is turned on to replace the first motor to provide driving force for the vehicle, thereby ensuring normal driving of the vehicle; and/or, if the requested torque of the second motor is large, turning on the second motor can enable the vehicle to respond to the power demand in a timely manner; and/or, if the driving speed of the vehicle is less than or equal to the sixth speed threshold, turning on the second motor can ensure that the vehicle meets the endurance requirements and acceleration performance requirements in normal mode.
  • controlling the second motor to start according to at least one of the driving speed, the state of the first motor and the requested torque of the second motor, the driving mode and the gear position includes:
  • the gear is the forward gear or the reverse gear, and the state of the first motor is a fault, controlling the second motor to start;
  • the gear is the forward gear, the reverse gear or the neutral gear, and at least one of the following conditions is met, the second motor is controlled to be turned on:
  • the state of the first motor is fault
  • the driving speed is not greater than a seventh speed threshold
  • the requested torque of the second motor is not less than a ninth torque threshold
  • the cruising time of the vehicle in the first energy-saving mode is greater than the cruising time of the vehicle in the second energy-saving mode.
  • the seventh speed threshold is smaller than the sixth speed threshold.
  • the second motor in the first energy-saving mode, when the vehicle is in the forward gear or the reverse gear, the second motor is turned on only when the first motor fails, so as to support the normal driving of the vehicle in the first energy-saving mode; in the second energy-saving mode, when the vehicle is in any of the forward gear, the reverse gear and the neutral gear, if the first motor of the vehicle fails, the second motor is turned on to replace the first motor to provide driving force for the vehicle, thereby ensuring the normal driving of the vehicle in the second energy-saving mode; and/or, if the requested torque of the second motor is large, turning on the second motor can enable the vehicle to respond to the power demand in a timely manner; and/or, if the driving speed of the vehicle is less than or equal to the seventh speed threshold, turning on the second motor can ensure that the vehicle meets the endurance requirements and acceleration performance requirements in the second energy-saving mode.
  • a preset speed threshold corresponding to the vehicle when the second motor is turned on is less than a preset speed threshold corresponding to the vehicle when the second motor is turned off.
  • the preset speed threshold corresponding to the vehicle when the second motor is turned on is the above-mentioned sixth speed threshold
  • the preset speed threshold corresponding to the vehicle when the second motor is turned off is the above-mentioned third speed threshold
  • the sixth speed threshold is less than the third speed threshold
  • the seventh speed threshold corresponding to the vehicle when the second motor is turned on is less than the fifth speed threshold corresponding to the vehicle when the second motor is turned off.
  • the preset speed threshold corresponding to the vehicle when the second motor is turned on is lower than the preset speed threshold corresponding to the vehicle when the second motor is turned off. This can prevent the second motor from being frequently switched on and off under this driving mode and this gear, which is beneficial to increasing the service life of the motor.
  • the duration required for the vehicle to meet the corresponding motor-on condition is shorter than the duration required for the vehicle to meet the corresponding motor-off condition.
  • the duration required to meet the motor-on condition is set to be shorter, so that the vehicle can respond to the power request in time; the duration required to meet the motor-off condition is set to be longer, which is beneficial to reducing noise, vibration and sound roughness NVH interference.
  • controlling the second motor to turn on or off includes: controlling the second motor to turn on or off through a switching device, the switching device being connected to the second motor, wherein when the switching device is closed, the second motor is turned on; and when the switching device is opened, the second motor is turned off.
  • the switch device can be any of the following: an insulated gate bipolar transistor IGBT, a metal oxide semiconductor field effect transistor MOS, and a clutch.
  • IGBT tube is suitable for the conduction and control of medium to very high currents
  • MOS tube is suitable for the conduction and control of low to medium currents.
  • the clutch is a purely mechanical structure that can disconnect the drive bridge.
  • the IGBT tube and the MOS tube have the advantages of simple structure, state switching description, and high execution efficiency.
  • the second motor is turned on by closing the switch device and is turned off by opening the switch device.
  • the state switching response of the switch device is fast, which can improve the control efficiency of the second motor.
  • the present application provides a control device for controlling a vehicle, wherein the vehicle includes a first motor and a second motor, and the device includes: an acquisition unit for acquiring a driving mode of the vehicle; and a processing unit for controlling the second motor to turn on or off according to the driving mode of the vehicle.
  • the device may be a motor controller of the second motor or a component within the motor controller, and the device may also be a vehicle controller or a component within the vehicle controller, wherein the component may be, for example, a chip or an integrated circuit.
  • the processing unit is specifically used to: generate indication information according to the driving mode of the vehicle, the indication information being used to instruct the second motor to turn on or off; and send the indication information to the motor controller of the second motor so that the motor controller controls the second motor to turn on or off based on the indication information.
  • the first motor is the front motor and the second motor is the rear motor; or, the first motor is the rear motor and the second motor is the front motor.
  • the reference information also includes a driving speed of the vehicle, and the processing unit is specifically configured to control the second motor to be turned off according to the driving mode and the driving speed.
  • the reference information also includes a state of the vehicle, and the processing unit is specifically used to control the second motor to be turned off according to the state of the vehicle, the driving mode and the driving speed.
  • the processing unit is specifically used to control the second motor to turn off when the driving speed is zero, the driving mode is the energy-saving mode or the normal mode, and the state of the vehicle is a non-drivable state.
  • the reference information also includes a gear position of the vehicle, and the processing unit is specifically used to control the second motor to shut down when the gear position is a parking gear, the driving speed is zero, the driving mode is a sports mode, and the state of the vehicle is a non-drivable state.
  • the reference information also includes at least two of the gear position of the vehicle, the state of the first motor, the requested torque of the second motor and the actual torque of the second motor
  • the processing unit is specifically used to control the second motor to shut down according to the gear position, the state of the first motor, the requested torque of the second motor and at least two of the actual torque of the second motor, the driving mode and the driving speed.
  • the processing unit is specifically configured to: when the driving mode is a sport mode and the gear is a parking gear, control the second motor to be turned off when all of the following conditions are met:
  • the driving speed is not greater than a first speed threshold
  • the actual torque of the second motor is not greater than a first torque threshold.
  • the processing unit is specifically configured to: when the driving mode is a normal mode and the gear is a parking gear, control the second motor to be turned off when all of the following conditions are met:
  • the driving speed is not greater than a second speed threshold
  • the actual torque of the second motor is not greater than a second torque threshold.
  • the processing unit is specifically configured to: when the driving mode is a normal mode and the gear is a forward gear, a reverse gear or a neutral gear, and when all of the following conditions are met, control the second motor to be turned off:
  • the first motor is in a state of no fault
  • the driving speed is not less than a third speed threshold
  • the requested torque of the second electric machine is not greater than a third torque threshold
  • the actual torque of the second motor is not greater than a fourth torque threshold; wherein the fourth torque threshold is greater than the third torque threshold.
  • the driving mode is an energy-saving mode
  • the processing unit is specifically configured to:
  • the gear is the forward gear, the reverse gear or the neutral gear, and the state of the first motor is no fault, controlling the second motor to be turned off;
  • the second motor is controlled to be turned off when all of the following conditions are met: the driving speed is not greater than a fourth speed threshold; and the actual torque of the second motor is not greater than a fifth torque threshold;
  • the second motor is controlled to be turned off when all of the following conditions are met:
  • the first motor is in a state of no fault
  • the driving speed is not less than a fifth speed threshold
  • the requested torque of the second electric machine is not greater than a sixth torque threshold
  • the actual torque of the second motor is not greater than the seventh torque threshold; wherein the seventh torque threshold is greater than the sixth torque threshold; wherein the cruising time of the vehicle in the first energy-saving mode is greater than the cruising time of the vehicle in the second energy-saving mode.
  • the reference information also includes a gear position of the vehicle, and the processing unit is specifically configured to control the second motor to start according to the driving mode and the gear position.
  • the processing unit is specifically used to: when the driving mode is a sports mode and the gear is a forward gear, a reverse gear or a neutral gear, control the second motor to turn on.
  • the reference information also includes at least one of the vehicle's driving speed, the state of the first motor and the requested torque of the second motor
  • the processing unit is specifically used to control the second motor to start according to the driving speed, the state of the first motor and at least one of the requested torque of the second motor, the driving mode and the gear.
  • the processing unit is specifically configured to control the second motor to start when the driving mode is a normal mode, the gear is a forward gear, a reverse gear or a neutral gear, and at least one of the following conditions is met:
  • the state of the first motor is fault
  • the driving speed is not greater than a sixth speed threshold
  • the requested torque of the second electric machine is not less than an eighth torque threshold.
  • processing unit is specifically used for:
  • the gear is the forward gear or the reverse gear, and the state of the first motor is a fault, controlling the second motor to start;
  • the gear is the forward gear, the reverse gear or the neutral gear, and at least one of the following conditions is met, the second motor is controlled to be turned on:
  • the state of the first motor is fault
  • the driving speed is not greater than a seventh speed threshold
  • the requested torque of the second motor is not less than a ninth torque threshold
  • the cruising time of the vehicle in the first energy-saving mode is greater than the cruising time of the vehicle in the second energy-saving mode.
  • a preset speed threshold corresponding to the vehicle when the second motor is turned on is less than a preset speed threshold corresponding to the vehicle when the second motor is turned off.
  • the duration required for the vehicle to meet the corresponding motor-on condition is shorter than the duration required for the vehicle to meet the corresponding motor-off condition.
  • the processing unit is specifically used to: control the second motor to turn on or off through a switching device, the switching device is connected to the second motor, wherein when the switching device is closed, the second motor is turned on; when the switching device is opened, the second motor is turned off.
  • the switch device may be any one of the following: an insulated gate bipolar transistor IGBT, a metal oxide semiconductor field effect transistor MOS, and a clutch.
  • the present application provides a control device, comprising a processor and a memory, wherein the memory is used to store program instructions; the processor calls the program instructions in the memory so that the device executes the method in the first aspect or any possible implementation of the first aspect.
  • the present application provides a motor control system, which includes a switching device and a control device, wherein the switching device is connected to the control device, and the control device is used to execute the method in the first aspect or any possible implementation of the first aspect.
  • control device may be a device in the second aspect or any possible implementation manner of the second aspect, or a device described in the third aspect.
  • the present application provides a vehicle, comprising the device in the second aspect or any possible implementation of the second aspect, or comprising the motor control system described in the fourth aspect.
  • the present application provides a computer-readable storage medium, comprising computer instructions, which, when executed by a processor, implement the method in the above-mentioned first aspect or any possible implementation manner of the first aspect.
  • the present application provides a computer program product, which, when executed by a processor, implements the method in the first aspect or any possible embodiment of the first aspect.
  • the computer program product for example, can be a software installation package, and when it is necessary to use the method provided by any possible design of the first aspect, the computer program product can be downloaded and executed on a processor to implement the method in the first aspect or any possible embodiment of the first aspect.
  • beneficial effects of the second to seventh aspects above may be specifically referred to the description of the beneficial effects of the first aspect, and will not be repeated here.
  • FIG1A is a schematic diagram of a motor control system architecture provided by an embodiment of the present application.
  • FIG1B is a schematic diagram of another motor control system architecture provided by an embodiment of the present application.
  • FIG2 is a schematic flow chart of a control method provided in an embodiment of the present application.
  • FIG3A is a schematic diagram of a judgment method for determining that the second motor needs to be turned off provided by an embodiment of the present application
  • FIG3B is a schematic diagram of a judgment method for determining that the second motor needs to be turned off provided in an embodiment of the present application
  • FIG3C is a schematic diagram of determining that the second motor needs to be turned off, provided in an embodiment of the present application.
  • FIG3D is a schematic diagram of a judgment method for determining that the second motor needs to be turned off provided by an embodiment of the present application
  • FIG3E is a schematic diagram of determining that the second motor needs to be turned off, provided in an embodiment of the present application.
  • FIG3F is a schematic diagram of determining that the second motor needs to be turned off, provided in an embodiment of the present application.
  • FIG4A is a schematic diagram of a judgment method for determining that the second motor needs to be turned on, provided in an embodiment of the present application;
  • FIG4B is a schematic diagram of a judgment method for determining that the second motor needs to be turned on, provided in an embodiment of the present application;
  • FIG4C is a schematic diagram of a judgment method for determining that the second motor needs to be turned on, provided in an embodiment of the present application;
  • FIG5A is a schematic diagram of determining whether a second motor needs to be turned off, provided in an embodiment of the present application.
  • FIG5B is a schematic diagram of determining whether the second motor needs to be turned on, provided in an embodiment of the present application.
  • FIG6 is a flow chart of another control method provided in an embodiment of the present application.
  • FIG7 is a schematic diagram of the structure of a control device provided in an embodiment of the present application.
  • FIG8 is a schematic diagram of the structure of another control device provided in an embodiment of the present application.
  • the number of described objects is not limited by the prefix, and can be one or more. Taking “first device” as an example, the number of "devices" can be one or more.
  • the objects modified by different prefixes can be the same or different. For example, if the object being described is a "device”, then the "first device” and the “second device” can be the same device, the same type of device, or different types of devices; for another example, if the object being described is "information”, then the "first information” and the “second information” can be information of the same content or information of different contents.
  • the use of prefixes used to distinguish the described objects in the embodiments of the present application does not constitute a limitation on the described objects. For the statement of the described objects, please refer to the description in the context of the claims or embodiments, and no unnecessary limitation should be constituted due to the use of such prefixes.
  • the description methods such as "at least one of a1, a2, ... and an" used in the embodiments of the present application include the situation where any one of a1, a2, ... and an exists alone, and also include any combination of any multiple of a1, a2, ... and an, and each situation can exist alone.
  • the description method of "at least one of a, b and c" includes the situation where a is alone, b is alone, c is alone, a combination of a and b, a combination of a and c, b and c, or a combination of abc.
  • the system can be used to control the motor to improve the economy and driving stability of the vehicle.
  • FIG. 1A is a schematic diagram of a motor control system provided by an embodiment of the present application.
  • the system includes a first device, a switch device, and a target motor.
  • the first device, the switch device, and the target motor are deployed on the same vehicle, and the target motor is used to provide driving force for the vehicle.
  • the switch device is connected to the first device and the target motor respectively, and the first device can control the opening or closing of the target motor through the switch device.
  • the switch device can exist independently of the first device or can be integrated into the first device, which is not specifically limited here.
  • the first device may be a motor controller of the target motor, or a component in the motor controller, and the component may be, for example, a chip, an integrated circuit, etc.
  • the motor controller may be, for example, a microcontroller unit (MCU), a microprocessor unit (MPU), etc.
  • the switch device has two states, namely, open and closed. Exemplarily, when the target motor needs to be turned on, the switch device is configured to be closed; when the target motor needs to be turned off, the switch device is configured to be open.
  • the switching device may be a switching tube, for example, an insulated gate bipolar transistor (IGBT), a metal oxide semiconductor field effect transistor (MOSFET, abbreviated as MOS), etc.
  • IGBT insulated gate bipolar transistor
  • MOSFET metal oxide semiconductor field effect transistor
  • the switching device may also be a clutch, which is not specifically limited here.
  • the target motor is the motor to be controlled.
  • the target motor may be the front motor or the rear motor, which is not specifically limited here.
  • the target motor may also be an auxiliary motor in a vehicle, which is used to assist a main motor in the vehicle to provide driving force for the vehicle.
  • FIG. 1B is a schematic diagram of another motor control system provided by an embodiment of the present application.
  • the system shown in FIG. 1B further includes a second device, and the second device can communicate with the first device in a wired or wireless manner.
  • the description of the first device, the switch device, and the target motor in FIG. 1B can be specifically referred to the description of the corresponding content in FIG. 1A , which will not be repeated here.
  • the first device may receive indication information from the second device, where the indication information is used to instruct the second motor to turn on or off; and the first device controls the second motor to turn on or off according to the indication information.
  • the second device may be a vehicle controller or a component in the vehicle controller, and the component may be, for example, a chip, an integrated circuit, etc.
  • the vehicle controller may be a hardware and software integrated platform supporting body control and chassis control, such as a vehicle domain controller (VDC), or a hardware and software integrated platform for supporting chassis control, such as a chassis domain controller.
  • VDC vehicle domain controller
  • chassis domain controller a hardware and software integrated platform for supporting chassis control
  • the motor control system shown in Figure 1A or Figure 1B can be applied to any scenario including fully automatic driving scenarios (i.e., the automatic driving system performs all operations and the natural driver does not participate in decision-making and operations), human-machine co-driving scenarios (i.e., the automatic driving system and the natural driver jointly complete driving-related operations), and human driving scenarios (i.e., the natural driver performs all driving operations).
