CN118636887A

CN118636887A - Driving control method, driving control strategy design method and driving control system

Info

Publication number: CN118636887A
Application number: CN202410778850.8A
Authority: CN
Inventors: 郑祖雄; 刘兴春
Original assignee: Chongqing Changan Automobile Co Ltd
Current assignee: Chongqing Changan Automobile Co Ltd
Priority date: 2024-06-17
Filing date: 2024-06-17
Publication date: 2024-09-13

Abstract

The application discloses a driving control method, a driving control strategy design method and a driving control system, wherein the driving control method comprises the following steps: acquiring a preset threshold value and state information of a vehicle; determining the running condition of the vehicle according to the preset threshold value and the state information; wherein the driving conditions comprise the conditions that the vehicle is driven on a low-traction road surface or a shaking road surface; determining a control strategy of the vehicle according to the driving working condition; wherein the control strategy includes turning on or off a dynamic torque unloading function of the vehicle; and controlling the vehicle to run according to the control strategy so as to enable the vehicle to run smoothly on the road surface. According to the application, the dynamic torque unloading function of the vehicle can be disabled by controlling the vehicle according to the control strategy, so that the vehicle is ensured to have better escaping capability, and the running stability and smoothness of the vehicle are further improved.

Description

Driving control method, driving control strategy design method and driving control system

Technical Field

The present application relates to the field of acceleration performance control technologies for electric vehicles, and in particular, to a driving control method, a driving control strategy design method, a control system, a design system, a chip, and a computer readable storage medium.

Background

In order to improve the driving vibration comfort of a typical whole road surface such as a deceleration strip, a continuous well cover, a damaged road surface and the like, an electric drive starting state torque unloading function is adopted by the electric drive torque unloading function, and referring to fig. 1, torque intervention is rapidly carried out by utilizing an electric drive torque signal, namely, the torque unloading action is completed, the motor torque signal can not identify the road surface, the electric vehicle is started in a low attachment mode as long as the fluctuation amount of the electric drive rotating speed reaches a threshold, the whole vehicle dynamic torque unloading function is activated by mistake when the wheel dynamic has large slippage, and the large torque reduction action is carried out before the chassis TCS (Traction Control System, a traction control system) is activated, so that the vehicle slips, idles and slides backwards on a ramp for a long time. After the TCS function is activated, the TCS function is overlapped with the torque reducing request, so that the starting torque response of the whole vehicle fluctuates, and starting yaw and pause are caused.

Accordingly, the prior art is still in need of improvement and development.

Disclosure of Invention

The application mainly aims to provide a driving control method, a driving control strategy design method and a driving control system, and aims to solve the problem that in the prior art, when the fluctuation amount of the electric drive rotating speed of an electric vehicle reaches a threshold, a torque unloading function can be started, a low-attached road surface and a shaking road surface cannot be identified, and when the driving wheel of the electric vehicle on the low-attached road surface is in large dynamic slippage, the whole dynamic torque unloading function is started by mistake and a large torque is lost, so that the driving of the vehicle is influenced.

An embodiment of a first aspect of the present application provides a driving control method, including the following steps: acquiring a preset threshold value and state information of a vehicle; determining the running condition of the vehicle according to the preset threshold value and the state information; wherein the driving conditions comprise the conditions that the vehicle is driven on a low-traction road surface or a shaking road surface; determining a control strategy of the vehicle according to the driving working condition; wherein the control strategy includes turning on or off a dynamic torque unloading function of the vehicle; and controlling the vehicle to run according to the control strategy so as to enable the vehicle to run smoothly on the road surface.

According to the technical means, the road conditions of the vehicle running on the low-accessory road surface and the shaking road surface are determined through the vehicle state information and the preset threshold value, so that a corresponding vehicle control strategy is determined, the vehicle can disable the dynamic torque unloading function of the vehicle according to the control strategy, the vehicle is guaranteed to have better escaping capability, and the running stability and smoothness of the vehicle are further improved.

Optionally, in an embodiment of the present application, the acquiring a preset threshold value of the vehicle specifically includes: when the vehicle runs on the shaking road surface and the low-grade road surface, testing is carried out, and running data of the vehicle running on the shaking road surface and the low-grade road surface in a preset time period are obtained; and obtaining a preset threshold value of the vehicle according to the driving data.

According to the technical means, the low-accessory road surface and the shaking road surface are identified by determining the preset threshold corresponding to the vehicle, so that whether the dynamic torque unloading function needs to be activated or not is judged based on the preset threshold, the dynamic torque unloading function is disabled when the electric vehicle runs under the running working condition corresponding to the low-accessory road surface, and the running smoothness of the vehicle is improved.

Optionally, in one embodiment of the present application, the state information includes a speed of the vehicle and a wheel speed of each wheel; the preset threshold value comprises a wheel speed difference threshold value and a slip difference threshold value; determining the driving condition of the vehicle according to the preset threshold value and the state information, wherein the driving condition comprises the following specific steps; obtaining a current slip and a current wheel speed difference of the vehicle according to the vehicle speed and the wheel speeds of the wheels; if the current slip is larger than the slip threshold value, determining that the vehicle is in a low-traction working condition of running on the low-traction road surface; and if the current wheel speed difference is smaller than the wheel speed difference threshold value, determining that the vehicle is in a shaking working condition of running on the shaking road surface.