  • fully automatic driving scenarios i.e., the automatic driving system performs all operations and the natural driver does not participate in decision-making and operations
  • human-machine co-driving scenarios i.e., the automatic driving system and the natural driver jointly complete driving-related operations
  • human driving scenarios i.e., the natural driver performs all driving operations.
  • the motor control system shown in Figure 1A or Figure 1B can be applied to a variety of network types, for example, in one or more of the following network types: SparkLink, long term evolution (LTE) network, fifth generation mobile communication technology (5G), wireless local area network (for example, Wi-Fi), Bluetooth (BT), Zigbee, or vehicle-mounted short-range wireless communication network, etc.
  • SparkLink long term evolution (LTE) network
  • 5G fifth generation mobile communication technology
  • Wi-Fi wireless local area network
  • BT Bluetooth
  • Zigbee Zigbee
  • vehicle-mounted short-range wireless communication network etc.
  • FIG. 1A or FIG. 1B is only an exemplary architecture diagram, but does not limit the number of network elements included in the system shown in FIG. 1A or FIG. 1B.
  • FIG. 1A or FIG. 1B may also include other functional entities.
  • the method provided in the embodiment of the present application can be applied to the communication system shown in FIG. 1A or FIG. 1B.
  • the method provided in the embodiment of the present application can also be applied to other motor control systems, and the embodiment of the present application is not limited to this.
  • FIG. 2 is a flow chart of a control method provided in an embodiment of the present application.
  • the method described in FIG. 2 is applied to a control device in a vehicle, and the control device may be, for example, the first device in FIG. 1A or the second device in FIG. 1B .
  • the vehicle includes a first motor and a second motor, wherein both the first motor and the second motor can be used to provide driving force for the vehicle.
  • the second motor is taken as the above-mentioned target motor as an example for illustrative description of the scheme, that is, the second motor is the motor to be controlled in the embodiment of the present application.
  • the first motor is the front motor and the second motor is the rear motor; or, the first motor is the rear motor and the second motor is the front motor.
  • the embodiment of the present application does not limit the number of motors.
  • the maneuverability of a vehicle with a main rear-wheel drive is better than that of a vehicle with a main front-wheel drive (i.e., the main motor is the front motor and the auxiliary motor is the rear motor).
  • the vehicle with a main front-wheel drive i.e., the main motor is the front motor and the auxiliary motor is the rear motor.
  • the vehicle may be an autonomous vehicle, which is equipped with an autonomous driving system, and the autonomous driving system may independently perform all or part of the driving operations according to different autonomous driving capabilities.
  • the vehicle may also be a non-autonomous driving vehicle, that is, a natural driver is required to perform all driving operations.
  • the vehicle may be a new energy vehicle, such as an electric vehicle (EV), a hybrid electric vehicle (HEV), a range extended electric vehicle (range extended EV), a plug-in hybrid vehicle (Plug-in HEV), a fuel cell vehicle or other new energy vehicles, without specific limitation herein.
  • EV electric vehicle
  • HEV hybrid electric vehicle
  • range extended electric vehicle range extended EV
  • Plug-in HEV plug-in hybrid vehicle
  • fuel cell vehicle fuel cell vehicle
  • the method includes but is not limited to the following steps:
  • S201 Acquire reference information, where the reference information includes a driving mode of the vehicle.
  • the driving mode of the vehicle includes at least one of an energy saving mode, a normal mode, and a sport mode.
  • the vehicle's cruising time is the longest in energy-saving mode, and the vehicle's acceleration performance is the best in sports mode.
  • the vehicle's cruising time in normal mode is shorter than that in energy-saving mode, but longer than that in sports mode; the vehicle's acceleration performance in normal mode is stronger than that in energy-saving mode, but weaker than that in sports mode.
  • the energy-saving mode includes a first energy-saving mode and a second energy-saving mode, wherein the cruising time of the vehicle in the first energy-saving mode is greater than the cruising time of the vehicle in the second energy-saving mode.
  • the first energy-saving mode may be a super power-saving mode, a pure electric-vehicle (EV) mode, etc.
  • the second energy-saving mode may be an economic mode, which is also called an ecology-conservation-optimization (ECO) mode.
  • the economic mode can ensure basic driving comfort.
  • Normal mode is also called standard mode or comfort mode. In normal mode, every performance of the vehicle is stable and balanced, and the power performance and economic performance are balanced. It is also the most commonly used driving state in daily driving.
  • the vehicle In the sports mode, the vehicle has better acceleration performance and the vehicle's power system responds sensitively.
  • the sports mode is often used in scenarios that require higher vehicle power, such as overtaking acceleration and climbing.
  • the driving mode of the vehicle may be obtained based on the driving mode information input by the user.
  • the driving mode information may be input by the user through the touch screen of the vehicle computer, or by the user through the buttons of the vehicle computer, or by the user through voice or gesture input, etc., which is not specifically limited here.
  • the driving mode of the vehicle in a fully automatic driving scenario, may also be obtained by the control device from the control center of the vehicle's automatic driving system.
  • the reference information also includes the driving speed of the vehicle.
  • the control device can obtain the driving speed of the vehicle from an inertial measurement unit (IMU).
  • IMU inertial measurement unit
  • the reference information further includes the gear position of the vehicle.
  • the control device may obtain the gear position of the vehicle from a gear position sensor or a gear position switch sensor of the vehicle.
  • the gear position of the vehicle includes at least one of a forward gear, a reverse gear, a neutral gear, and a parking gear.
  • the forward (drive) gear is referred to as the D gear.
  • the D gear is required when the vehicle is moving forward.
  • the reverse gear is referred to as the R gear, also known as the reverse gear.
  • the R gear is used for reversing the vehicle.
  • N gear Neutral is referred to as N gear.
  • N gear is used for short-term parking of vehicles. When the vehicle needs to stop temporarily (for example, waiting for a traffic light), the N gear is engaged to stop the movement of the vehicle but the power of the vehicle is not interrupted.
  • the parking gear is called the P gear for short. It is also called the parking gear.
  • the P gear is used for long-term parking of the vehicle. When the vehicle is in the P gear, the power output of the vehicle is interrupted and the vehicle no longer moves.
  • the reference information further includes at least one of a state of the first motor, a requested torque of the second motor, and an actual torque of the second motor.
  • the state of the first motor has two states: faulty and non-faulty.
  • the state of the first motor can be indicated by an identifier, a field, a binary value, etc. For example, when the state of the first motor takes a first value, it indicates that the state of the first motor is faulty; when the state of the first motor takes a second value, it indicates that the state of the first motor is non-faulty. It can be understood that the state of the first motor can be obtained by the control device from the first motor.
  • the requested torque of the second motor can be calculated based on the depth information of the accelerator pedal being stepped on or the brake pedal being stepped on of the vehicle. It can be seen that the requested torque of the second motor can reflect the power demand of the vehicle. The greater the requested torque of the second motor, the greater the power demand of the vehicle.
  • the actual torque of the second motor refers to the actual output torque of the second motor, also known as motor torque or motor moment, which indicates the magnitude of the force of the second motor's rotation.
  • motor torque or motor moment which indicates the magnitude of the force of the second motor's rotation.
  • the greater the actual torque of the second motor the more sufficient the power source of the vehicle.
  • the actual torque of the second motor can be obtained by the control device from the second motor.
  • the reference information also includes the status of the vehicle.
  • control device may obtain the state of the vehicle from a display start status light of the vehicle.
  • the display start status light may also be referred to as a ready light.
  • the state of the vehicle can be represented by an identifier, a binary value, etc.
  • the start status light when the start status light is on, the start status light outputs a first identifier, and the first identifier indicates that the state of the vehicle is a drivable state (i.e., ready), which indicates that the vehicle has made all preparations, started successfully, and can set off at any time; when the start status light is not on, the start status light outputs a second identifier, and the second identifier indicates that the state of the vehicle is not drivable (i.e., not ready).
  • the start status light is off and the vehicle is in a non-drivable state: the vehicle is in the parking gear, the vehicle is charging, and the vehicle has a fault.
  • the causes of the vehicle fault include but are not limited to: a broken filament of the charging indicator light, loose cable ends on the battery poles, a motor controller fault, a line fault, etc.
  • S202 Control the second motor to turn on or off according to the driving mode of the vehicle.
  • control device when the control device is the first device in FIG. 1A , such as a motor controller of the second motor, the second motor is controlled to be turned on or off.
  • controlling the second motor to turn on or off includes: generating instruction information, the instruction information is used to instruct the second motor to turn on or off; sending the instruction information to the motor controller of the second motor, so that the motor controller of the second motor controls the second motor to turn on or off according to the instruction information. Accordingly, when the instruction information instructs the second motor to turn on, the motor controller of the second motor controls the second click to turn on according to the instruction information; when the instruction information instructs the second motor to turn off, the motor controller of the second motor controls the second click to turn off according to the instruction information.
  • controlling the second motor to turn on or off includes: controlling the second motor to turn on or off through a switch device.
  • the switch device has two states: open and closed. When the switch device is closed, the second motor is turned on; when the switch device is open, the second motor is turned off.
  • the switch device may be a switch tube, and the switch tube may be, for example, an IGBT tube and a MOS tube.
  • the switch device may also be a clutch, which is not specifically limited here.
  • IGBT is a composite fully controlled voltage-driven power semiconductor device composed of a bipolar junction transistor (BJT) and an insulated gate field effect transistor (MOS), with the advantages of high input impedance and low on-state voltage.
  • the switching function of IGBT is to form a channel by applying a positive gate voltage, provide a base current to the transistor (PNP), and turn on the IGBT. Conversely, applying a reverse gate voltage eliminates the channel, cuts off the base current, and turns off the IGBT.
  • the motor controller determines that the second motor needs to be turned on, it can output a forward voltage to the gate of the IGBT tube, the IGBT is turned on (equivalent to the switch device is closed), and the second motor is turned on; when the motor controller determines that the second motor needs to be turned off, it can output a reverse voltage to the gate of the IGBT tube, the IGBT is turned off (equivalent to the switch device is disconnected), and the second motor is turned off.
  • the switch is easy to control, and the switching speed between the closing and disconnecting of the switch device is fast, which is conducive to improving the control efficiency of the second motor.
  • the second motor when the second motor is turned on or off based on the driving mode of the vehicle, the second motor is turned off for a longer time when the driving mode is the energy-saving mode than when the driving mode is the normal mode or the sports mode.
  • the probability of controlling the second motor to be turned off in the energy-saving mode is higher than the probability of controlling the second motor to be turned off in the normal mode or the sports mode, and the probability of controlling the second motor to be turned on in the energy-saving mode is lower than the probability of controlling the second motor to be turned on in the normal mode or the sports mode.
  • the reference information used to determine whether the second motor needs to be turned on is different from the reference information used to determine whether the second motor needs to be turned off.
  • the following describes the judgment process of determining whether the second motor needs to be turned on and determining whether the second motor needs to be turned off based on the specific content in the reference information:
  • the reference information also includes the vehicle's driving speed
  • the second motor is controlled to be turned on or off according to the vehicle's driving mode, including: controlling the second motor to be turned off according to the vehicle's driving mode and the vehicle's driving speed.
  • the vehicle's driving mode is energy-saving mode or normal mode
  • the second motor needs to be in the off state.
  • the tooth surface of the drive shaft gear of the second motor can still fit well, effectively improving the vehicle's driving stability and eliminating noise, vibration and harshness (NVH) interference.
  • the reference information also includes a state of the vehicle, and the second motor is controlled to be turned off according to the driving mode of the vehicle and the driving speed of the vehicle. Specifically, the second motor is controlled to be turned off according to the driving mode of the vehicle, the driving speed of the vehicle and the state of the vehicle.
  • the second motor is controlled to be turned off.
  • the energy-saving mode and normal mode have higher requirements for economy than the sports mode.
  • shutting down the second motor in time can reduce energy consumption and help improve the economy of the vehicle.
  • the reference information also includes the gear position of the vehicle, and the second motor is controlled to be turned off according to the driving mode of the vehicle, the driving speed of the vehicle and the state of the vehicle. Specifically, the second motor is controlled to be turned off according to the driving mode of the vehicle, the driving speed of the vehicle, the state of the vehicle and the gear position of the vehicle.
  • the second motor is controlled to be turned off.
  • shutting down the second motor in time can reduce energy consumption and help improve the economy of the vehicle.
  • the reference information may also include the vehicle's gear, the state of the first motor, the requested torque of the second motor, and at least two of the actual torque of the second motor.
  • the second motor is controlled to be turned off according to the vehicle's driving mode and the vehicle's driving speed, including: controlling the second motor to be turned off according to the vehicle's gear, the state of the first motor, the requested torque of the second motor, and at least two of the actual torque of the second motor, the vehicle's driving mode and the vehicle's driving speed.
  • the second motor is controlled to be turned off;
  • the vehicle's travel speed is not greater than a first speed threshold
  • the actual torque of the second motor is not greater than the first torque threshold.
  • the first speed threshold and the first torque threshold are preset based on experience.
  • the second motor is controlled to be turned off when all of the following conditions are met:
  • the vehicle's travel speed is not greater than a second speed threshold
  • the actual torque of the second motor is not greater than the second torque threshold.
  • the second speed threshold and the second torque threshold are preset based on experience.
  • the second speed threshold may be equal to the first speed threshold
  • the second torque threshold may be equal to the first torque threshold
  • the second motor is controlled to be turned off when all of the following conditions are met:
  • the first motor is in a state of no fault
  • the driving speed of the vehicle is not less than the third speed threshold
  • the requested torque of the second electric machine is not greater than a third torque threshold
  • the actual torque of the second motor is not greater than a fourth torque threshold; wherein the fourth torque threshold is greater than the third torque threshold.
  • the third speed threshold, the third torque threshold, and the fourth torque threshold may be preset based on experience.
  • the third speed threshold is greater than the second speed threshold, and/or the fourth torque threshold is equal to the second torque threshold.
  • the energy-saving mode when the driving mode of the vehicle is the energy-saving mode, the energy-saving mode can be divided into the first energy-saving mode and the second energy-saving mode, wherein the cruising time of the vehicle in the first energy-saving mode is longer than the cruising time of the vehicle in the second energy-saving mode. Then, it can also be determined that the second motor needs to be turned off in the following cases 1 to 3:
  • Case 1 When the energy-saving mode is the first energy-saving mode, the gear position of the vehicle is the forward gear, the reverse gear or the neutral gear and the state of the first motor is no fault, the second motor is controlled to be turned off.
  • Case 2 The energy-saving mode is the second energy-saving mode and the gear position of the vehicle is the parking gear.
  • the second motor is controlled to be turned off:
  • the vehicle's travel speed is not greater than a fourth speed threshold
  • the actual torque of the second electric machine is not greater than the fifth torque threshold.
  • the fourth speed threshold and the fifth torque threshold may be preset based on experience.
  • the fourth speed threshold may be equal to the second speed threshold, and the fourth speed threshold is less than the third speed threshold.
  • the fifth torque threshold may be equal to the fourth torque threshold.
  • Case 3 The energy-saving mode is the second energy-saving mode and the gear position of the vehicle is the forward gear, the reverse gear or the neutral gear.
  • the second motor is controlled to be turned off:
  • the first motor is in a state of no fault
  • the vehicle's travel speed is not less than the fifth speed threshold
  • the requested torque of the second electric machine is not greater than a sixth torque threshold
  • the actual torque of the second motor is not greater than the seventh torque threshold; wherein the seventh torque threshold is greater than the sixth torque threshold.
  • the fifth speed threshold, the sixth torque threshold, and the seventh torque threshold may be preset based on experience.
  • the fifth speed threshold is greater than the fourth speed threshold, and the fifth speed threshold is less than the third speed threshold.
  • the seventh torque threshold may be equal to the fourth torque threshold, and the sixth torque threshold may be equal to the third torque threshold.
  • the first energy-saving mode may be a super power-saving mode, in which if the first motor has no faults, the second motor will be turned off to save energy and improve the economy of the vehicle.
  • the second energy-saving mode can be an economic mode.
  • this mode if the vehicle is in the parking gear, if the current vehicle speed is low and the actual torque of the second motor is small, it means that the driving force currently expected to be provided by the second motor can be small enough to be negligible. In this case, turning off the second motor can save energy and improve the economy of the vehicle.
  • the vehicle is in any of the forward gear, reverse gear and neutral gear, if the first motor has no fault and the current vehicle speed is greater than a certain vehicle speed threshold, but the requested torque and actual torque of the first motor are both low, it means that only the first motor can meet the driving needs of the vehicle in the economic mode. In this case, turning off the second motor can save energy and improve the economy of the vehicle.
  • the second motor needs to be turned on, it is assumed that the second motor is fault-free, that is, the status of the second motor can always be fault-free.
  • the reference information in addition to the driving mode of the vehicle, also includes the gear position of the vehicle.
  • the second motor is controlled to be turned on or off, including: according to the driving mode of the vehicle and the gear position of the vehicle, the second motor is controlled to be turned on.
  • the second motor is controlled to be turned on.
  • the second motor is more likely to be turned on to provide the vehicle with sufficient power source to improve the vehicle's acceleration performance.
  • the reference information also includes at least one of the vehicle's driving speed, the state of the first motor and the requested torque of the second motor, and the second motor is controlled to be turned on according to the vehicle's driving mode and the vehicle's gear, including: controlling the second motor to be turned on according to the vehicle's driving speed, the state of the first motor and at least one of the requested torque of the second motor, the vehicle's driving mode and the vehicle's gear.
  • the second motor is controlled to be turned on:
  • the state of the first motor is fault
  • the vehicle is traveling at a speed not greater than a sixth speed threshold
  • the requested torque of the second electric machine is not less than an eighth torque threshold.
  • the sixth speed threshold and the eighth torque threshold may be preset based on experience.
  • the energy-saving mode when the driving mode of the vehicle is the energy-saving mode, the energy-saving mode can be divided into the first energy-saving mode and the second energy-saving mode, wherein the cruising time of the vehicle in the first energy-saving mode is longer than the cruising time of the vehicle in the second energy-saving mode. Then, it can also be determined that the second motor needs to be turned on in the following cases 4 and 5:
  • Case 5 When the energy-saving mode is the second energy-saving mode, the gear position of the vehicle is the forward gear, the reverse gear or the neutral gear, and at least one of the following conditions is met, the second motor is controlled to start:
  • the state of the first motor is fault
  • the requested torque of the second electric machine is not less than a ninth torque threshold.
  • the seventh speed threshold and the ninth torque threshold may be preset based on experience.
  • the seventh speed threshold is less than the sixth speed threshold
  • the ninth torque threshold may be equal to the eighth torque threshold.
  • the first energy-saving mode may be a super power-saving mode.
  • the second motor is turned on only when the first motor fails, to support the normal driving of the vehicle in the first energy-saving mode; the second energy-saving mode may be an economic mode.
  • the second motor is turned on to replace the first motor to provide driving force for the vehicle, thereby ensuring the normal driving of the vehicle in the economic mode; and/or, if the requested torque of the second motor is large, turning on the second motor can enable the vehicle to respond to the power demand in a timely manner; and/or, if the driving speed of the vehicle is within a preset range, turning on the second motor can ensure that the vehicle meets the endurance requirements and acceleration performance requirements in the economic mode.
  • the vehicle may change its driving mode and/or switch gears during driving, for example, the driving mode is the same but the gears are different, or the driving modes are different but the gears are the same, or the driving modes are different and the gears are different.
  • the driving mode is the same but the gears are different, or the driving modes are different but the gears are the same, or the driving modes are different and the gears are different.
  • it can be determined whether the second motor needs to be turned off based on the above-mentioned Figures 3A-3F or whether the second motor needs to be turned on based on Figures 4A-4C.
  • the decision on whether to turn on or off the second motor before and after the change can be the same or different, specifically including the following four situations: (1) before the change, it is determined that the second motor needs to be turned on, and after the change, it is determined that the second motor needs to be turned off; (2) before the change, it is determined that the second motor needs to be turned on, and after the change, it is determined that the second motor still needs to be turned on; (3) before the change, it is determined that the second motor needs to be turned off, and after the change, it is determined that the second motor needs to be turned on; (4) before the change, it is determined that the second motor needs to be turned off, and after the change, it is determined that the second motor still needs to be turned off.
  • controlling the second motor to shut down can be understood as: the second motor is currently in an on state, and when it is determined that the second motor needs to be shut down, the second motor is controlled to switch from on to off.
  • Controlling the second motor to shut down can also be understood as: the second motor is currently in an off state, and when it is determined that the second motor needs to be shut down, the second motor is controlled to remain shut down.
  • controlling the second motor to turn on can be understood as: the second motor is currently in an off state, and when it is determined that the second motor needs to be turned on, the second motor is controlled to switch from off to on.
  • Controlling the second motor to turn on can also be understood as: the second motor is currently in an on state, and when it is determined that the second motor needs to be turned on, the second motor is controlled to continue to be turned on.
  • the implementation of the embodiment of the present application can realize flexible control of the vehicle motor under different driving modes.
  • factors such as the driving mode, the gear position of the vehicle, and the driving speed are also considered from the perspective of the whole vehicle operation, thereby improving the economy of the vehicle and the driving smoothness of the vehicle.
  • the closing of the second motor in different driving modes is summarized according to the above Figures 3A to 3F, and the summary results can be seen in Figure 5A; the opening of the second motor in different driving modes is summarized according to the above Figures 4A to 4C, and the summary results can be seen in Figure 5B.
  • the first energy-saving mode takes the super power-saving mode as an example
  • the second energy-saving mode takes the economic mode as an example.
  • D gear is the forward gear
  • R gear is the reverse gear
  • N gear is the neutral gear
  • P gear is the parking gear.
  • Vehicle: not ready indicates that the vehicle is not drivable
  • First motor: no fault indicates that the first motor is not faulty.
  • FIG. 5B “First motor: fault” indicates that the first motor is faulty.
  • FIG. 3A the content corresponding to FIG. 3A in FIG. 5A is specifically described: Based on FIG. 3A, it can be seen that when the driving mode of the vehicle is the energy-saving mode or the normal mode, the state of the vehicle is a non-drivable state and the driving speed is zero, it is determined that the second motor needs to be turned off.
  • FIG. 5A it can be seen that when the driving mode is the normal mode, the state of the vehicle is a non-drivable state (i.e., not ready) and the driving speed is zero, it is determined that the second motor needs to be turned off.
  • the gear position can be any one of the D gear, R gear, N gear and P gear, that is, there is no limitation on the gear position.
  • the energy-saving mode includes the super power-saving mode and the economic mode. Accordingly, according to the branches of the super power-saving mode and the economic mode shown in FIG. 5A, it can be known that in the super power-saving mode or the economic mode, when the state of the vehicle is a non-drivable state and the driving speed is zero, it is determined that the second motor needs to be turned off.
  • the closing situation of the second motor in the sports mode is illustrated by taking the sports mode as an example.
  • the closing situation of the second motor in the sports mode includes two kinds: the first kind, when the gear position of the vehicle in the sports mode is P gear, the state of the vehicle is a non-driving state and the driving speed of the vehicle is zero, it is determined that the second motor needs to be closed; the second kind, when the gear position of the vehicle in the sports mode is P gear, and the driving speed is not greater than the first speed threshold and the actual torque of the second motor is not greater than the first torque threshold, it is determined that the second motor needs to be closed.
  • the duration required for the vehicle to meet the motor closing condition i.e., the driving speed is not greater than the first speed threshold and the actual torque of the second motor is not greater than the first torque threshold
  • the gear position of the vehicle in the sports mode is P gear
  • the duration exceeds the first preset duration it is determined that the second motor needs to be closed: the driving speed is not greater than the first speed threshold; and the actual torque of the second motor is not greater than the first torque threshold. In this way, limiting the duration of the vehicle meeting the motor closing condition can avoid frequent switching of the on and off states of the second motor.
  • the second motor can be controlled to be turned off only when the gear is in the parking gear.
  • the gear of the vehicle is the forward gear, the reverse gear or the neutral gear, in order to ensure that the power of the vehicle is sufficient, the second motor is not turned off.
  • the duration required for the vehicle to meet the motor start condition can also be limited.
  • the vehicle's driving mode is the normal mode and the vehicle's gear is the D gear, the R gear, or the N gear
  • the duration of the vehicle meeting the motor start condition can avoid frequent switching of the on and off states of the second motor.
  • the first preset time length set in FIG. 5A is greater than the second preset time length set in FIG. 5B , so that the second motor can be turned on in a timely manner when the vehicle has a high torque request, so that the vehicle can respond to the power request in a timely manner, and when controlling the second motor to shut down, not only the economy of the vehicle is taken into consideration, but also the driving smoothness of the vehicle is taken into consideration.
  • the preset speed threshold corresponding to the vehicle when the second motor is turned on is less than the preset speed threshold corresponding to the vehicle when the second motor is turned off. In this way, the switch device can be prevented from being frequently closed or opened, and the second motor can also be prevented from being frequently turned on or off, which is conducive to improving the service life of the switch device and the second motor.
  • the preset speed threshold corresponding to the vehicle when the second motor is turned off is the fifth speed threshold
  • the preset speed threshold corresponding to the vehicle when the second motor is turned on is the seventh speed threshold, wherein the fifth speed threshold is greater than the seventh speed threshold.
  • the second motor is turned off and the second motor is turned on, and both have corresponding enabling conditions
  • the enabling condition corresponding to the second motor is turned off can also be referred to as the motor turning off condition
  • the enabling condition corresponding to the second motor turning on can also be referred to as the motor turning on condition.
  • the motor turning off condition is more stringent than the motor turning on condition, which is reflected in that when the motor turning off condition involves multiple conditions, it requires that these multiple conditions are met at the same time and for a long time before it can be enabled.
  • the second motor when the second motor is turned off, it is not only conducive to reducing energy consumption, but also to ensuring the smoothness of the vehicle, so that passengers have a better riding experience.
  • the motor turning on condition involves multiple conditions, it only requires that at least one of these multiple conditions is met and for a short time before it can be enabled. In this way, the second motor can be turned on in time, and the vehicle can also respond to the power request in time.
  • FIG 6 is a flow chart of another control method provided by an embodiment of the present application.
  • the method can be applied to a motor control system, which can be, for example, the system shown in Figure 1B above, and which includes at least a vehicle controller and a motor controller.
  • the vehicle controller obtains reference information, where the reference information includes a driving mode of the vehicle.
  • the vehicle includes a first motor and a second motor, and both the first motor and the second motor can be used to provide driving force for the vehicle. It is assumed that the second motor is the motor to be controlled in the embodiment of the present application.
  • the first motor and the second motor please refer to the description of the corresponding contents in the embodiment of FIG. 2, which will not be repeated here.
  • the vehicle controller generates instruction information according to the driving mode of the vehicle, where the instruction information is used to instruct the second motor to turn on or off.
  • indication information is generated, wherein the indication information is used to instruct the second motor to turn off.
  • indication information is generated, wherein the indication information is used to instruct the second motor to turn on.
  • FIGS. 3A to 3F and 4A to 4C may be specifically referred to the relevant description of S202 in the embodiment of FIG. 2 , which will not be described in detail here.
  • S603 The vehicle controller sends instruction information to the motor controller.
  • the motor controller receives instruction information from the vehicle controller.
  • the motor controller is a motor controller of the second motor.
  • the motor controller controls the second motor to turn on or off according to the instruction information.
  • the motor control controls the second motor to turn on according to the indication information.
  • the motor control controls the second motor to turn off according to the indication information.
  • controlling the second motor to turn on or off includes: controlling the second motor to turn on or off through a switch device, wherein the switch device is connected to the motor controller and the second motor respectively.
  • the switch device can be specifically described in the above S202, which will not be repeated here.
  • the vehicle controller can determine whether the target motor needs to be turned on or off based on information such as the vehicle's driving mode, gear position, and driving speed, and instruct the motor controller of the target motor to control the target motor to turn on or off, which is beneficial to improving the vehicle's economy and driving smoothness.
  • Fig. 7 is a schematic diagram of the structure of a control device provided in an embodiment of the present application, the control device 30 includes an acquisition unit 310 and a processing unit 312.
  • the device 30 can be implemented by hardware, software, or a combination of hardware and software.
  • the acquisition unit 310 is used to acquire reference information, which includes the driving mode of the vehicle; the processing unit 312 is used to control the second motor to be turned on or off according to the driving mode of the vehicle.
  • the control device 30 may be used to implement the method described in the embodiment of Fig. 2.
  • the acquisition unit 310 may be used to execute S201
  • the processing unit 312 may be used to execute S202.
  • control device 30 may also be used to implement the method on the vehicle controller side described in the embodiment of Fig. 6.
  • acquisition unit 310 may execute S601
  • processing unit 312 may be used to execute S602 and S603.
  • control device 30 may also be used to implement the method on the motor controller side described in the embodiment of Fig. 6.
  • acquisition unit 310 may execute S603
  • processing unit 312 may be used to execute S604.
  • the division of the units in the above device 30 is only a division of logical functions. In actual implementation, they can be fully or partially integrated into one physical entity, or they can be physically separated.
  • the units in the device can be implemented in the form of a processor calling software; for example, the device includes a processor, the processor is connected to a memory, and instructions are stored in the memory.
  • the processor calls the instructions stored in the memory to implement any of the above methods or realize the functions of the units of the device, wherein the processor is, for example, a general-purpose processor, such as a central processing unit (CPU) or a microprocessor, and the memory is a memory inside the device or a memory outside the device.
  • CPU central processing unit
  • microprocessor a microprocessor
  • the units in the device may be implemented in the form of hardware circuits, and the functions of some or all of the units may be implemented by designing the hardware circuits, and the hardware circuits may be understood as one or more processors; for example, in one implementation, the hardware circuit is an application-specific integrated circuit (ASIC), and the functions of some or all of the above units may be implemented by designing the logical relationship of the components in the circuit; for another example, in another implementation, the hardware circuit may be implemented by a programmable logic device (PLD), and a field programmable gate array (FPGA) may be used as an example, which may include a large number of logic gate circuits, and the connection relationship between the logic gate circuits may be configured by a configuration file, so as to implement the functions of some or all of the above units. All units of the above devices may be implemented in the form of a processor calling software, or in the form of hardware circuits, or in part by a processor calling software, and the rest by hardware circuits.
  • ASIC application-specific integrated circuit
  • FPGA field programm
  • the processor is a circuit with the ability to process signals.
  • the processor can be a circuit with the ability to read and run instructions, such as a central processing unit (CPU), a microprocessor, a graphics processing unit (GPU) (which can be understood as a microprocessor), or a digital signal processor (DSP); in another implementation, the processor can realize certain functions through the logical relationship of the hardware circuit, and the logical relationship of the hardware circuit is fixed or reconfigurable, such as the processor is a hardware circuit implemented by an application-specific integrated circuit (ASIC) or a programmable logic device (PLD), such as an FPGA.
  • ASIC application-specific integrated circuit
  • PLD programmable logic device
  • the process of the processor loading a configuration document to implement the hardware circuit configuration can be understood as the process of the processor loading instructions to implement the functions of some or all of the above units.
  • it can also be a hardware circuit designed for artificial intelligence, which can be understood as an ASIC, such as a neural network processing unit (NPU), a tensor processing unit (TPU), a deep learning processing unit (DPU), etc.
  • NPU neural network processing unit
  • TPU tensor processing unit
  • DPU deep learning processing unit
  • each unit in the above device can be one or more processors (or processing circuits) configured to implement the above method, such as: CPU, GPU, NPU, TPU, DPU, microprocessor, DSP, ASIC, FPGA, or a combination of at least two of these processor forms.
  • processors or processing circuits
  • the units in the above device can be fully or partially integrated together, or can be implemented independently. In one implementation, these units are integrated together and implemented in the form of a system-on-a-chip (SOC).
  • SOC may include at least one processor for implementing any of the above methods or implementing the functions of each unit of the device.
  • the type of the at least one processor may be different, for example, including a CPU and an FPGA, a CPU and an artificial intelligence processor, a CPU and a GPU, etc.
  • the control device 40 includes: a processor 401, a communication interface 402, a memory 403 and a bus 404.
  • the processor 401, the memory 403 and the communication interface 402 communicate with each other via the bus 404. It should be understood that the present application does not limit the number of processors and memories in the control device 40.
  • the control device 40 may be a vehicle controller, a motor controller, or a component in the vehicle controller or the motor controller.
  • the component may be, for example, a chip, an integrated circuit, etc.