According to the technical means, according to the embodiment of the application, the problems such as in-situ idling, backward slip, lack of climbing confidence of a driver and the like can be encountered when the vehicle starts on the full throttle on the ice and snow ramp with low adhesive force by aiming at the low adhesive slip working condition corresponding to the low adhesive road surface, and the dynamic torque unloading function of IPU (Integrated Power Unit) is adjusted to enable the function to be activated or disabled under the specific wheel speed difference, so that the smoothness and comfort of the vehicle starting can be improved, the fluctuation of deceleration is reduced, the escaping capability is improved, and the backward slip phenomenon is eliminated.

Optionally, in one embodiment of the present application, the determining a control strategy of the vehicle according to the driving condition specifically includes: when the vehicle is in the low-slip working condition, disabling a dynamic torque unloading function of the vehicle; and when the vehicle is in the shaking working condition, starting a dynamic torque unloading function of the vehicle.

According to the technical means, the embodiment of the application disables the dynamic torque unloading function by corresponding to the low-attached sliding working condition, thereby ensuring that the vehicle has the escaping capability on the low-attached ramp, preventing the vehicle from sliding backwards and improving the running stability of the vehicle; the dynamic torque unloading function is started corresponding to the shaking working condition, so that the vehicle is guaranteed to run on shaking road surfaces such as a deceleration strip, torque is reduced, and the running stability of the vehicle is improved.

Optionally, in one embodiment of the present application, when the vehicle is in a shake working condition, the dynamic torque unloading function of the vehicle is turned on, and specifically includes: when the vehicle is in a shaking working condition, activating a traction control function of the vehicle, and if the vehicle does not meet a preset stable running requirement in running, activating a dynamic torque unloading function of the vehicle; when the vehicle is in the shaking working condition, activating the traction control function of the vehicle, and if the vehicle meets the preset stable running requirement in running, not activating the dynamic torque unloading function of the vehicle.

According to the technical means, the embodiment of the application increases the priority sequence of the traction control function and the dynamic torque unloading function when the dynamic torque unloading function is started, so that the vehicle reduces the torque preferentially through the traction control function, and then the dynamic torque unloading function is correspondingly activated or not activated, thereby realizing the purpose of keeping the running of the vehicle stable.

Optionally, in an embodiment of the present application, the driving scenario of the low-slip condition includes any one of low-slip hill forward start, low-slip hill reverse start and low-slip split, and the driving scenario of the shake condition includes any one of a deceleration strip, a continuous well cover and a damaged road surface.

According to the technical means, the driving scene of the vehicle in the low-traction working condition of driving on the low-traction road surface is one of forward starting on the traction road surface, reverse starting on the traction road surface and split starting on the traction road surface, and the driving scene of the vehicle in the shaking working condition of driving on the shaking road surface is one of a deceleration strip, a continuous well cover and a damaged road surface, so that the vehicle can be prevented from getting trapped from the road surface when the dynamic torque unloading function of the vehicle is disabled, the phenomenon that the vehicle slides backwards due to insufficient driving torque caused by dynamic torque unloading activation is avoided, and the smoothness and stability of the vehicle driving are improved.

Alternatively, in one embodiment of the application, the wheel speed difference threshold is in the range of 13-15 km/h and the slip threshold is in the range of 13-15 km/h.

According to the technical means, the accuracy of the moment for starting or disabling the dynamic torque unloading function of the vehicle, which is determined based on the wheel speed difference threshold and the slip threshold, is ensured by setting the wheel speed difference threshold of 14kph and the slip threshold of 14kph, so that the smoothness of running of the vehicle is improved.

An embodiment of a second aspect of the present application provides a driving control strategy design method, including: acquiring running data corresponding to each road surface when a vehicle runs on a shaking road surface and a low-attachment road surface, and determining a preset threshold value of the vehicle according to the running data corresponding to each road surface; adding a disabling condition of a dynamic torque unloading function to the vehicle according to the preset threshold; the forbidden condition is that the vehicle is in a low-slip working condition or a shaking working condition; determining a control strategy of the vehicle according to the forbidden condition so that the vehicle runs according to the control strategy; wherein the control strategy includes turning on or off a dynamic torque unloading function of the vehicle.

According to the technical means, the embodiment of the application increases the disabling condition of the dynamic torque unloading function through the preset threshold value, so that the control strategy of the dynamic torque unloading function is disabled under the working condition of judging low auxiliary slipping, and the running stability of the vehicle according to the control strategy is improved.

Optionally, in one embodiment of the present application, the determining the control strategy of the vehicle according to the disabling condition specifically includes: based on the forbidden condition and the running condition of the vehicle, debugging and verifying the vehicle to obtain the design parameters of the vehicle; the driving working conditions comprise a shaking working condition of driving on the shaking pavement and a low-traction working condition of driving on the low-traction pavement; based on the design parameters, a control strategy for the vehicle is generated.

According to the technical means, the embodiment of the application realizes the debugging and verification of the whole vehicle and the rack software through the IPU controller software development and the dynamic torque wheel speed difference threshold condition embedding, and the combined calibration and matching of the whole vehicle and the VCU (whole vehicle controller)/IPU (integrated power unit)/IBCU (instrument panel control unit), so that the corresponding control strategy corresponding to the low-parasitic slip working condition and the shaking working condition can be ensured to improve the running stability of the vehicle.

Optionally, in one embodiment of the present application, the determining the control strategy of the vehicle according to the disabling condition further includes: obtaining the recheck data of the vehicle in the running process according to the control strategy; and if the running process of the vehicle meets the preset stable running requirement according to the recheck data, the control strategy meets the requirement.

According to the technical means, the electric vehicle running according to the corresponding control strategy under different working conditions can be ensured to stably run through the shaking pavement flutter calibration.

An embodiment of a third aspect of the present application provides a driving control system, where the driving control system includes: the threshold and state acquisition module is used for acquiring a preset threshold and state information of the vehicle; the working condition determining module is used for determining the running working condition of the vehicle according to the preset threshold value and the state information; wherein the driving conditions comprise the conditions that the vehicle is driven on a low-traction road surface or a shaking road surface; the strategy determining module is used for determining a control strategy of the vehicle according to the driving working condition; wherein the control strategy includes turning on or off a dynamic torque unloading function of the vehicle; and the running control module is used for controlling the vehicle to run according to the control strategy so as to enable the vehicle to run smoothly on the road surface.

Optionally, in one embodiment of the present application, the threshold and status acquisition module includes: a data testing unit and a data analyzing unit; the data testing unit is used for testing when the vehicle runs on the shaking road surface and the low-accessory road surface, and obtaining running data of the vehicle running on the shaking road surface and the low-accessory road surface in a preset time period; and the data analysis unit is used for obtaining a preset threshold value of the vehicle according to the driving data.

Optionally, in one embodiment of the present application, the state information includes a speed of the vehicle and a wheel speed of each wheel; the preset threshold value comprises a wheel speed difference threshold value and a slip difference threshold value; the working condition determining module comprises a slip wheel speed difference calculating unit, a low-slip working condition determining unit and a shaking working condition determining unit; the slip wheel speed difference calculation unit is used for obtaining the current slip and the current wheel speed difference of the vehicle according to the vehicle speed and the wheel speeds of all the wheels; the low-traction working condition determining unit is used for determining that the vehicle is in a low-traction working condition of running on the low-traction road surface if the current slip is larger than the slip threshold; and the shake working condition determining unit is used for determining that the vehicle is in a shake working condition of running on the shake road surface if the current wheel speed difference is smaller than the wheel speed difference threshold value.

Optionally, in one embodiment of the present application, the policy determination module includes: a dynamic torque unloading function disabling unit and a dynamic torque unloading function opening unit; the dynamic torque unloading function disabling unit is used for disabling the dynamic torque unloading function of the vehicle when the vehicle is in the low-slip working condition; and the dynamic torque unloading function starting unit is used for starting the dynamic torque unloading function of the vehicle when the vehicle is in the shaking working condition.

Optionally, in one embodiment of the present application, the dynamic torque unloading function starting unit includes: a torque reduction priority determining subunit and a traction torque reduction subunit; the torque reduction priority determining subunit is used for activating the traction control function of the vehicle when the vehicle is in a shaking working condition, and activating the dynamic torque unloading function of the vehicle if the vehicle does not meet the preset stable running requirement in running; and the traction force torque reducing subunit is used for activating the traction force control function of the vehicle when the vehicle is in a shaking working condition, and not activating the dynamic torque unloading function of the vehicle if the vehicle meets the preset stable running requirement in running.

An embodiment of a fourth aspect of the present application provides a driving control strategy design system, wherein the driving control strategy design system includes: the threshold value determining module is used for acquiring driving data corresponding to each road surface when the vehicle runs on the shaking road surface and the low-attachment road surface, and determining a preset threshold value of the vehicle according to the driving data corresponding to each road surface; a function disabling module for adding a disabling condition of a dynamic torque unloading function to the vehicle according to the preset threshold; the forbidden condition is that the vehicle is in a low-slip working condition or a shaking working condition; the strategy generation module is used for determining a control strategy of the vehicle according to the forbidden condition so as to enable the vehicle to run according to the control strategy; wherein the control strategy includes turning on or off a dynamic torque unloading function of the vehicle.

Optionally, in one embodiment of the present application, the policy generation module includes a parameter determination unit and a policy confirmation unit; the parameter determining unit is used for debugging and verifying the vehicle based on the forbidden condition and the running working condition of the vehicle to obtain the design parameters of the vehicle; the driving working conditions comprise a shaking working condition of driving on the shaking pavement and a low-traction working condition of driving on the low-traction pavement; and the strategy confirmation unit is used for generating a control strategy of the vehicle based on the design parameters.

Optionally, in one embodiment of the present application, the driving control strategy design system further includes: the rechecking module and the strategy verification module; the rechecking module is used for acquiring rechecking data of the vehicle in the running process according to the control strategy; and the strategy verification module is used for determining that the control strategy meets the requirements if the running process of the vehicle meets the preset stable running requirements according to the recheck data.

A fifth aspect of the present application provides a vehicle comprising: the driving control system comprises a memory, a processor and a driving control program which is stored in the memory and can run on the processor, wherein the driving control program realizes the steps of the driving control method according to the embodiment when being executed by the processor.

An embodiment of a sixth aspect of the present application provides a chip, the chip including: a memory, a processor, and a drive control strategy design program stored on the memory and executable on the processor, and when the driving control strategy design program is executed by the processor, the steps of the driving control strategy design method described in the embodiment are realized.

An embodiment of a seventh aspect of the present application provides a computer-readable storage medium storing a driving control program and/or a driving control strategy design program, which when executed by a processor, implements the steps of the driving control method described in the above embodiment, and when executed by a processor, implements the steps of the driving control strategy design method described in the above embodiment.