  • the vehicle controller may be a hardware and software integrated platform supporting body control and chassis control, such as a vehicle domain controller (VDC), or a hardware and software integrated platform for supporting chassis control, such as a chassis domain controller.
  • the motor controller may be, for example, a microcontroller unit (MCU), a microprocessor unit (MPU), or the like.
  • the bus 404 may be a peripheral component interconnect (PCI) bus or an extended industry standard architecture (EISA) bus, etc.
  • the bus may be divided into an address bus, a data bus, a control bus, etc.
  • FIG8 is represented by only one line, but it does not mean that there is only one bus or one type of bus.
  • the bus 404 may include a path for transmitting information between various components of the control device 40 (e.g., the memory 403, the processor 401, and the communication interface 402).
  • the processor 401 can refer to the related description of the processor in the above embodiment, which will not be repeated here.
  • the memory 403 is used to provide a storage space, and the storage space can store data such as an operating system and a computer program.
  • the memory 403 can be a random access memory (RAM), an erasable programmable read only memory (EPROM), a read-only memory (ROM), or a portable read-only memory (CD-ROM), etc., or a combination of multiple types.
  • RAM random access memory
  • EPROM erasable programmable read only memory
  • ROM read-only memory
  • CD-ROM portable read-only memory
  • the communication interface 402 may be used to provide information input or output for the processor 401.
  • the communication interface 402 may be used to receive data sent externally and/or send data externally, and may be a wired link interface such as an Ethernet cable, or a wireless link interface (such as Wi-Fi, Bluetooth, general wireless transmission, etc.).
  • the communication interface 402 may also include a transmitter (such as a radio frequency transmitter, an antenna, etc.) coupled to the interface, or a receiver, etc.
  • the processor 401 in the control device 40 is used to read the computer program stored in the memory 403 to execute the aforementioned method, such as the method described in FIG. 2 or FIG. 6 .
  • control device 40 may be one or more modules in an execution body for executing the method shown in FIG. 2
  • the processor 401 may be used to read one or more computer programs stored in a memory to perform the following operations:
  • the reference information including a driving mode of the vehicle
  • the second motor is controlled to be turned on or off according to the driving mode of the vehicle.
  • control device 40 may be one or more modules in an execution subject (e.g., a vehicle controller) that executes the method shown in FIG. 6 , and the processor 401 may be used to read one or more computer programs stored in a memory to perform the following operations:
  • the reference information including a driving mode of the vehicle
  • the instruction information is used to instruct the second motor to turn on or off;
  • control device 40 may be one or more modules in an execution subject (e.g., a motor controller) that executes the method shown in FIG. 6
  • the processor 401 may be used to read one or more computer programs stored in a memory to perform the following operations:
  • the second motor is controlled to be turned on or off according to the indication information.
  • ROM read-only memory
  • RAM random access memory
  • PROM programmable read-only memory
  • EPROM erasable programmable read-only memory
  • OTPROM one-time programmable read-only memory
  • EEPROM electrically-erasable programmable read-only memory
  • CD-ROM compact disc read-only memory or other optical disc storage, magnetic disk storage, magnetic tape storage, or any other computer-readable medium that can be used to carry or store data.
  • the essence of the technical solution of the present application or the part that makes the contribution or all or part of the technical solution can be embodied in the form of a software product.
  • the computer program product is stored in a storage medium and includes a number of instructions for enabling a device (which can be a personal computer, a server, or a network device, a robot, a single-chip microcomputer, a chip, a robot, etc.) to execute all or part of the steps of the method described in each embodiment of the present application.

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Abstract

一种控制方法及装置，方法应用于包括第一电机和第二电机的车辆，包括:获取参考信息，参考信息包括该车辆的驾驶模式（S201）；根据车辆的驾驶模式，控制第二电机开启或关闭（S202）。能够实现不同驾驶模式下车辆电机的灵活控制，有利于提高车辆的经济性和驾驶平稳性。

Description

一种控制方法及装置 技术领域
本申请涉及汽车技术领域，尤其涉及一种控制方法及装置。
背景技术
汽车上的驱动电动机能产生驱动扭矩，常作为车辆的动力源。
为了提高汽车的动力性和操纵稳定性，常采用双电机、三电机等驱动形式实现对车辆的驱动。然而，搭载大功率驱动电机或多个驱动电机的车辆往往面临更严重的续航里程问题，用户乘坐体验感差。
发明内容
本申请公开了一种控制方法和装置，能够实现不同驾驶模式下车辆电机的灵活控制，有利于提高车辆的经济性和驾驶平稳性。
第一方面，本申请提供了一种控制方法，所述方法应用于车辆，所述车辆包括第一电机和第二电机，所述方法包括：获取参考信息，所述参考信息包括所述车辆的驾驶模式；根据所述车辆的驾驶模式，控制所述第二电机开启或关闭。
示例性地，车辆可以是自动驾驶车辆，即由自动驾驶系统独立执行驾驶的全部或部分操作，也可以是非自动驾驶车辆，即需由自然驾驶人执行驾驶的全部操作。
示例性地，车辆可以是新能源车辆，例如电动车辆(electric vehicle，EV)、混合动力车辆(hybrid electric vehicle，HEV)、增程式电动车辆(range extended EV)、插电式混合动力车辆(Plug-in HEV)、燃料电池车辆或其他新能源车辆，在此不作具体限定。
一种可能的实施方式，车辆的驾驶模式例如包括节能模式、正常模式和运动模式中的至少一项。其中，节能模式下车辆的续航时长最长，运动模式下车辆的加速性能最好。正常模式下车辆的续航时长小于节能模式下车辆的续航时长，但大于运动模式下车辆的续航时长；正常模式下车辆的加速性能强于节能模式下车辆的加速性能，但弱于运动模式下车辆的加速性能。
示例性地，车辆在节能模式或正常模式下相较于车辆在运动模式下，第二电机更长时间或更大概率被控制为关闭状态。
示例性地，第一电机为前电机，第二电机为后电机；或者，第一电机为后电机，第二电机为前电机。第二电机为前电机时，车辆的操控性更好，安全性更高；第二电机为后电机时，能较好地控制车辆的平衡。
上述方法中，可以实现不同驾驶模式下对车辆电机的灵活控制，不仅有利于提高车辆的经济性，还有利于提高车辆的平顺性。
可选地，所述参考信息还包括所述车辆的行驶速度，所述根据所述车辆的驾驶模式，控制所述第二电机开启或关闭，包括：根据所述驾驶模式和所述行驶速度，控制所述第二电机关闭。
实施上述实现方式中，基于驾驶模式和车辆的行驶度实现对第二电机的开关控制，不仅 考量了车辆的经济性，也考量了车辆的平顺性。
可选地，所述参考信息还包括所述车辆的状态，所述根据所述驾驶模式和所述行驶速度，控制所述第二电机关闭，包括：根据所述车辆的状态、所述驾驶模式和所述行驶速度，控制所述第二电机关闭。
示例性地，车辆的状态可以是从车辆的显示启动状态灯获取，车辆的状态可以通过标识、二进制取值等方式来表示。例如，显示启动状态灯亮时输出第一标识，第一标识指示第一车辆的状态为可行驶状态；显示启动状态灯不亮时输出第二标识，第二标识指示第一车辆的状态为不可行驶状态。其中，第一车辆处于不可行驶状态包括车辆处于驻车档、车辆正在充电中或车辆故障中的任意一种或多种。
实施上述实现方式，结合车辆的状态、驾驶模式和行驶速度控制第二电机关闭，有利于提高车辆的经济性和平顺性。
可选地，所述根据所述车辆的状态、所述驾驶模式和所述行驶速度，控制所述第二电机关闭，包括：所述行驶速度为零、所述驾驶模式为节能模式或正常模式且所述车辆的状态为不可行驶状态时，控制所述第二电机关闭。
实施上述实现方式，节能模式和正常模式对经济性的要求更高，车辆处于不可行驶状态时，及时关闭第二电机能够降低能耗，有利于提高车辆的经济性。
可选地，所述参考信息还包括所述车辆的档位，所述根据所述车辆的状态、所述驾驶模式和所述行驶速度，控制所述第二电机关闭包括：所述档位为驻车档、所述行驶速度为零、所述驾驶模式为运动模式且所述车辆的状态为不可行驶状态时，控制所述第二电机关闭。
实施上述实现方式，运动模式下车辆挂驻车档时，且车辆处于不可行驶状态时，及时关闭第二电机可以降低能耗，有利于提高车辆的经济性。
可选地，所述参考信息还包括所述车辆的档位、所述第一电机的状态、所述第二电机的请求扭矩和所述第二电机的实际扭矩中的至少两项，所述根据所述驾驶模式和所述行驶速度，控制所述第二电机关闭，包括：根据所述档位、所述第一电机的状态、所述第二电机的请求扭矩和所述第二电机的实际扭矩中的至少两项、所述驾驶模式和所述行驶速度，控制所述第二电机关闭。
实施上述实现方式，在确定第二电机需要关闭时，不仅考虑了电机的状态，还从整车运行角度考虑了车辆的行驶速度、驾驶模式、档位以及第二电机的请求扭矩、实际扭矩等因素，在提高车辆的经济性的同时还提高了车辆的驾驶平顺性。
可选地，所述根据所述档位、所述第一电机的状态、所述第二电机的请求扭矩和所述第二电机的实际扭矩中的至少两项、所述驾驶模式和所述行驶速度，控制所述第二电机关闭，包括：所述驾驶模式为运动模式且所述档位为驻车档，在满足下述全部条件时，控制所述第二电机关闭：
所述行驶速度不大于第一速度阈值；和
所述第二电机的实际扭矩不大于第一扭矩阈值。
实施上述实现方式，运动模式下车辆挂驻车档时，若车辆的行驶速度较小且第二电机的输出扭矩较小，在此情况下关闭第二电机能够节省能耗。
可选地，所述根据所述档位、所述第一电机的状态、所述第二电机的请求扭矩和所述第二电机的实际扭矩中的至少两项、所述驾驶模式和所述行驶速度，控制所述第二电机关闭， 包括：所述驾驶模式为正常模式且所述档位为驻车档，在满足下述全部条件时，控制所述第二电机关闭：
所述行驶速度不大于第二速度阈值；和
所述第二电机的实际扭矩不大于第二扭矩阈值。
示例性地，第二速度阈值可以与第一速度阈值相等，第二扭矩阈值可以与第一扭矩阈值相等。
实施上述实现方式，正常模式下车辆挂驻车档时，若车辆的行驶速度较小且第二电机的输出扭矩较小，在此情况下关闭第二电机能够节省能耗。
可选地，所述根据所述档位、所述第一电机的状态、所述第二电机的请求扭矩和所述第二电机的实际扭矩中的至少两项、所述驾驶模式和所述行驶速度，控制所述第二电机关闭，包括：所述驾驶模式为正常模式且所述档位为前进档、倒车档或空档，在满足下述全部条件时，控制所述第二电机关闭：
所述第一电机的状态为无故障；
所述行驶速度不小于第三速度阈值；
所述第二电机的请求扭矩不大于第三扭矩阈值；和
所述第二电机的实际扭矩不大于第四扭矩阈值；其中，所述第四扭矩阈值大于所述第三扭矩阈值。
实施上述实现方式，正常模式下车辆挂前进档、倒车档和空档中的任一档位时，若车辆的行驶速度较高但第二电机的请求扭矩以及实际扭矩较小，在此情况下关闭第二电机，高速使得车轮滚阻达到阈值时，第二电机的驱动轴齿轮的齿面依然能够较好地贴合，不仅能提升车辆的驾驶平稳性，还可以提高车辆的经济性。
可选地，所述驾驶模式为节能模式，所述根据所述档位、所述第一电机的状态、所述第二电机的请求扭矩和所述第二电机的实际扭矩中的至少两项、所述驾驶模式和所述行驶速度，控制所述第二电机关闭，包括：
在所述节能模式为第一节能模式、所述档位为前进档、倒车档或空档且所述第一电机的状态为无故障时，控制所述第二电机关闭；
或者，
在所述节能模式为第二节能模式且所述档位为驻车档，在满足下述全部条件时，控制所述第二电机关闭：所述行驶速度不大于第四速度阈值；和所述第二电机的实际扭矩不大于第五扭矩阈值；
或者，
在所述节能模式为第二节能模式且所述档位为前进档、倒车档或空档，在满足下述全部条件时，控制所述第二电机关闭：
所述第一电机的状态为无故障；
所述行驶速度不小于第五速度阈值；
所述第二电机的请求扭矩不大于第六扭矩阈值；和
所述第二电机的实际扭矩不大于第七扭矩阈值；其中，所述第七扭矩阈值大于所述第六扭矩阈值；其中，所述第一节能模式下所述车辆的续航时长大于所述第二节能模式下所述车辆的续航时长。
这里，第一节能模式例如可以是超级省电模式或纯电动模式，该模式下若第一电机无故障，第二电机会被关闭，以节省能耗、提高车辆的经济性。
第二节能模式例如可以是经济模式，该模式下若车辆挂驻车档，若当前车速较低且第二电机的实际扭矩较小，即说明当前期望第二电机提供的驱动力可以小到可以忽略不计，在此情况下关闭第二电机可以节省能耗、提高车辆的经济性；该模式下若车辆挂前进档、倒车档和空档中的任一档位，若第一电机无故障，且当前车速大于某个车速阈值，但第一电机的请求扭矩和实际扭矩均较低时，说明仅第一电机工作即可满足车辆在经济模式下的驾驶需求，在此情况下关闭第二电机，可以节省能耗、提高车辆的经济性。
可选地，所述参考信息还包括所述车辆的档位，所述根据所述驾驶模式，控制所述第二电机开启或关闭，包括：根据所述驾驶模式和所述档位，控制所述第二电机开启。
实施上述实现方式，基于车辆的驾驶模式和车辆的档位控制第二电机开启，能满足车辆在不同驾驶模式和档位下的经济性需求和动力需求。
可选地，根据所述驾驶模式和所述档位，控制所述第二电机开启，包括：所述驾驶模式为运动模式且所述档位为前进档、倒车档或空档，控制所述第二电机开启。
实施上述实现方式，运动模式下车辆挂前进档、倒车档和空档中的任一档位时，第二电机会被开启，以为车辆提供充足的动力源，以提升车辆的加速性能。
可选地，所述参考信息还包括所述车辆的行驶速度、所述第一电机的状态和所述第二电机的请求扭矩中的至少一项，所述根据所述驾驶模式和所述档位，控制所述第二电机开启，包括：根据所述行驶速度、所述第一电机的状态和所述第二电机的请求扭矩中的至少一项、所述驾驶模式和所述档位，控制所述第二电机开启。
这里，第一电机的状态有故障和无故障两种状态。第一电机的状态可以通过标识、字段、二进制取值等方式来指示。例如，第一电机的状态取第一值时，指示第一电机的状态为故障；第一电机的状态取第二值时，指示第一电机的状态为无故障。
第二电机的请求扭矩可以反映车辆的动力需求，第二电机的请求扭矩越大，则车辆的动力需求也越大。
实施上述实现方式，在确定第二电机需要开启时，除了考虑了电机的状态，还从整车运行角度考虑了车辆的行驶速度、驾驶模式、档位以及第二电机的请求扭矩等因素，在提高车辆的经济性的同时还提高了车辆的驾驶平顺性。
可选地，所述根据所述行驶速度、所述第一电机的状态和所述第二电机的请求扭矩中的至少一项、所述驾驶模式和所述档位，控制所述第二电机开启，包括：所述驾驶模式为正常模式、所述档位为前进档、倒车档或空档且满足下述条件中的至少一项时，控制所述第二电机开启：
所述第一电机的状态为故障；
所述行驶速度不大于第六速度阈值；和
所述第二电机的请求扭矩不小于第八扭矩阈值。
实施上述实现方式，正常模式下当车辆挂前进档、倒车档和空档中的任一档位时，若车辆的第一电机故障，开启第二电机实现代替第一电机为车辆提供驱动力，可以保证车辆的正常行驶；和/或，若第二电机的请求扭矩较大，开启第二电机可使得车辆能及时响应动力需求；和/或，若车辆的行驶速度小于或等于第六速度阈值，开启第二电机可以确保车辆满足正常模 式下的续航需求和加速性能需求。
可选地，所述根据所述行驶速度、所述第一电机的状态和所述第二电机的请求扭矩中的至少一项、所述驾驶模式和所述档位，控制所述第二电机开启，包括：
所述驾驶模式为第一节能模式、所述档位为前进档或倒车档且所述第一电机的状态为故障时，控制所述第二电机开启；
或者，
所述驾驶模式为第二节能模式、所述档位为前进档、倒车档或空档且在满足下述条件中的至少一项时，控制所述第二电机开启：
所述第一电机的状态为故障；
所述行驶速度不大于第七速度阈值；和
所述第二电机的请求扭矩不小于第九扭矩阈值；
其中，所述第一节能模式下所述车辆的续航时长大于所述第二节能模式下所述车辆的续航时长。
示例性地，第七速度阈值小于上述第六速度阈值。
这里，第一节能模式下车辆挂前进档或倒车档时，仅当第一电机故障的情况下才开启第二电机，以支持车辆在第一节能模式下的正常行驶；第二节能模式下车辆挂前进档、倒车档和空档中的任一档位时，若车辆的第一电机故障，开启第二电机实现代替第一电机为车辆提供驱动力，可以保证车辆在第二节能模式下的正常行驶；和/或，若第二电机的请求扭矩较大，开启第二电机可使得车辆能及时响应动力需求；和/或，若车辆的行驶速度小于或等于第七速度阈值，开启第二电机可以确保车辆满足第二节能模式下的续航需求和加速性能需求。
可选地，所述车辆处于同一驾驶模式且同一档位下，所述第二电机被开启时所述车辆对应的预设速度阈值小于所述第二电机被关闭时所述车辆对应的预设速度阈值。
例如，驾驶模式为正常模式且档位为前进档、倒车档或空档时，第二电机被开启时车辆对应的预设速度阈值为上述第六速度阈值，第二电机开关闭时车辆对应的预设速度阈值为上述第三速度阈值，第六速度阈值小于第三速度阈值。
又例如，驾驶模式为第二节能模式且档位为前进档、倒车档或空档时，第二电机被开启时车辆对应的第七速度阈值小于第二电机被关闭时车辆对应的第五速度阈值。
实施上述实现方式，需要依据车辆的行驶速度控制第二电机开启或关闭时，同一驾驶模式且同一档位下，第二电机被开启时车辆对应的预设速度阈值小于第二电机被关闭时车辆对应的预设速度阈值，可以使得在该驾驶模式且该档位下，防止第二电机被频繁执行开启与关闭间的切换，有利于提高电机的使用寿命。
可选地，所述车辆处于同一驾驶模式且同一档位下，所述车辆满足对应的电机开启条件所需的持续时长小于所述车辆满足对应的电机关闭条件所需的持续时长。
实施上述实现方式，满足电机开启条件所需的持续时长设置的小一些，使得车辆能及时响应动力请求；满足电机关闭条件所需的持续时长设置的大一些，有利于降低噪声、振动与声振粗糙度NVH干扰。
可选地，所述控制第二电机开启或关闭，包括：通过开关装置控制所述第二电机开启或关闭，所述开关装置与所述第二电机连接，其中，所述开关装置闭合时，所述第二电机开启；所述开关装置断开时，所述第二电机关闭。
示例性地，开关装置可以为下述任意一种：绝缘栅双极型晶体管IGBT、金属氧化物半导体场效应晶体管MOS和离合器。这里，IGBT管适用于中到极高电流的传导和控制，而MOS管适用于低到中等电流的传导和控制。离合器为纯机械结构，可以做到断开驱动桥。IGBT管和MOS管具有结构简单、状态切换叙述、执行效率高等优点。
实施上述实现方式，通过开关装置闭合控制第二电机开启以及通过开关装置断开控制第二电机关闭，开关装置的状态切换响应快，能提高第二电机的控制效率。
第二方面，本申请提供了一种控制装置，所述装置用于控制车辆，所述车辆包括第一电机和第二电机，所述装置包括：获取单元，用于获取所述车辆的驾驶模式；处理单元，用于根据所述车辆的驾驶模式，控制所述第二电机开启或关闭。
这里，所述装置可以是第二电机的电机控制器或者电机控制器内的组件，所述装置也可以是整车控制器或者整车控制器内的组件，其中，组件例如可以是芯片或集成电路等。
示例性地，在所述装置为整车控制器时，处理单元具体用于：根据所述车辆的驾驶模式，生成指示信息，所述指示信息用于指示所述第二电机开启或关闭；向所述第二电机的电机控制器发送所述指示信息，以使所述电机控制器基于所述指示信息控制所述第二电机开启或关闭。
示例性地，第一电机为前电机，第二电机为后电机；或者，第一电机为后电机，第二电机为前电机。
可选地，所述参考信息还包括所述车辆的行驶速度，所述处理单元具体用于：根据所述驾驶模式和所述行驶速度，控制所述第二电机关闭。
可选地，所述参考信息还包括所述车辆的状态，所述处理单元具体用于：根据所述车辆的状态、所述驾驶模式和所述行驶速度，控制所述第二电机关闭。
可选地，所述处理单元具体用于：所述行驶速度为零、所述驾驶模式为节能模式或正常模式且所述车辆的状态为不可行驶状态时，控制所述第二电机关闭。
可选地，所述参考信息还包括所述车辆的档位，所述处理单元具体用于：所述档位为驻车档、所述行驶速度为零、所述驾驶模式为运动模式且所述车辆的状态为不可行驶状态时，控制所述第二电机关闭。
可选地，所述参考信息还包括所述车辆的档位、所述第一电机的状态、所述第二电机的请求扭矩和所述第二电机的实际扭矩中的至少两项，所述处理单元具体用于：根据所述档位、所述第一电机的状态、所述第二电机的请求扭矩和所述第二电机的实际扭矩中的至少两项、所述驾驶模式和所述行驶速度，控制所述第二电机关闭。
可选地，所述处理单元具体用于：所述驾驶模式为运动模式且所述档位为驻车档，在满足下述全部条件时，控制所述第二电机关闭：
所述行驶速度不大于第一速度阈值；和
所述第二电机的实际扭矩不大于第一扭矩阈值。
可选地，所述处理单元具体用于：所述驾驶模式为正常模式且所述档位为驻车档，在满足下述全部条件时，控制所述第二电机关闭：
所述行驶速度不大于第二速度阈值；和
所述第二电机的实际扭矩不大于第二扭矩阈值。
可选地，所述处理单元具体用于：所述驾驶模式为正常模式且所述档位为前进档、倒车 档或空档，在满足下述全部条件时，控制所述第二电机关闭：
所述第一电机的状态为无故障；
所述行驶速度不小于第三速度阈值；
所述第二电机的请求扭矩不大于第三扭矩阈值；和
所述第二电机的实际扭矩不大于第四扭矩阈值；其中，所述第四扭矩阈值大于所述第三扭矩阈值。
可选地，所述驾驶模式为节能模式，所述处理单元具体用于：
在所述节能模式为第一节能模式、所述档位为前进档、倒车档或空档且所述第一电机的状态为无故障时，控制所述第二电机关闭；
或者，
在所述节能模式为第二节能模式且所述档位为驻车档，在满足下述全部条件时，控制所述第二电机关闭：所述行驶速度不大于第四速度阈值；和所述第二电机的实际扭矩不大于第五扭矩阈值；
或者，
在所述节能模式为第二节能模式且所述档位为前进档、倒车档或空档，在满足下述全部条件时，控制所述第二电机关闭：
所述第一电机的状态为无故障；
所述行驶速度不小于第五速度阈值；
所述第二电机的请求扭矩不大于第六扭矩阈值；和
所述第二电机的实际扭矩不大于第七扭矩阈值；其中，所述第七扭矩阈值大于所述第六扭矩阈值；其中，所述第一节能模式下所述车辆的续航时长大于所述第二节能模式下所述车辆的续航时长。
可选地，所述参考信息还包括所述车辆的档位，所述处理单元具体用于：根据所述驾驶模式和所述档位，控制所述第二电机开启。
可选地，所述处理单元具体用于：所述驾驶模式为运动模式且所述档位为前进档、倒车档或空档，控制所述第二电机开启。
可选地，所述参考信息还包括所述车辆的行驶速度、所述第一电机的状态和所述第二电机的请求扭矩中的至少一项，所述处理单元具体用于：根据所述行驶速度、所述第一电机的状态和所述第二电机的请求扭矩中的至少一项、所述驾驶模式和所述档位，控制所述第二电机开启。
可选地，所述处理单元具体用于：所述驾驶模式为正常模式、所述档位为前进档、倒车档或空档且满足下述条件中的至少一项时，控制所述第二电机开启：
所述第一电机的状态为故障；
所述行驶速度不大于第六速度阈值；和
所述第二电机的请求扭矩不小于第八扭矩阈值。
可选地，所述处理单元具体用于：
所述驾驶模式为第一节能模式、所述档位为前进档或倒车档且所述第一电机的状态为故障时，控制所述第二电机开启；
或者，
所述驾驶模式为第二节能模式、所述档位为前进档、倒车档或空档且在满足下述条件中的至少一项时，控制所述第二电机开启：
所述第一电机的状态为故障；
所述行驶速度不大于第七速度阈值；和
所述第二电机的请求扭矩不小于第九扭矩阈值；
其中，所述第一节能模式下所述车辆的续航时长大于所述第二节能模式下所述车辆的续航时长。
可选地，所述车辆处于同一驾驶模式且同一档位下，所述第二电机被开启时所述车辆对应的预设速度阈值小于所述第二电机被关闭时所述车辆对应的预设速度阈值。
可选地，所述车辆处于同一驾驶模式且同一档位下，所述车辆满足对应的电机开启条件所需的持续时长小于所述车辆满足对应的电机关闭条件所需的持续时长。
可选地，所述处理单元具体用于：通过开关装置控制所述第二电机开启或关闭，所述开关装置与所述第二电机连接，其中，所述开关装置闭合时，所述第二电机开启；所述开关装置断开时，所述第二电机关闭。
示例性地，开关装置可以为下述任意一种：绝缘栅双极型晶体管IGBT、金属氧化物半导体场效应晶体管MOS和离合器。
第三方面，本申请提供了一种控制装置，该装置包括处理器和存储器，其中，存储器用于存储程序指令；所述处理器调用所述存储器中的程序指令，使得装置执行第一方面或者第一方面的任一可能的实现方式中的方法。
第四方面，本申请提供了一种电机控制系统，该系统包括开关装置和控制装置，其中，开关装置与控制装置连接，控制装置用于执行第一方面或者第一方面的任一可能的实现方式中的方法。
进一步地，控制装置可以是第二方面或者第二方面的任一可能的实现方式中的装置，或者是第三方面所述的装置。
第五方面，本申请提供了一种车辆，该车辆包括第二方面或者第二方面的任一可能的实现方式中的装置，或者包括第四方面所述的电机控制系统。
第六方面，本申请提供了一种计算机可读存储介质，包括计算机指令，当所述计算机指令在被处理器运行时，实现上述第一方面或者第一方面的任一可能的实现方式中的方法。
第七方面，本申请提供了一种计算机程序产品，当该计算机程序产品被处理器执行时，实现上述第一方面或者第一方面的任一可能的实施例中的所述方法。该计算机程序产品，例如可以为一个软件安装包，在需要使用上述第一方面的任一种可能的设计提供的方法的情况下，可以下载该计算机程序产品并在处理器上执行该计算机程序产品，以实现第一方面或者第一方面的任一可能的实施例中的所述方法。
以上第二方面至第七方面的有益效果具体可参考第一方面的有益效果的描述，在此不再赘述。
附图说明
图1A是本申请实施例提供的一种电机控制系统架构的示意图；
图1B是本申请实施例提供的又一种电机控制系统架构的示意图；
图2是本申请实施例提供的一种控制方法的流程示意图；
图3A是本申请实施例提供的一种确定第二电机需关闭的判断示意图；
图3B是本申请实施例提供的一种确定第二电机需关闭的判断示意图；
图3C是本申请实施例提供的一种确定第二电机需关闭的判断示意图；
图3D是本申请实施例提供的一种确定第二电机需关闭的判断示意图；
图3E是本申请实施例提供的一种确定第二电机需关闭的判断示意图；
图3F是本申请实施例提供的一种确定第二电机需关闭的判断示意图；
图4A是本申请实施例提供的一种确定第二电机需开启的判断示意图；
图4B是本申请实施例提供的一种确定第二电机需开启的判断示意图；
图4C是本申请实施例提供的一种确定第二电机需开启的判断示意图；
图5A是本申请实施例提供的一种第二电机需关闭的判断示意图；
图5B是本申请实施例提供的一种第二电机需开启的判断示意图；
图6是本申请实施例提供的又一种控制方法的流程示意图；
图7是本申请实施例提供的一种控制装置的结构示意图；
图8是本申请实施例提供的又一种控制设备的结构示意图。
具体实施方式