The application has the beneficial effects that:

(1) According to the embodiment of the application, the road conditions of the vehicle running on the low-accessory road surface and the shaking road surface are determined through the vehicle state information and the preset threshold value, so that the corresponding vehicle control strategy is determined, the vehicle can disable the dynamic torque unloading function of the vehicle according to the control strategy, the vehicle is ensured to have better escaping capability, and the running stability and smoothness of the vehicle are further improved.

(2) According to the embodiment of the application, the dynamic torque unloading function is disabled corresponding to the low-attached sliding working condition, so that the vehicle is guaranteed to have the capability of getting rid of the trapping on the low-attached ramp, the vehicle is prevented from sliding backwards, and the running stability of the vehicle is improved; the dynamic torque unloading function is started corresponding to the shaking working condition, so that the vehicle is guaranteed to run on shaking road surfaces such as a deceleration strip, torque is reduced, and the running stability of the vehicle is improved.

(3) According to the embodiment of the application, when the dynamic torque unloading function is started, the priority sequence of the traction control function and the dynamic torque unloading function is increased, so that the vehicle reduces the torque preferentially through the traction control function, and then the dynamic torque unloading function is correspondingly activated or not activated, so that the purpose of keeping the running of the vehicle stable is realized.

(4) According to the embodiment of the application, the running scene of the vehicle under the low-traction working condition of running on the low-traction road surface is one of forward starting on the traction road surface, reverse starting on the traction road surface and opposite starting on the traction road surface, and the running scene of the vehicle under the shaking working condition of running on the shaking road surface is one of a deceleration strip, a continuous well cover and a damaged road surface, so that the capability of getting rid of the vehicle from the road surface when the dynamic torque unloading function of the vehicle is disabled is ensured, the phenomenon that the vehicle slides backwards due to insufficient driving torque caused by the dynamic torque unloading activation of the vehicle is avoided, and the smoothness and the stability of the running of the vehicle are improved.

Additional aspects and advantages of the application will be set forth in part in the description which follows and, in part, will be obvious from the description, or may be learned by practice of the application.

Drawings

In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings used in the embodiments or the description of the prior art will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present application, and other drawings can be obtained according to these drawings without inventive effort for a person skilled in the art.

FIG. 1 is a schematic diagram of a prior art IPU dynamic torque off-load function control link;

FIG. 2 is a schematic diagram of a TCS function control link of a prior art IBCU;

FIG. 3 is a control link schematic of a vehicle in a preferred embodiment of the application;

FIG. 4 is a flow chart of a first preferred embodiment of the present application for implementing a vehicle control method;

FIG. 5 is a diagram illustrating a low grade D-gear start problem and CAN data distribution in an embodiment of the application;

Fig. 6 is a diagram showing a low-hillside R-gear start forward stroke problem and CAN data according to an embodiment of the present application;

FIG. 7 is a real vehicle deceleration strip wheel speed difference test and CAN data analysis in an embodiment of the application;

FIG. 8 is an illustration of the effect validation and CAN data analysis of an IPU optimization scheme embodiment in accordance with an embodiment of the application;

FIG. 9 is a schematic diagram of a vibration review of an optimized scheme parameter deceleration strip in an embodiment of the application;

FIG. 10 is a flow chart of a second embodiment of the present application of a driving control strategy design method;

FIG. 11 is a schematic diagram of a development flow of a driving control strategy design method according to a second embodiment of the present application;

FIG. 12 is a schematic view of a preferred embodiment of the present application;

FIG. 13 is a schematic diagram of a vehicle control strategy design system according to the preferred embodiment of the present application;

Fig. 14 is a schematic structural view of a preferred embodiment of the vehicle of the present application.

FIG. 15 is a schematic diagram of a chip according to a preferred embodiment of the present application.

The system comprises a 10-driving control system, an 11-threshold value and state acquisition module, a 12-working condition determination module, a 13-strategy determination module and a 14-driving control module; 20-a driving control strategy design system, 21-a threshold value determination module, 22-a function disabling module and 23-a strategy generation module; 301-memory, 302-processor and 303-communication interface; 401-memory, 402-processor and 403-communication interface.

Detailed Description

Embodiments of the present application are described in detail below, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to like or similar elements or elements having like or similar functions throughout. The embodiments described below by referring to the drawings are illustrative and intended to explain the present application and should not be construed as limiting the application.

In the related technical scheme, the whole vehicle with low auxiliary starting idles in situ, the starting time is long, and the driver lacks starting confidence; the D gear of the low attaching/butting ramp starts, the whole vehicle slides obviously, and the escaping capability is insufficient; the R gear of the low-attachment split/butt-joint ramp starts, the whole vehicle slides obviously, and the escaping capability is insufficient; after the TCS is activated, the stability and smoothness of the whole vehicle are poor. It will be appreciated that low adhesion means that the adhesion of the road surface is low, i.e. the friction between the road surface and the tyre is insufficient, such road conditions being common to ice and snow, slippery road surfaces or any surface that may cause tyre slip; the butting ramp refers to a road section with the road surface suddenly changing from one gradient to another gradient; the low-adhesion split finger performs direction change or turning operation on the road surface with low adhesion.

In the related art, as shown in fig. 1, the dynamic torque unloading function of the IPU (INTEGRATED POWER UNIT, integrated power unit of the electric automobile) is to complete torque intervention control by using a motor rotation signal, the signal does not identify the wheel dynamics, is integrated in an IPU controller at the wheel side, has no signal interaction with a VCU (whole vehicle controller) and an IBCU (instrument panel control unit) controller, has response time within about 30ms, and does not have the characteristic of road surface identification in the current state of the art. As shown in fig. 2, the TCS function (traction control function) of the IBCU (dashboard control unit) is to complete torque intervention control by using wheel speed signals of wheel dynamics, and the torque intervention signals are integrated in the IBCU controller, and the torque intervention signals need to be input to the IPU (electric vehicle integrated power unit) for identification and execution after being arbitrated by the VCU (whole vehicle controller), so as to perform wheel end slip identification and torque limitation control, and the response time is about 11ms.

Description is made of nouns involved in the present application:

IPU (Integrated Power Unit), namely an integrated power unit of an electric automobile, is a complex integrated with key components such as a motor, electronic control and the like, and is mainly responsible for converting electric energy into mechanical energy to drive the automobile to run; the wheel side IPU controller refers to a motor controller integrated on the wheel side of the electric automobile, namely an integrated power unit (INTEGRATED POWER UNIT) controller of the electric automobile, which directly controls the working state of the motor, including speed, direction, torque and the like, and participates in the energy recovery process; the whole vehicle controller VCU (Vehicle Control Unit) is a control center of the electric vehicle and is responsible for collecting operation signals of a driver, vehicle running information and feedback information of all subsystems, and sending control commands to all subsystems after processing, so that comprehensive management and control of the whole vehicle are realized; the instrument panel control unit IBCU is mainly responsible for the instrument display and part control functions of the electric automobile, such as the vehicle speed, the electric quantity display, the realization of TCS (traction control system) and other functions, and performs torque intervention control by collecting signals of wheel speed and the like so as to ensure driving safety.

The vehicle torque reduction of the electric vehicle is realized through a Vehicle Control Unit (VCU) and an Integrated Power Unit (IPU), when the torque needs to be reduced, for example, wheels are prevented from slipping under the condition of wet road surface or emergency risk avoidance, the VCU sends a torque reduction request to a Motor Controller (MCU), and the request is based on factors such as the running mode, the speed, the motor rotating speed and the opening degree of an accelerator pedal of the current vehicle, and the motor controller can effectively reduce the torque output by the motor by reducing the current input of the motor, so that the driving force of the wheels is reduced, and the vehicle is kept stable. Scenarios where this technique is applied include, but are not limited to: low-level road surfaces (such as ice and snow roads) at the time of starting, hill start to prevent backward slip, abrupt avoidance during high-speed running, stable running on low-friction-coefficient road surfaces, and the like. In these scenarios, timely and accurate torque reduction can significantly improve driving safety and comfort.

The relationship between an Integrated Power Unit (IPU) and a Motor Controller (MCU) of an electric vehicle is closely cooperative and interdependent, in which an IPU generally refers to a comprehensive unit integrated with an electric motor and associated power electronics, which is responsible for converting electrical energy into mechanical energy to drive the vehicle; the Motor Controller (MCU) is a brain for controlling the process, so that the motor can be ensured to run efficiently and safely according to the set parameters. The IPU is used as an executing mechanism, comprises a motor and a necessary transmission system component and directly participates in power output; the MCU provides precise control of the motor, including key operating parameters such as speed, acceleration and torque.

An integrated battery unit (IBCU) of an electric vehicle is a key component in the electric vehicle responsible for monitoring and managing a battery pack, closely related to IPU and VCU. The IBCU is mainly responsible for monitoring the state of the battery, including voltage, current, temperature, etc., and simultaneously managing the charge and discharge processes of the battery to optimize the performance of the battery and prolong the service life thereof, the IPU is responsible for converting electric energy into mechanical energy to drive the automobile, and the VCU is used as the "brain" of the whole system to coordinate the work of all subsystems, including the IBCU and the IPU; the IBCU provides the necessary status information through data exchange with the VCU and IPU.

The following describes a driving control method, a driving control strategy design method and a control system according to the embodiments of the present application with reference to the accompanying drawings. Aiming at the problems that in the related art, the torque unloading function can be started when the fluctuation amount of the electric drive rotating speed of the electric vehicle reaches a threshold, and the low-traction road surface and the shaking road surface cannot be identified, so that the running of the vehicle is influenced by the fact that the large torque is lost when the running wheels of the electric vehicle run on the low-traction road surface are in large sliding state. Therefore, the technical problem that in the prior art, when the fluctuation amount of the electric drive rotating speed of the electric vehicle reaches a threshold, the torque unloading function can be started, the low-traction road surface and the shaking road surface cannot be identified, and when the dynamic state of the running wheels of the electric vehicle with the low-traction road surface has large slip, the dynamic torque unloading function of the whole vehicle is started by mistake, and the running of the vehicle is influenced by losing large torque is solved.

The embodiment of the application performs vehicle control through a low-attachment-slip-off and landslide optimization control strategy of a new energy vehicle IPU (electric vehicle integrated power unit), and the system architecture of the embodiment of the application is shown in figure 3.

In the embodiment of the application, the dynamic torque unloading increase disabling logic of the IPU utilizes the dynamic difference characteristics of the deceleration strip and the low-traction road wheels, namely that the low-traction driving wheels start to have large slip, the wheel speed difference is more than or equal to 32kph, the speed difference database statistics of the deceleration strip and the real vehicle test, the dynamic slip quantity identification of the wheels is increased by the activation threshold of the dynamic torque unloading function of the IPU, namely that the signals of WHLSPDLREDATAVLD (low-traction wheel speed) and WHLSPDHREDATAVLD (high-traction wheel speed) are identified, the wheel speed difference threshold delta V of four wheels is set to be the working interval of the dynamic torque unloading function, when the slip is more than delta V, the dynamic torque unloading is disabled, in addition, the function priority definition logic is increased by VCU arbitration, when the TCS function of the chassis is activated, the main function of the chassis is more than the IPU function, namely that the TCS is preferentially responded to the torque reducing request after the TCS function of the chassis is activated.