需要说明的是，本申请中采用诸如“第一”、“第二”的前缀词，仅仅为了区分不同的描述对象，对被描述对象的位置、顺序、优先级、数量或内容等没有任何限定作用。例如，被描述对象为“字段”，则“第一字段”和“第二字段”中“字段”之前的序数词并不限制“字段”之间的位置或顺序，“第一”和“第二”并不限制其修饰的“字段”是否在同一个消息中，也不限制“第一字段”和“第二字段”的先后顺序。再如，被描述对象为“等级”，则“第一等级”和“第二等级”中“等级”之前的序数词并不限制“等级”之间的优先级。再如，被描述对象的数量并不受前缀词的限制，可以是一个或者多个，以“第一设备”为例，其中“设备”的数量可以是一个或者多个。此外，不同前缀词修饰的对象可以相同或不同，例如，被描述对象为“设备”，则“第一设备”和“第二设备”可以是同一个设备、相同类型的设备或者不同类型的设备；再如，被描述对象为“信息”，则“第一信息”和“第二信息”可以是相同内容的信息或者不同内容的信息。总之，本申请实施例中对用于区分描述对象的前缀词的使用不构成对所描述对象的限制，对所描述对象的陈述参见权利要求或实施例中上下文的描述，不应因为使用这种前缀词而构成多余的限制。
需要说明的是，本申请实施例中采用诸如“a1、a2、……和an中的至少一项(或至少一个)”等的描述方式，包括了a1、a2、……和an中任意一个单独存在的情况，也包括了a1、a2、……和an中任意多个的任意组合情况，每种情况可以单独存在。例如，“a、b和c中的至少一项”的描述方式，包括了单独a、单独b、单独c、a和b组合、a和c组合、b和c组合，或abc三者组合的情况。
下面将结合附图，对本申请中的技术方案进行描述。
下面先介绍本申请实施例提供的一些电机控制系统的示意图。该系统可以用于实现对电机的控制，以提高车辆的经济性和驾驶平稳性。
参见图1A，图1A是本申请实施例提供的一种电机控制系统的示意图。如图1A所示，该系统包括第一装置、开关装置和目标电机。其中，第一装置、开关装置和目标电机部署在 同一车辆上，目标电机用于为车辆提供驱动力。
开关装置分别与第一装置和目标电机连接，第一装置可以通过开关装置控制目标电机的开启或关闭。示例性地，开关装置闭合时，目标电机开启；开关装置断开时，目标电机关闭。这里，开关装置可以独立于第一装置存在，也可以集成于第一装置中，在此不作具体限定。
第一装置可以是目标电机的电机控制器，也可以是电机控制器内的组件，组件例如可以是芯片、集成电路等。电机控制器例如可以是微控制单元(microcontroller unit，MCU)、微控制器(microprocessor unit，MPU)等。
开关装置具有两种状态，分别为断开和闭合。示例性地，当目标电机需要开启时，开关装置被配置为闭合；当目标电机需要关闭时，开关装置被配置为断开。
开关装置可以是开关管，开关管例如可以是绝缘栅双极型晶体管(insulated gate bipolar transistor，IGBT)、金属氧化物半导体场效应晶体管(metal-oxide-semiconductor field-effect transistor，MOSFET，缩写为MOS)等，开关装置也可以是离合器，在此不作具体限定。
目标电机为待控制的电机。目标电机可以是前电机或后电机，在此不作具体限定。
示例性地，目标电机也可以是车辆内的辅助电机，其用于辅助车辆内的主电机为车辆提供驱动力。
参见图1B，图1B是本申请实施例提供的又一种电机控制系统的示意图。相较于图1A所示的电机控制系统，图1B所示的系统还包括第二装置，第二装置与第一装置之间可以通过有线或无线的方式进行通信。有关图1B中的第一装置、开关装置和目标电机的描述具体可参考图1A中相应内容的叙述，在此不再赘述。
示例性地，在图1B中，第一装置可以从第二装置接收指示信息，指示信息用于指示第二电机开启或关闭；第一装置根据指示信息控制第二电机开启或关闭。
第二装置可以是整车控制器，也可以是整车控制器内的组件，组件例如可以是芯片、集成电路等。整车控制器可以是支撑车身控制以及底盘控制的软硬件一体化平台，例如整车域控制器(vehicle domain controller，VDC)，也可以是用于支撑底盘控制的软硬件一体化平台，例如底盘域控制器等。
图1A或图1B所示的电机控制系统可以应用于全自动驾驶场景(即自动驾驶系统执行全部操作且自然驾驶人不参与决策和操作)、人机共驾场景(即自动驾驶系统和自然驾驶人共同完成驾驶的相关操作)、人驾场景(即自然驾驶人执行驾驶的全部操作)中的任一场景。
图1A或图1B所示的电机控制系统可以应用于多种网络类型中，例如应用于以下一种或者多种网络类型中：星闪(SparkLink)、长期演进(long term evolution，LTE)网络、第五代移动通信技术(5th generation mobile communication technology，5G)、无线局域网(例如，Wi-Fi)、蓝牙(bluetooth，BT)、紫峰(Zigbee)、或车载短距无线通信网络等。
需要说明的是，图1A或图1B仅为示例性架构图，但不限定图1A或图1B所示系统包括的网元的数量。虽然图1A或图1B未示出，但除图1A或图1B所示的功能实体外，图1A或图1B还可以包括其他功能实体。另外，本申请实施例提供的方法可以应用于图1A或图1B所示的通信系统，当然本申请实施例提供的方法也可以适用其他电机控制系统，本申请实施例对此不予限制。
参见图2，图2是本申请实施例提供的一种控制方法的流程示意图。
图2所述的方法应用于车辆内的控制装置，该控制装置例如可以是上述图1A中的第一装置，也可以是图1B中的第二装置。
在本申请实施例中，车辆包括第一电机和第二电机，其中，第一电机和第二电机均可用于为车辆提供驱动力。以第二电机为上述目标电机为例进行方案的示例性阐述，即第二电机为本申请实施例中待控制的电机。
示例性地，第一电机为前电机，第二电机为后电机；或者，第一电机为后电机，第二电机为前电机。这里，本申请实施例并不限定电机的数量。
示例性地，对于双电机四驱车辆，主后驱(即主电机为后电机且辅助电机为前电机)车辆的操纵性由于主前驱(即主电机为前电机且辅助电机为后电机)车辆的操纵性。可以理解，待控制的第二电机为前电机时车辆的操控性更好、安全性更高；待控制的第二电机为后电机时，能较好地控制车辆的平衡，车辆的直线行驶性好。
这里，车辆可以是自动驾驶车辆，该自动驾驶车辆配置有自动驾驶系统，自动驾驶系统根据自动驾驶能力的不同，可以独立执行驾驶的全部或部分操作。在一些可能的实施例中，该车辆也可以是非自动驾驶车辆，即需由自然驾驶人执行驾驶的全部操作。
这里，车辆可以是新能源车辆，新能源车辆例如可以是电动车辆(electric vehicle，EV)、混合动力车辆(hybrid electric vehicle，HEV)、增程式电动车辆(range extended EV)、插电式混合动力车辆(Plug-in HEV)、燃料电池车辆或其他新能源车辆，在此不作具体限定。
该方法包括但不限于以下步骤：
S201：获取参考信息，参考信息包括车辆的驾驶模式。
这里，车辆的驾驶模式包括节能模式、正常模式和运动模式中的至少一项。
其中，这三种模式中，节能模式下车辆的续航时长最长，运动模式下车辆的加速性能最好。正常模式下车辆的续航时长小于节能模式下车辆的续航时长，但大于运动模式下车辆的续航时长；正常模式下车辆的加速性能强于节能模式下车辆的加速性能，但弱于运动模式下车辆的加速性能。
进一步地，节能模式包括第一节能模式和第二节能模式，其中，第一节能模式下车辆的续航时长大于第二节能模式下车辆的续航时长。
示例性地，第一节能模式可以是超级省电模式、纯电动(electric-vehicle，EV)模式等，第二节能模式可以是经济模式，经济模式也称为环保-节能-动力(ecology-conservation-optimization，ECO)模式，经济模式能够保证基础驾驶的舒适性。
正常模式也称为标准模式或舒适模式。在正常模式下，车辆的每项性能都是稳定平衡的，动力性能和经济性能保持平衡状态，也是日常行车时最常用的行驶状态。
运动模式下车辆具有较好的加速性能，车辆的动力系统响应灵敏。运动模式常在超车加速、爬坡行驶等对车辆动力要求较高的场景中使用。
示例性地，车辆的驾驶模式可以是基于用户输入的驾驶模式信息获得。例如，在人驾场景或者人机共驾场景中，驾驶模式信息可以是用户通过车机的触摸屏输入，也可以是用户通过车机的按钮输入，还可以是用户通过语音或手势输入等，在此不作具体限定。在一些可能的实施例中，在全自动驾驶场景中，车辆的驾驶模式也可以是控制装置从车辆的自动驾驶系统的控制中心获取。
在一些可能的实施例中，参考信息还包括车辆的行驶速度。示例性地，控制装置可以从 车辆的行驶速度可以从惯性测量单元(inertial measurement unit，IMU)获取车辆的行驶速度。
在一些可能的实施例中，参考信息还包括车辆的档位。示例性地，控制装置可以从车辆的档位传感器或档位开关传感器获取车辆的档位。
这里，车辆的档位包括前进档、倒车档、空档和驻车档中的至少一项。
其中，前进(drive)档简称为D档。车辆向前行驶时需用到D档。
倒车(reverse)档简称R档，也称为倒退档。R档用于车辆倒车。
空(neutral)档简称N档。N档用于车辆的短时间停车。当车辆需要暂时停车(例如等红绿灯)时挂N档，以停止车辆的运动但车辆的动力未中断。
驻车(park)档简称P档，也称为停车档。P档用于车辆的长时间停车。车辆挂上P档时车辆的动力输出中断，车辆不再移动。
在一些可能的实施例中，参考信息还包括第一电机的状态、第二电机的请求扭矩和第二电机的实际扭矩中的至少一项。
这里，第一电机的状态有故障和无故障两种状态。第一电机的状态可以通过标识、字段、二进制取值等方式来指示。例如，第一电机的状态取第一值时，指示第一电机的状态为故障；第一电机的状态取第二值时，指示第一电机的状态为无故障。可以理解，第一电机的状态可以是控制装置从第一电机获取的。
示例性地，第二电机的请求扭矩可以是基于车辆的加速踏板被踩的深度信息或制动踏板被踩的深度信息进行计算获得。可以看出，第二电机的请求扭矩可以反映车辆的动力需求，第二电机的请求扭矩越大，则车辆的动力需求也越大。
第二电机的实际扭矩是指第二电机实际的输出扭矩，也称为电机转矩或电机力矩，即表示第二电机转动的力量的大小，第二电机的实际扭矩越大，则车辆的动力源越充足。示例性地，第二电机的实际扭矩可以是控制装置从第二电机获取的。
在一些可能的实施例中，参考信息还包括车辆的状态。
示例性地，控制装置可以从车辆的显示启动状态灯获取车辆的状态。该显示启动状态灯也可以称为ready灯。
这里，车辆的状态可以通过标识、二进制取值等方式来表示。例如，当显示启动状态灯亮时，显示启动状态灯输出第一标识，第一标识指示车辆的状态为可行驶状态(即ready)，此状态表示车辆已做好所有准备、启动成功且可以随时启程；当显示启动状态灯不亮时，显示启动状态灯输出第二标识，第二标识指示车辆的状态为不可行驶状态(即not ready)。
当满足下述任一情形时，显示启动状态灯不亮，车辆的状态为不可行驶状态：车辆处于驻车档、车辆正在充电中和车辆故障，其中，车辆故障的原因包括但不限于：充电指示灯灯丝断路、蓄电池极柱上的电缆线头松动、电机控制器故障、线路故障等。
可以理解，当车辆的状态为不可行驶状态时，车辆的行驶速度为零。
S202：根据车辆的驾驶模式，控制第二电机开启或关闭。
一种实现方式中，控制装置为图1A中的第一装置，例如第二电机的电机控制器时，控制第二电机开启或关闭。
一种实现方式中，控制装置为图1B中的第二装置，例如整车控制器时，控制第二电机开启或关闭，包括：生成指示信息，指示信息用于指示第二电机开启或关闭；向第二电机的电机控制器发送指示信息，以使第二电机的电机控制器根据指示信息控制第二电机开启或关 闭。相应地，当指示信息指示第二电机开启时，第二电机的电机控制器根据指示信息控制第二点击开启；当指示信息指示第二电机关闭时，第二电机的电机控制器根据指示信息控制第二点击关闭。
在本申请实施例中，控制第二电机开启或关闭，包括：通过开关装置控制第二电机开启或关闭。具体地，开关装置具有断开和闭合两种状态，开关装置闭合时，第二电机开启；开关装置断开时，第二电机关闭。
示例性地，开关装置可以是开关管，开关管例如可以是IGBT管和MOS管。在一些可能的实施例中，开关装置还可以离合器，在此不作具体限定。
以IGBT管为例说明开关管的工作原理：IGBT是由双极型三极管(bipolar junction transistor，BJT)和绝缘栅型场效应管(metal oxide semiconductor，MOS)组成的复合全控型电压驱动式功率半导体器件，具有高输入阻抗和低导通电压两个优点。IGBT的开关作用是：通过加正向栅极电压形成沟道，给晶体管(PNP)提供基极电流，使IGBT导通。反之，加反向栅极电压消除沟道，切断基极电流，使IGBT关断。
示例性地，当电机控制器确定第二电机需要开启时，可以向IGBT管的栅极输出正向电压，IGBT导通(相当于开关装置闭合)，则第二电机被开启；当电机控制器确定第二电机需要关闭时，可以向IGBT管的栅极输出反向电压，IGBT关断(相当于开关装置断开)，则第二电机被关闭。如此，使用IGBT管作为开关装置，开关容易控制，且开关装置的闭合、断开之间切换速度快，有利于提高第二电机的控制效率。
在本申请实施例中，基于车辆的驾驶模式控制第二电机的开启或关闭时，驾驶模式为节能模式相较于驾驶模式为正常模式或运动模式，第二电机更长时间被关闭。另外，从概率角度来说，节能模式下控制第二电机关闭的概率高于正常模式或运动模式下控制第二电机关闭的概率，节能模式下控制第二电机开启的概率小于正常模式或运动模式下控制第二电机开启的概率。
在本申请实施例中，确定第二电机需开启所依据的参考信息与确定第二电机需关闭所依据的参考信息不同。下面基于参考信息中的具体内容分别说明确定第二电机需开启以及确定第二电机需关闭的判断过程：
(1)第二电机需关闭
在本申请实施例中，参考信息还包括车辆的行驶速度，根据车辆的驾驶模式，控制第二电机开启或关闭，包括：根据车辆的驾驶模式和车辆的行驶速度，控制第二电机关闭。
示例性地，车辆的驾驶模式为节能模式或正常模式时，若车辆的行驶速度较高时，第二电机需处于关闭状态，如此，车轮滚阻达到阈值时第二电机的驱动轴齿轮的齿面依然能够较好地贴合，有效提升了车辆的驾驶平稳性，消除了噪声、振动与声振粗糙度(noise、vibration、harshness，NVH)干扰。
进一步地，参考信息还包括车辆的状态，根据车辆的驾驶模式和车辆的行驶速度，控制第二电机关闭，具体为：根据车辆的驾驶模式、车辆的行驶速度和车辆的状态，控制第二电机的关闭。
一种实现方式中，参见图3A所示的判断示意图，当车辆的驾驶模式为上述节能模式或正常模式、车辆的状态为不可行驶状态且车辆的行驶速度为零时，控制第二电机关闭。
可以看出，节能模式和正常模式相较于运动模式，对经济性的要求更高，车辆处于不可 行驶状态时，及时关闭第二电机能够降低能耗，有利于提高车辆的经济性。
进一步地，参考信息还包括车辆的档位，根据车辆的驾驶模式、车辆的行驶速度和车辆的状态，控制第二电机的关闭，具体为：根据车辆的驾驶模式、车辆的行驶速度、车辆的状态和车辆的档位，控制第二电机的关闭。
一种实现方式中，参见图3B所示的判断示意图，当车辆的驾驶模式为运动模式、车辆的档位为驻车档、车辆的行驶速度为零且车辆的状态为不可行驶状态时，控制第二电机关闭。
可以看出，运动模式下仅当车辆挂驻车档时，且车辆处于不可行驶状态时，及时关闭第二电机可以降低能耗，有利于提高车辆的经济性。
在本申请实施例中，参考信息除了包括车辆的行驶速度，参考信息还可以包括车辆的档位、第一电机的状态、第二电机的请求扭矩和第二电机的实际扭矩中的至少两项，根据车辆的驾驶模式和车辆的行驶速度，控制第二电机关闭，包括：根据车辆的档位第一电机的状态、第二电机的请求扭矩和第二电机的实际扭矩中的至少两项、车辆的驾驶模式和车辆的行驶速度，控制第二电机关闭。
一种实现方式中，参见图3C所示的判断示意图，当车辆的驾驶模式为运动模式且车辆的档位为驻车档，在满足下述全部条件时，控制第二电机关闭；
车辆的行驶速度不大于第一速度阈值；和
第二电机的实际扭矩不大于第一扭矩阈值。
这里，第一速度阈值、第一扭矩阈值为基于经验预设的。
可以看出，运动模式下仅当车辆挂驻车档时，若车辆的行驶速度较小且第二电机的输出扭矩较小，在此情况下关闭第二电机能够节省能耗。
一种实现方式中，参见图3D所示的判断示意图，当车辆的驾驶模式为正常模式且车辆的档位为驻车档，在满足下述全部条件时，控制第二电机关闭：
车辆的行驶速度不大于第二速度阈值；和
第二电机的实际扭矩不大于第二扭矩阈值。
这里，第二速度阈值、第二扭矩阈值为基于经验预设的。示例性地，第二速度阈值可以与第一速度阈值相等，第二扭矩阈值可以与第一扭矩阈值相等。
可以看出，正常模式下车辆挂驻车档时，若车辆的行驶速度较小且第二电机的输出扭矩较小，在此情况下关闭第二电机能够节省能耗。