First embodiment:

specifically, fig. 4 is a schematic flow chart of a driving control method according to an embodiment of the present application.

As shown in fig. 4, the driving control method includes the steps of:

In step S101, a preset threshold value and state information of the vehicle are acquired.

In one possible implementation, the state information includes a speed of the vehicle and a wheel speed of each wheel; the preset threshold value comprises a wheel speed difference threshold value and a slip difference threshold value; when the vehicle runs on the shaking road surface and the low-grade road surface, testing is carried out, and running data of the vehicle running on the shaking road surface and the low-grade road surface in a preset time period are obtained; and obtaining a preset threshold value of the vehicle according to the driving data.

Specifically, the problem of low-traction starting in-situ idling, towering and backward running is solved when the vehicle runs on a low-traction road surface (low-traction ice and snow road surface) and a shaking road surface:

As shown in FIG. 5, the status bits 1-ESPTCSACTVSTS, TCS, which characterize the operating state of the TCS function, set "1" indicates that the function is active and set "0" indicates that the function is inactive; 2-ESPLGTACCEL, longitudinal acceleration, positive value for acceleration, negative value for deceleration, can characterize vehicle cocking severity; 3-ESPREWHLDECTARTQ, representing the torque reduction request of the IBCU; 4-VcuReWhlActTq, representing the actual torque of the rear axle by the real wheel end torque of the rear axle; 5-VcuAccrPedlPosn, representing the opening degree of an accelerator pedal of a driver by the actual position of the accelerator pedal; 6-WHLSPDLREDATAVLD, low-side wheel speed, representing the low-side wheel speed and wheel speed difference; 7-WHLSPDHREDATAVLD, representing the high-side wheel speed and the actual vehicle speed; i: problem one of the whole vehicle: the D gear full throttle has severe in-situ shrugging, the vehicle is severely dithered, the deceleration fluctuates for 4 times, the deceleration is 2.47-0.39 m/s ², and the fluctuation amount is 1.9m/s ²; II: and the problem of the whole vehicle is as follows: d full throttle is started and idled in situ for 6s, and the wheel speed is 33kph, and the vehicle slides backwards. The driver has no climbing confidence, and the backward running of the vehicle does not meet the performance requirement (can not be backward running); III: and (3) reason analysis: IPU dynamic torque unloading does not have road surface recognition, the activation threshold is shared with the deceleration strip, the actual torque before TCS work is from 2628N.m to 727N.m, about 120N.m, and the torque is recovered for 3s after TCS work, so that the vehicle climbing torque is insufficient.

In the test vehicle low-grade D gear starting process, the opening of an accelerator pedal is VcuAccrPedlPosn, before a chassis ESPTCSACTVSTS is not set to be 1, namely before a chassis TCS function is not activated, IPU dynamic torque unloading is activated by mistake, the whole vehicle has abnormal large torque unloading action, the actual torque of a rear axle is changed from 262 N.m to 727N.m, and repeated misrecognition is carried out in the starting process, so that the driving torque of the whole vehicle is lost by about 120N.m, the whole vehicle almost completely loses the escaping capability, the wheel speed difference is continuously increased, the TCS triggering threshold of the chassis IBCU is reached, at the moment, after ESPTCSACTVSTS is set to be 1, the actual torque does not respond to a TCS torque intervention request, namely ESPREWHLDECTARTQ, the torque of a rear axle torque reducing wheel end represents the IBCU torque reducing request, but is slowly recovered from the newly established torque, and the whole vehicle driving wheel continuously idles for about 10 seconds at the wheel speed difference of about 33kph in the whole process, and the whole vehicle slides backwards. In addition, after the TCS of the chassis is activated, no functional priority is defined for the dynamic torque unloading control of the IPU, so that the torque response of the vehicle is disordered, the longitudinal deceleration (ESPLGTACCEL, longitudinal acceleration, positive value indicates acceleration, negative value indicates deceleration and can be used for indicating the severity of the shrugging of the vehicle) of the whole vehicle fluctuates for 4 times, the fluctuation amount of the deceleration 2.47-0.39 m/s2 is 1.9m/s2, and the whole vehicle is obviously shrugged and dithered.

Specifically, the problem of low-speed reverse vehicle front rushing is solved by aiming at the fact that the vehicle runs on a low-speed road surface and a shaking road surface:

as shown in FIG. 6, the status bits 1-ESPTCSACTVSTS, TCS, which characterize the operating state of the TCS function, set "1" indicates that the function is active and set "0" indicates that the function is inactive; 2-VcuReWhlActTq, representing the actual torque of the rear axle by the actual wheel end torque of the rear axle; 3-ESPREWHLDECTARTQ, representing the torque reduction request of the IBCU; 4-WHLSPDLEREDIR, a rear wheel direction signal representing the opening degree of an accelerator pedal of a driver, wherein a wave crest represents backward movement, and a wave trough represents forward movement; 5-VcuGearPosn, representing the actual gear state of the whole vehicle by using the actual gear signal of the whole vehicle, wherein D is a forward gear and R is a reverse gear; 6-WHLSPDLREDATAVLD, the low-side wheel speed, which represents the low-side wheel speed and the actual vehicle speed; 7-VcuAccrPedlPosn, representing the opening degree of an accelerator pedal of a driver; 8-WHLSPDHREDATAVLD, representing the high-side wheel speed and the actual vehicle speed; i: problem one of the whole vehicle: r, starting, namely activating dynamic torque by mistake, limiting the increase of driving torque, wherein the actual torque of a rear axle is 1900 Nm-110 Nm, and the driving torque is insufficient to support climbing and getting rid of poverty; II: and the problem of the whole vehicle is as follows: r gear starts, the low-attached driving wheel slips at a speed difference of 26kph, the whole vehicle is forward-rushed for 2s, and the backward slip of the vehicle does not meet the performance requirement (the backward slip cannot be realized).

In the R gear starting of the test vehicle ramp, the opening of an accelerator pedal is VcuAccrPedlPosn, the dynamic torque unloading function of the IPU is activated by mistake, the climbing driving torque is limited to increase, the actual torque of a rear axle is 1900 Nm-110 Nm, the driving torque is lost by 900N.m, and almost half of the driving torque is unloaded, so that the driving torque of the whole vehicle is insufficient, and the vehicle is further rushed forward.

According to the running data under the two test working conditions, the dynamic difference characteristics of the deceleration strip and the low-traction road wheels, namely, the large slip exists when the low-traction driving wheels start, the wheel speed difference is more than or equal to 32kph, the speed difference database statistics of the deceleration strip wheels and the real vehicle test are carried out, the dynamic slip bandwidth of the wheels is [10kph,14kph ], the dynamic torque unloading function activation threshold of the IPU is increased, namely, the dynamic slip quantity identification is carried out, namely, the signals of WHLSPDLREDATAVLD (low-traction side wheel speed) and WHLSPDHREDATAVLD (high-traction side wheel speed) are identified, the threshold DeltaV which is the speed difference of the four wheels is less than or equal to the dynamic torque unloading function working interval is set, and the dynamic torque unloading is disabled when the slip difference is more than DeltaV. Thereby determining preset thresholds (i.e., a wheel speed difference threshold and a slip threshold). It should be noted that slip bandwidth generally refers to a change in the degree of relative slip between a tire and a road surface over a range, and slip (slip ratio) is a ratio describing the proportion of slip components in the movement of a wheel.

That is, the embodiment of the application identifies the low-grade road surface and the shaking road surface by determining the preset threshold value corresponding to the vehicle so as to judge whether the dynamic torque unloading function needs to be activated or not based on the preset threshold value, so that the dynamic torque unloading function is disabled when the electric vehicle runs under the running working condition corresponding to the low-grade road surface, and the running smoothness of the vehicle is improved.

In one possible implementation manner, the driving scene of the low-traction working condition comprises any one of low-traction hill forward starting, low-traction hill reverse starting and low-traction opposite starting, and the driving scene of the shaking working condition comprises any one of a deceleration strip, a continuous well cover and a damaged road surface.

Specifically, the shake road surface includes typical road surfaces such as deceleration strips, continuous well covers, broken road surfaces and the like, and the common characteristics of the road surfaces are that vibration and jolt are brought to the running of vehicles, and the driving experience and the vehicle performance are influenced. Further: the deceleration strip is a road safety facility, and aims to improve traffic safety by decelerating a vehicle, and when the vehicle passes through the deceleration strip, obvious jolt can be generated, so that a driver is forced to reduce the speed of the vehicle; the continuous well covers are densely distributed on the road surface, and as the height difference or different materials exist between the well covers and the surrounding road surface, continuous jolt can be generated when a vehicle passes; broken pavement may be formed for a variety of reasons including subgrade damage, material aging, construction quality problems, or long-term effects of heavy traffic, and cracks, potholes, and loose bodies in the pavement are typical breakage manifestations, which make the pavement no longer flat, causing vibrations and shocks to vehicle travel.

It should be noted that when the vehicle is traveling on a low level road (such as a level snowfield, a sandy road, or an icy road) and needs to get rid of the vehicle, the torque unloading function of the IPU power unit is activated to facilitate the removal of the vehicle, and when the vehicle is traveling on such a road, the wheels easily slip, resulting in the vehicle losing traction and handling. Principle of operation of torque unloading function: the torque off-load function of the IPU is capable of monitoring the slip rate of the wheels in real time and adjusting the power output as required, and when the system detects that the wheels start to slip, it automatically reduces the torque transferred to the wheels, thereby reducing slip and restoring the stability and traction of the vehicle.

When the existing torque unloading function is applied to a road surface with low adhesion, namely under the condition of needing to get rid of the trapped condition, the torque unloading function is activated to prevent the wheels from skidding excessively, reduce the torque transmitted to the wheels, help the vehicle maintain enough grip, and enable the vehicle to start steadily or continue to run instead of being trapped in place to skid.

However, when the vehicle is started in the low-grade forward direction, the low-grade reverse direction and the low-grade side-by-side direction, the existing torque unloading function is activated to reduce the torque transmitted to the wheels, so that the driving torque of the vehicle is insufficient for climbing forward (low-grade forward direction), climbing backward (low-grade reverse direction) and climbing turning (low-grade side-by-side direction).