一种实现方式中，参见图3E所示的判断示意图，当车辆的驾驶模式为正常模式且车辆的档位为前进档、倒车档或空档，在满足下述全部条件时，控制第二电机关闭：
第一电机的状态为无故障；
车辆的行驶速度不小于第三速度阈值；
第二电机的请求扭矩不大于第三扭矩阈值；和
第二电机的实际扭矩不大于第四扭矩阈值；其中，第四扭矩阈值大于第三扭矩阈值。
这里，第三速度阈值、第三扭矩阈值和第四扭矩阈值可以是基于经验预设的。
示例性地，第三速度阈值大于上述第二速度阈值，和/或，第四扭矩阈值与第二扭矩阈值相等。
可以看出，正常模式下且车辆挂前进档、倒车档和空档中的任一档位时，若车辆的行驶速度较高但第二电机的请求扭矩以及实际扭矩较小，在此情况下关闭第二电机，高速使得车 轮滚阻达到阈值时，第二电机的驱动轴齿轮的齿面依然能够较好地贴合，不仅能提升车辆的驾驶平稳性，还可以消除NVH干扰。
一种实现方式中，参见图3F所示的判断示意图，车辆的驾驶模式为节能模式时，节能模式可以分为上述第一节能模式和第二节能模式，其中，第一节能模式下车辆的续航时长大于第二节能模式下车辆的续航时长。则确定第二电机需关闭还可以是下述情况1-情况3：
情况1：节能模式为第一节能模式，车辆的档位为前进档、倒车档或空档且第一电机的状态为无故障时，控制第二电机关闭。
情况2：节能模式为第二节能模式且车辆的档位为驻车档，在满足下述全部条件时，控制第二电机关闭：
车辆的行驶速度不大于第四速度阈值；和
第二电机的实际扭矩不大于第五扭矩阈值。
这里，第四速度阈值、第五扭矩阈值可以是基于经验预设的。示例性地，第四速度阈值可以与上述第二速度阈值相等，第四速度阈值小于第三速度阈值。示例性地，第五扭矩阈值可以与第四扭矩阈值相等。
情况3：节能模式为第二节能模式且车辆的档位为前进档、倒车档或空档，在满足下述全部条件时，控制第二电机关闭：
第一电机的状态为无故障；
车辆的行驶速度不小于第五速度阈值；
第二电机的请求扭矩不大于第六扭矩阈值；和
第二电机的实际扭矩不大于第七扭矩阈值；其中，第七扭矩阈值大于第六扭矩阈值。
这里，第五速度阈值、第六扭矩阈值和第七扭矩阈值可以是基于经验预设的。示例性地，第五速度阈值大于第四速度阈值，第五速度阈值小于第三速度阈值。示例性地，第七扭矩阈值可以与第四扭矩阈值相等，第六扭矩阈值可以与第三扭矩阈值相等。
第一节能模式可以是超级省电模式，该模式下若第一电机无故障，第二电机会被关闭，以节省能耗、提高车辆的经济性。
第二节能模式可以是经济模式，该模式下若车辆挂驻车档，若当前车速较低且第二电机的实际扭矩较小，即说明当前期望第二电机提供的驱动力可以小到可以忽略不计，在此情况下关闭第二电机可以节省能耗、提高车辆的经济性；该模式下若车辆挂前进档、倒车档和空档中的任一档位，若第一电机无故障，且当前车速大于某个车速阈值，但第一电机的请求扭矩和实际扭矩均较低时，说明仅第一电机工作即可满足车辆在经济模式下的驾驶需求，在此情况下关闭第二电机，可以节省能耗、提高车辆的经济性。
(2)第二电机需开启
在本申请实施例中，若第二电机需要开启，即默认第二电机是无故障，即第二电机的状态可以始终为无故障。
在本申请实施例中，参考信息除了包括车辆的驾驶模式外，参考信息还包括车辆的档位，根据车辆的驾驶模式，控制第二电机开启或关闭，包括：根据车辆的驾驶模式和车辆的档位，控制第二电机开启。
一种实现方式中，参见图4A所示的判断示意图，当车辆的驾驶模式为运动模式且车辆的档位为前进档、倒车档或空档，控制第二电机开启。
可以看出，运动模式下第二电机较大概率会被开启，以为车辆提供充足的动力源，以提升车辆的加速性能。
进一步地，参考信息还包括车辆的行驶速度、第一电机的状态和第二电机的请求扭矩中的至少一项，根据车辆的驾驶模式和车辆的档位，控制第二电机开启，包括：根据车辆的行驶速度、第一电机的状态和第二电机的请求扭矩中的至少一项、车辆的驾驶模式和车辆的档位，控制第二电机开启。
一种实现方式中，参见图4B所示的判断示意图，当车辆的驾驶模式为正常模式、车辆的档位为前进档、倒车档或空档且满足下述条件中的至少一项时，控制第二电机开启：
第一电机的状态为故障；
车辆的行驶速度不大于第六速度阈值；和
第二电机的请求扭矩不小于第八扭矩阈值。
这里，第六速度阈值和第八扭矩阈值可以是基于经验预设的。
可以看出，正常模式下当车辆挂前进档、倒车档和空档中的任一档位时，若车辆的第一电机故障，开启第二电机实现代替第一电机为车辆提供驱动力，可以保证车辆的正常行驶；和/或，若第二电机的请求扭矩较大，开启第二电机可使得车辆能及时响应动力需求；和/或，若车辆的行驶速度在预设范围内，开启第二电机可以确保车辆满足正常模式下的续航需求和加速性能需求。
一种实现方式中，参见图4C所示的判断示意图，车辆的驾驶模式为节能模式时，节能模式可以分为上述第一节能模式和第二节能模式，其中，第一节能模式下车辆的续航时长大于第二节能模式下车辆的续航时长。则确定第二电机需开启还可以是下述情况4和情况5：
情况4：节能模式为第一节能模式、车辆的档位为前进档或倒车档且第一电机的状态为故障时，控制第二电机开启。
情况5：节能模式为第二节能模式、车辆的档位为前进档、倒车档或空档且满足下述条件中的至少一项时，控制第二电机开启：
第一电机的状态为故障；
车辆的行驶速度不大于第七速度阈值；和
第二电机的请求扭矩不小于第九扭矩阈值。
这里，第七速度阈值和第九扭矩阈值可以是基于经验预设的。示例性地，第七速度阈值小于第六速度阈值，第九扭矩阈值可以与第八扭矩阈值相等。
第一节能模式可以是超级省电模式，此模式下车辆挂前进档或倒车档时，仅当第一电机故障的情况下才开启第二电机，以支持车辆在第一节能模式下的正常行驶；第二节能模式可以是经济模式，经济模式下车辆挂前进档、倒车档和空档中的任一档位时，若车辆的第一电机故障，开启第二电机实现代替第一电机为车辆提供驱动力，可以保证车辆在经济模式下的正常行驶；和/或，若第二电机的请求扭矩较大，开启第二电机可使得车辆能及时响应动力需求；和/或，若车辆的行驶速度在预设范围内，开启第二电机可以确保车辆满足经济模式下的续航需求和加速性能需求。
在本申请实施例中，车辆在行驶过程中，可能会出现车辆的驾驶模式改变和/或档位的切换，例如，驾驶模式相同但档位不同，或者，驾驶模式不同但档位相同，或者，驾驶模式不同且档位不同，在此情况下，可以基于上述图3A-图3F确定第二电机是否需要关闭或者基于 图4A-图4C确定第二电机是否需要开启。可以理解，改变前后对于第二电机是否开启或关闭的决策可以相同，也可以不同，具体包括下述四种情形：(1)改变前确定第二电机需开启，改变后确定第二电机需关闭；(2)改变前确定第二电机需开启，改变后确定第二电机仍需开启；(3)改变前确定第二电机需关闭，改变后确定第二电机需开启；(4)改变前确定第二电机需关闭，改变后确定第二电机仍需关闭。
示例性地，控制第二电机关闭可以理解为：第二电机当前处于开启状态，在确定第二电机需关闭时，控制第二电机由开启切换为关闭。控制第二电机关闭也可以理解为：第二电机当前处于关闭状态，在确定第二电机需关闭时，控制第二电机继续保持关闭。
示例性地，控制第二电机开启可以理解为：第二电机当前处于关闭状态，在确定第二电机需开启时，控制第二电机由关闭切换为开启。控制第二电机开启也可以理解为：第二电机当前处于开启状态，在确定第二电机需开启时，控制第二电机继续保持开启。
可以看出，实施本申请实施例，可以实现不同驾驶模式下车辆电机的灵活控制。另外，在确定电机需开启或关闭的判断过程中，除了关注电机的状态，还从整车运行角度考虑了驾驶模式、车辆的档位、行驶速度等因素，在提高车辆的经济性的同时还提高了车辆的驾驶平顺性。
为了更清楚地显示不同驾驶模式下第二电机的关闭和开启情况，根据上述图3A-图3F对不同驾驶模式下第二电机的关闭情况进行汇总，汇总结果可参见图5A；根据上述图4A-图4C对不同驾驶模式下第二电机的开启情况进行汇总，汇总结果可参见图5B。这里，在图5A或图5B中，第一节能模式以超级省电模式为例，第二节能模式以经济模式为例。
其中，在图5A中，D档即为上述前进档，R档即为上述倒车档，N档即为上述空档，P当即为上述驻车档。“车辆：not ready”表示车辆的状态为不可行驶状态，“第一电机：无故障”表示第一电机的状态为无故障。在图5B中，“第一电机：故障”表示第一电机的状态为故障。
以图3A为例具体说明图5A中与图3A对应的内容：基于图3A可知，当车辆的驾驶模式为节能模式或正常模式、车辆的状态为不可行驶状态且行驶速度为零时，确定第二电机需关闭。在图5A中，可以看出，当驾驶模式为正常模式、车辆的状态为不可行驶状态(即not ready)且行驶速度为零时，确定第二电机需关闭，在此情况下，档位可以为D档、R档、N档和P档中的任一项，即对档位无限定。在图5A中，节能模式包括超级省电模式和经济模式，相应地，根据图5A中所示的超级省电模式和经济模式的分支，可以知晓超级省电模式或经济模式下，当车辆的状态为不可行驶状态且行驶速度为零时，确定第二电机需关闭。
在图5A中，以运动模式为例说明运动模式下第二电机的关闭情况。从图5A中，运动模式下第二电机的关闭情况包括两种：第一种，运动模式下车辆的档位为P档、车辆的状态为不可行驶状态且车辆的行驶速度为零时，确定第二电机需关闭；第二种，运动模式下车辆的档位为P档，且满足行驶速度不大于第一速度阈值以及第二电机的实际扭矩不大于第一扭矩阈值的情况下，确定第二电机需关闭。在一些可能的实施例中，还可以对第二种情况下车辆满足电机关闭条件(即行驶速度不大于第一速度阈值以及第二电机的实际扭矩不大于第一扭矩阈值)所需的持续时长进行限制，例如运动模式下车辆的档位为P档时，在满足下述全部条件且持续时长超过第一预设时长的情况下，确定第二电机需关闭：行驶速度不大于第一速 度阈值；和第二电机的实际扭矩不大于第一扭矩阈值。如此，对车辆满足电机关闭条件的持续时长进行限制，可以避免第二电机的开、关状态被频繁切换。
在图5A中，可以看出，车辆的驾驶模式为运动模式时，仅档位为驻车档时才有控制第二电机关闭的可能性。在运动模式下，车辆的档位为前进档、倒车档或空档时，为了保证车辆的动力充足，第二电机是不关闭的。
在一些可能的实施例中，还可以对车辆满足电机开启条件所需的持续时长进行限制。例如，在图5B中，以正常模式为例，当车辆的驾驶模式为正常模式、车辆的档位为D档、R档或N档，在满足下述条件中的至少一项且持续时长超过第二预设时长时，确定第二电机需开启：第一电机的状态为故障；行驶速度不大于第六速度阈值；和第二电机的请求扭矩不小于第八扭矩阈值。如此，对车辆满足电机开启条件的持续时长进行限制，可以避免第二电机的开、关状态被频繁切换。
示例性地，图5A中设置的第一预设时长大于图5B中设置的第二预设时长，如此在车辆具有高扭矩请求时第二电机可以及时开启，使得车辆能及时响应动力请求，以及在控制第二电机关闭时不仅考虑了车辆的经济性，还考虑到车辆的驾驶平顺性。
在一些可能的实施例中，车辆处于同一驾驶模式和同一档位下，第二电机被开启时车辆对应的预设速度阈值小于第二电机被关闭时车辆对应的预设速度阈值。如此，可以防止开关装置被频繁闭合或断开，也防止了第二电机被频繁开启或关闭，有利于提高开关装置和第二电机的使用寿命。
以驾驶模式为正常模式以及车辆的档位为D档为例，在图5A中，车辆处于正常模式且档位为D档时，第二电机被关闭时车辆对应的预设速度阈值为第三速度阈值，在图5B中，车辆处于正常模式且档位为D档时，第二电机被开启时车辆对应的预设速度阈值为第六速度阈值，其中，第三速度阈值大于第六速度阈值。
以驾驶模式为经济模式以及车辆的档位为N档为例，在图5A中，车辆处于经济模式且档位为N档时，第二电机被关闭时车辆对应的预设速度阈值为第五速度阈值，在图5B中，车辆处于经济模式且档位为N档时，第二电机被开启时车辆对应的预设速度阈值为第七速度阈值，其中，第五速度阈值大于第七速度阈值。
基于图5A和图5B可知，第二电机关闭以及第二电机开启都有对应的使能条件，其中，第二电机关闭对应的使能条件也可以称作电机关闭条件，第二电机开启对应的使能条件也可以称作电机开启条件。可以看出，电机关闭条件比电机开启条件更严苛，体现在电机关闭条件涉及多个条件时要求同时满足这多个条件且持续较长的时长才能使能，如此在第二电机关闭时不仅有利于降低能耗，还能确保车辆的平顺性，使得乘客具有较好的乘坐体验而电机开启条件涉及多个条件时只要求满足这多个条件中的至少一个且持续较短的时长就能使能，如此，能使第二电机及时开启，车辆也能及时地响应动力请求。
参见图6，图6是本申请实施例提供的又一种控制方法的流程示意图。该方法可以应用于电机控制系统，该系统例如可以是上述图1B所示的系统，该系统中至少包括整车控制器和电机控制器。
S601：整车控制器获取参考信息，参考信息包括车辆的驾驶模式。
这里，车辆包括第一电机和第二电机，第一电机和第二电机均可用于为车辆提供驱动力。 假设第二电机为本申请实施例中待控制的电机。有关车辆、第一电机和第二电机具体可参考图2实施例中相应内容的叙述，在此不赘述。
本步骤具体可参考图2实施例中S201的相关叙述，为了说明书的简洁，在此不再赘述。
S602：整车控制器根据车辆的驾驶模式，生成指示信息，指示信息用于指示第二电机开启或关闭。
在本申请实施例中，基于S601中的参考信息进行图3A-图3F或者图5A中的任一判断确定第二电机需关闭，则生成指示信息，其中，指示信息用于指示第二电机关闭。
在本申请实施例中，基于S601中的参考信息进行图4A-图4C或者图5B中的任一判断确定第二电机需开启，则生成指示信息，其中，指示信息用于指示第二电机开启。
需要说明的是，图3A-图3F以及图4A-图4C的判断过程具体可参考图2实施例中S202的相关叙述，在此不再赘述。
S603：整车控制器向电机控制器发送指示信息。
相应地，电机控制器从整车控制器接收指示信息。
这里，电机控制器为第二电机的电机控制器。
S604：电机控制器根据指示信息控制第二电机开启或关闭。
一种实现方式中，指示信息用于指示第二电机开启时，电机控制根据指示信息控制第二电机开启。
一种实现方式中，指示信息用于指示第二电机关闭时，电机控制根据指示信息控制第二电机关闭。
在本申请实施例中，控制第二电机开启或关闭，包括：通过开关装置控制第二电机开启或关闭，其中，开关装置分别与电机控制器和第二电机连接。开关装置具体可参考上述S202相应内容的叙述，在此不再赘述。
可以看到，实施本申请实施例，整车控制器基于车辆的驾驶模式、档位以及行驶速度等信息可以确定目标电机是否需要开启关闭，并指示目标电机的电机控制器控制目标电机开启或关闭，有利于提高车辆的经济性和驾驶平顺性。
参见图7，图7是本申请实施例提供的一种控制装置的结构示意图，控制装置30包括获取单元310和处理单元312。该装置30可以通过硬件、软件或者软硬件结合的方式来实现。
其中，获取单元310，用于获取参考信息，参考信息包括车辆的驾驶模式；处理单元312，用于根据车辆的驾驶模式，控制第二电机开启或关闭。
该控制装置30可用于实现图2实施例所描述的方法。在图2实施例中，获取单元310可用于执行S201，处理单元312可用于执行S202。
在一些可能的实施例中，该控制装置30也可用于实现图6实施例所描述的整车控制器侧的方法。在图6实施例中，获取单元310可以执行S601，处理单元312可用于执行S602和S603。
在一些可能的实施例中，该控制装置30还可用于实现图6实施例所描述的电机控制器侧的方法。在图6实施例中，获取单元310可以执行S603，处理单元312可用于执行S604。
以上装置30中各单元的划分仅是一种逻辑功能的划分，实际实现时可以全部或部分集成 到一个物理实体上，也可以物理上分开。此外，装置中的单元可以以处理器调用软件的形式实现；例如装置包括处理器，处理器与存储器连接，存储器中存储有指令，处理器调用存储器中存储的指令，以实现以上任一种方法或实现该装置各单元的功能，其中处理器例如为通用处理器，例如中央处理单元(central processing unit，CPU)或微处理器，存储器为装置内的存储器或装置外的存储器。或者，装置中的单元可以以硬件电路的形式实现，可以通过对硬件电路的设计实现部分或全部单元的功能，该硬件电路可以理解为一个或多个处理器；例如，在一种实现中，该硬件电路为专用集成电路(application-specific integrated circuit，ASIC)，通过对电路内元件逻辑关系的设计，实现以上部分或全部单元的功能；再如，在另一种实现中，该硬件电路为可以通过可编程逻辑器件(programmable logic device，PLD)实现，以现场可编程门阵列(field programmable gate array，FPGA)为例，其可以包括大量逻辑门电路，通过配置文件来配置逻辑门电路之间的连接关系，从而实现以上部分或全部单元的功能。以上装置的所有单元可以全部通过处理器调用软件的形式实现，或全部通过硬件电路的形式实现，或部分通过处理器调用软件的形式实现，剩余部分通过硬件电路的形式实现。
在本申请实施例中，处理器是一种具有信号的处理能力的电路，在一种实现中，处理器可以是具有指令读取与运行能力的电路，例如中央处理单元(central processing unit，CPU)、微处理器、图形处理器(graphics processing unit，GPU)(可以理解为一种微处理器)、或数字信号处理器(digital singnal processor，DSP)等；在另一种实现中，处理器可以通过硬件电路的逻辑关系实现一定功能，该硬件电路的逻辑关系是固定的或可以重构的，例如处理器为专用集成电路(application-specific integrated circuit，ASIC)或可编程逻辑器件(programmable logic device，PLD)实现的硬件电路，例如FPGA。在可重构的硬件电路中，处理器加载配置文档，实现硬件电路配置的过程，可以理解为处理器加载指令，以实现以上部分或全部单元的功能的过程。此外，还可以是针对人工智能设计的硬件电路，其可以理解为一种ASIC，例如神经网络处理单元(neural network processing unit，NPU)张量处理单元(tensor processing unit，TPU)、深度学习处理单元(deep learning processing unit，DPU)等。
可见，以上装置中的各单元可以是被配置成实施以上方法的一个或多个处理器(或处理电路)，例如：CPU、GPU、NPU、TPU、DPU、微处理器、DSP、ASIC、FPGA，或这些处理器形式中至少两种的组合。
此外，以上装置中的各单元可以全部或部分可以集成在一起，或者可以独立实现。在一种实现中，这些单元集成在一起，以片上系统(system-on-a-chip，SOC)的形式实现。该SOC中可以包括至少一个处理器，用于实现以上任一种方法或实现该装置各单元的功能，该至少一个处理器的种类可以不同，例如包括CPU和FPGA，CPU和人工智能处理器，CPU和GPU等。
参见图8，图8是本申请实施例提供的一种控制设备。
如图8所示，控制设备40包括：处理器401、通信接口402、存储器403和总线404。处理器401、存储器403和通信接口402之间通过总线404通信。应理解，本申请不限定控制设备40中的处理器、存储器的个数。
控制设备40可以是整车控制器，也可以是电机控制器，还可以整车控制器或者电机控制器内的组件，组件例如可以是芯片、集成电路等。
示例性地，整车控制器可以是支撑车身控制以及底盘控制的软硬件一体化平台，例如整车域控制器(vehicle domain controller，VDC)，也可以是用于支撑底盘控制的软硬件一体化平台，例如底盘域控制器等。电机控制器例如可以是微控制单元(microcontroller unit，MCU)、微控制器(microprocessor unit，MPU)等。
总线404可以是外设部件互连标准(peripheral component interconnect，PCI)总线或扩展工业标准结构(extended industry standard architecture，EISA)总线等。总线可以分为地址总线、数据总线、控制总线等。为便于表示，图8中仅用一条线表示，但并不表示仅有一根总线或一种类型的总线。总线404可包括在控制设备40各个部件(例如，存储器403、处理器401、通信接口402)之间传送信息的通路。
处理器401可参考上述实施例中对处理器的相关描述，在此不再赘述。
存储器403用于提供存储空间，存储空间中可以存储操作系统和计算机程序等数据。存储器403可以是随机存取存储器(random access memory，RAM)、可擦除可编程只读存储器(erasable programmable read only memory，EPROM)、只读存储器(read-only memory，ROM)，或便携式只读存储器(compact disc read memory，CD-ROM)等中的一种或者多种的组合。存储器403可以单独存在，也可以集成于处理器401内部。
通信接口402可用于为处理器401提供信息输入或输出。或者可替换的，该通信接口402可用于接收外部发送的数据和/或向外部发送数据，可以为包括诸如以太网电缆等的有线链路接口，也可以是无线链路(如Wi-Fi、蓝牙、通用无线传输等)接口。或者可替换的，通信接口402还可以包括与接口耦合的发射器(如射频发射器、天线等)，或者接收器等。
该控制设备40中的处理器401用于读取存储器403中存储的计算机程序，用于执行前述的方法，例如图2或图6所描述的方法。
在一种可能的设计方式中，控制设备40可为执行图2所示方法的执行主体中的一个或多个模块，该处理器401可用于读取存储器中存储的一个或多个计算机程序，用于执行以下操作：
通过获取单元310获取参考信息，参考信息包括车辆的驾驶模式；
根据车辆的驾驶模式，控制第二电机开启或关闭。
在一种可能的设计方式中，控制设备40可为执行图6所示方法的执行主体(例如，正整车控制器)中的一个或多个模块，该处理器401可用于读取存储器中存储的一个或多个计算机程序，用于执行以下操作：
通过获取单元310获取参考信息，参考信息包括车辆的驾驶模式；
根据车辆的驾驶模式，生成指示信息，指示信息用于指示第二电机开启或关闭；
向第二电机的电机控制器发送指示信息。
在一种可能的设计方式中，控制设备40可为执行图6所示方法的执行主体(例如，电机控制器)中的一个或多个模块，该处理器401可用于读取存储器中存储的一个或多个计算机程序，用于执行以下操作：
通过获取单元310接收指示信息；
根据指示信息控制第二电机开启或关闭。
在本文上述的实施例中，对各个实施例的描述都各有侧重，某个实施例中没有详细描述的部分，可以参见其他实施例的相关描述。另外，在本申请的各个实施例中，如果没有特殊说明以及逻辑冲突，各个实施例之间的术语和/或描述具有一致性、且可以相互引用，不同的实施例中的技术特征根据其内在的逻辑关系可以组合形成新的实施例。
需要说明的是，本领域普通技术人员可以看到上述实施例的各种方法中的全部或部分步骤是可以通过程序来指令相关的硬件来完成，该程序可以存储于一计算机可读存储介质中，存储介质包括只读存储器(read-only memory，ROM)、随机存储器(random access memory，RAM)、可编程只读存储器(programmable read-only memory，PROM)、可擦除可编程只读存储器(erasable programmable read only memory，EPROM)、一次可编程只读存储器(one-time programmable read-only memory，OTPROM)、电子抹除式可复写只读存储(electrically-erasable programmable read-only memory，EEPROM)、只读光盘(compact disc read-only memory，CD-ROM)或其他光盘存储器、磁盘存储器、磁带存储器、或者能够用于携带或存储数据的计算机可读的任何其他介质。
本申请的技术方案本质上或者说做出贡献的部分或者该技术方案的全部或部分可以以软件产品的形式体现出来，该计算机程序产品存储在一个存储介质中，包括若干指令用以使得一个设备(可以是个人计算机，服务器，或者网络设备、机器人、单片机、芯片、机器人等)执行本申请各个实施例所述方法的全部或部分步骤。

Claims (24)

  1. 一种控制方法，其特征在于，所述方法应用于车辆，所述车辆包括第一电机和第二电机，所述方法包括：
    获取参考信息，所述参考信息包括所述车辆的驾驶模式；
    根据所述车辆的驾驶模式，控制所述第二电机开启或关闭。
  2. 根据权利要求1所述的方法，其特征在于，所述参考信息还包括所述车辆的行驶速度，
    所述根据所述车辆的驾驶模式，控制所述第二电机开启或关闭，包括：
    根据所述驾驶模式和所述行驶速度，控制所述第二电机关闭。
  3. 根据权利要求2所述的方法，其特征在于，所述参考信息还包括所述车辆的状态，
    所述根据所述驾驶模式和所述行驶速度，控制所述第二电机关闭，包括：
    根据所述车辆的状态、所述驾驶模式和所述行驶速度，控制所述第二电机关闭。
  4. 根据权利要求3所述的方法，其特征在于，所述根据所述车辆的状态、所述驾驶模式和所述行驶速度，控制所述第二电机关闭，包括：
    所述行驶速度为零、所述驾驶模式为节能模式或正常模式且所述车辆的状态为不可行驶状态时，控制所述第二电机关闭。
  5. 根据权利要求3所述的方法，其特征在于，所述参考信息还包括所述车辆的档位，
    所述根据所述车辆的状态、所述驾驶模式和所述行驶速度，控制所述第二电机关闭包括：
    所述档位为驻车档、所述行驶速度为零、所述驾驶模式为运动模式且所述车辆的状态为不可行驶状态时，控制所述第二电机关闭。
  6. 根据权利要求2所述的方法，其特征在于，所述参考信息还包括所述车辆的档位、所述第一电机的状态、所述第二电机的请求扭矩和所述第二电机的实际扭矩中的至少两项，
    所述根据所述驾驶模式和所述行驶速度，控制所述第二电机关闭，包括：
    根据所述档位、所述第一电机的状态、所述第二电机的请求扭矩和所述第二电机的实际扭矩中的至少两项、所述驾驶模式和所述行驶速度，控制所述第二电机关闭。
  7. 根据权利要求6所述的方法，其特征在于，所述根据所述档位、所述第一电机的状态、所述第二电机的请求扭矩和所述第二电机的实际扭矩中的至少两项、所述驾驶模式和所述行驶速度，控制所述第二电机关闭，包括：
    所述驾驶模式为运动模式且所述档位为驻车档，在满足下述全部条件时，控制所述第二电机关闭：
    所述行驶速度不大于第一速度阈值；和
    所述第二电机的实际扭矩不大于第一扭矩阈值。
  8. 根据权利要求6所述的方法，其特征在于，所述根据所述档位、所述第一电机的状态、所述第二电机的请求扭矩和所述第二电机的实际扭矩中的至少两项、所述驾驶模式和所述行驶速度，控制所述第二电机关闭，包括：
    所述驾驶模式为正常模式且所述档位为驻车档，在满足下述全部条件时，控制所述第二电机关闭：
    所述行驶速度不大于第二速度阈值；和
    所述第二电机的实际扭矩不大于第二扭矩阈值。
  9. 根据权利要求6所述的方法，其特征在于，所述根据所述档位、所述第一电机的状态、 所述第二电机的请求扭矩和所述第二电机的实际扭矩中的至少两项、所述驾驶模式和所述行驶速度，控制所述第二电机关闭，包括：
    所述驾驶模式为正常模式且所述档位为前进档、倒车档或空档，在满足下述全部条件时，控制所述第二电机关闭：
    所述第一电机的状态为无故障；
    所述行驶速度不小于第三速度阈值；
    所述第二电机的请求扭矩不大于第三扭矩阈值；和
    所述第二电机的实际扭矩不大于第四扭矩阈值；其中，所述第四扭矩阈值大于所述第三扭矩阈值。
  10. 根据权利要求6所述的方法，其特征在于，所述驾驶模式为节能模式，所述根据所述档位、所述第一电机的状态、所述第二电机的请求扭矩和所述第二电机的实际扭矩中的至少两项、所述驾驶模式和所述行驶速度，控制所述第二电机关闭，包括：
    在所述节能模式为第一节能模式、所述档位为前进档、倒车档或空档且所述第一电机的状态为无故障时，控制所述第二电机关闭；
    或者，
    在所述节能模式为第二节能模式且所述档位为驻车档，在满足下述全部条件时，控制所述第二电机关闭：所述行驶速度不大于第四速度阈值；和所述第二电机的实际扭矩不大于第五扭矩阈值；
    或者，
    在所述节能模式为第二节能模式且所述档位为前进档、倒车档或空档，在满足下述全部条件时，控制所述第二电机关闭：
    所述第一电机的状态为无故障；
    所述行驶速度不小于第五速度阈值；
    所述第二电机的请求扭矩不大于第六扭矩阈值；和
    所述第二电机的实际扭矩不大于第七扭矩阈值；其中，所述第七扭矩阈值大于所述第六扭矩阈值；
    其中，所述第一节能模式下所述车辆的续航时长大于所述第二节能模式下所述车辆的续航时长。
  11. 根据权利要求1-10任一项所述的方法，其特征在于，所述参考信息还包括所述车辆的档位，
    所述根据所述驾驶模式，控制所述第二电机开启或关闭，包括：
    根据所述驾驶模式和所述档位，控制所述第二电机开启。
  12. 根据权利要求11所述的方法，其特征在于，根据所述驾驶模式和所述档位，控制所述第二电机开启，包括：
    所述驾驶模式为运动模式且所述档位为前进档、倒车档或空档，控制所述第二电机开启。
  13. 根据权利要求11所述的方法，其特征在于，所述参考信息还包括所述车辆的行驶速度、所述第一电机的状态和所述第二电机的请求扭矩中的至少一项，
    所述根据所述驾驶模式和所述档位，控制所述第二电机开启，包括：
    根据所述行驶速度、所述第一电机的状态和所述第二电机的请求扭矩中的至少一项、所 述驾驶模式和所述档位，控制所述第二电机开启。
  14. 根据权利要求13所述的方法，其特征在于，所述根据所述行驶速度、所述第一电机的状态和所述第二电机的请求扭矩中的至少一项、所述驾驶模式和所述档位，控制所述第二电机开启，包括：
    所述驾驶模式为正常模式、所述档位为前进档、倒车档或空档且满足下述条件中的至少一项时，控制所述第二电机开启：
    所述第一电机的状态为故障；
    所述行驶速度不大于第六速度阈值；和
    所述第二电机的请求扭矩不小于第八扭矩阈值。
  15. 根据权利要求13所述的方法，其特征在于，所述根据所述行驶速度、所述第一电机的状态和所述第二电机的请求扭矩中的至少一项、所述驾驶模式和所述档位，控制所述第二电机开启，包括：
    所述驾驶模式为第一节能模式、所述档位为前进档或倒车档且所述第一电机的状态为故障时，控制所述第二电机开启；
    或者，
    所述驾驶模式为第二节能模式、所述档位为前进档、倒车档或空档且在满足下述条件中的至少一项时，控制所述第二电机开启：
    所述第一电机的状态为故障；
    所述行驶速度不大于第七速度阈值；和
    所述第二电机的请求扭矩不小于第九扭矩阈值；
    其中，所述第一节能模式下所述车辆的续航时长大于所述第二节能模式下所述车辆的续航时长。
  16. 根据权利要求1-15任一项所述的方法，其特征在于，所述车辆处于同一驾驶模式且同一档位下，所述第二电机被开启时所述车辆对应的预设速度阈值小于所述第二电机被关闭时所述车辆对应的预设速度阈值。
  17. 根据权利要求1-16任一项所述的方法，其特征在于，所述车辆处于同一驾驶模式且同一档位下，所述车辆满足对应的电机开启条件所需的持续时长小于所述车辆满足对应的电机关闭条件所需的持续时长。
  18. 根据权利要求1-17任一项所述的方法，其特征在于，所述控制第二电机开启或关闭，包括：
    通过开关装置控制所述第二电机开启或关闭，所述开关装置与所述第二电机连接，
    其中，所述开关装置闭合时，所述第二电机开启；
    所述开关装置断开时，所述第二电机关闭。
  19. 一种控制装置，其特征在于，所述装置用于控制车辆，所述车辆包括第一电机和第二电机，所述装置包括：
    获取单元，用于获取所述车辆的驾驶模式；
    处理单元，用于根据所述车辆的驾驶模式，控制所述第二电机开启或关闭。
  20. 一种控制装置，其特征在于，所述装置包括至少一个处理器和和通信接口；
    所述通信接口用于接收和/或发送数据，和/或，所述通信接口用于为所述处理器提供输入 和/或输出；所述至少一个处理器用于实现如权利要求1-18任一项所述的方法。
  21. 一种电机控制系统，其特征在于，所述系统包括开关装置和控制装置，
    其中，所述开关装置与所述控制装置连接，所述控制装置用于执行如权利要求1-18任一项所述的方法。
  22. 一种车辆，其特征在于，所述车辆包括如权利要求19或20所述的装置，或者，包括如权利要求21所述的系统。
  23. 一种计算机可读存储介质，其特征在于，所述计算机可读存储介质存储有程序指令，当所述指令在至少一个处理器上运行时，实现如权利要求1-18任一项所述的方法。
  24. 一种计算机程序产品，其特征在于，当所述计算机程序产品在处理器上运行时，使得装置执行如权利要求1-18任一项所述的方法。
PCT/CN2022/130059 2022-11-04 2022-11-04 一种控制方法及装置 Ceased WO2024092780A1 (zh)

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