That is, according to the embodiment of the application, the running scene of the vehicle under the low-traction running condition on the low-traction road surface is one of the forward running on the traction road surface, the reverse running on the traction road surface and the split running on the low traction road surface, and the running scene of the vehicle under the shaking running condition on the shaking road surface is one of the deceleration strip, the continuous well cover and the damaged road surface, so that the capability of getting rid of the vehicle from the road surface when the dynamic torque unloading function of the vehicle is disabled is ensured, the backward running phenomenon of the vehicle caused by insufficient driving torque due to the activation of the dynamic torque unloading is avoided, and the running smoothness and the running stability of the vehicle are improved.

In one possible implementation, the wheel speed difference threshold ranges from 13-15 km/h and the slip threshold ranges from 13-15 km/h.

Specifically, the wheel speed difference threshold is 14 km/h, and the slip threshold is 14 km/h. By utilizing dynamic difference characteristics of a deceleration strip and a low-traction road wheel, namely that the low-traction driving wheel is started to have large slip, the wheel speed difference is more than or equal to 32kph, the speed difference of the deceleration belt wheel is counted by a speed difference database, and a real vehicle is tested, the dynamic slip bandwidth of the wheel is [11kph,14kph ], the dynamic slip quantity of the wheel is increased by an IPU dynamic torque unloading function activation threshold, the wheel speed difference of four wheels is less than or equal to 14kph (can also be 15 kph), the dynamic torque unloading function working interval is adopted, and when the slip is more than 14kph (can also be 15 kph), the dynamic torque unloading is forbidden.

That is, the embodiment of the application ensures the accuracy of the moment for starting or disabling the dynamic torque unloading function of the vehicle based on the wheel speed difference threshold and the slip threshold by setting the wheel speed difference threshold to 14kph and the slip threshold to 14kph, thereby improving the smoothness of the running of the vehicle.

In step S102, determining a driving condition of the vehicle according to the preset threshold and the state information; the driving working conditions comprise the working condition that the vehicle drives on a low-traction road surface or a shaking road surface.

In one possible implementation manner, in the process of determining the running condition of the vehicle, obtaining the current slip and the current wheel speed difference of the vehicle according to the vehicle speed and the wheel speeds of all the wheels; if the current slip is larger than the slip threshold value, determining that the vehicle is in a low-traction working condition of running on the low-traction road surface; and if the current wheel speed difference is smaller than the wheel speed difference threshold value, determining that the vehicle is in a shaking working condition of running on the shaking road surface.

Specifically, the calculation of the four-wheel speed difference is achieved by comparing the speed differences of the four wheels, and the wheel speed difference between any two wheels can be obtained by simple subtraction assuming that the speeds of the four wheels are v1, v2, v3, v4, respectively. For example, the wheel speed difference between the front left wheel and the front right wheel is v1-v2, the wheel speed difference between the rear left wheel and the rear right wheel is v3-v4, the current wheel speed difference of the vehicle is obtained through analysis of the data, and the current slip of the vehicle is obtained through calculation according to the vehicle speed and the wheel speed, so that whether the vehicle slips or other abnormal running conditions occur in the running process can be judged.

It will be appreciated that wheel speed differences refer to differences in speed between the wheels of a vehicle, which may occur when steering or driving on different traction surfaces, and that the dynamic torque unloading function of the vehicle will normally operate when the difference is kept within a certain range (e.g. 14 kph); slip (i.e., slip ratio), which is the difference between the wheel speed and the vehicle speed, is described as the degree of slip of the tire relative to the road surface, and is typically expressed in percent. The calculation formula is S= [ (vehicle speed-wheel speed)/vehicle speed ] ×11%, wherein the vehicle speed refers to the actual speed of the vehicle, the wheel speed refers to the rotation speed of the wheels, and if the vehicle speed and the wheel speed are completely equal, namely, the pure rolling state, the slip is 0; if the wheels have hysteresis, i.e. a partial slip, with respect to the vehicle speed, the slip is between 0 and 11%; if the wheel is completely locked, i.e. in a pure slip state, the slip is 11%. This ratio effectively expresses the proportion of slip components between the tyre and the ground, which means that the amount of slip between the tyre and the road surface is outside the normal range, which usually occurs on low adhesion road surfaces, such as snow or ice, in which case the stability and handling of the vehicle is maintained by disabling the dynamic torque unloading function to avoid excessive slip and possible vehicle runaway.

Further, if the current slip is larger than the slip threshold value, judging that the vehicle is in a low-attached slip working condition of running on a low-attached road surface; and if the current wheel speed difference is smaller than or equal to the wheel speed difference threshold value, judging that the vehicle is in a shaking working condition of running on a shaking road surface. Therefore, different vehicle control strategies are correspondingly used based on the low-traction working condition and the shaking road condition, and the running stability of the vehicle is ensured.

According to the embodiment of the application, the wheel speed difference and the slip quantity of the whole vehicle on a shaking road surface (such as a deceleration strip) are identified, so that whether a dynamic torque unloading function is required to be activated is judged according to the wheel speed difference and the slip quantity, and when the vehicle passes through a continuous deceleration strip, if the current wheel speed difference is detected to be below the threshold value of the wheel speed difference, a control strategy for carrying out dynamic torque unloading by an IPU is identified; and if the current slip is greater than the slip threshold, correspondingly disabling the control strategy of the dynamic torque unloading function, thereby improving the smoothness and the comfort of the running of the vehicle.

That is, according to the embodiment of the application, problems such as in-situ idling, backward running, lack of climbing confidence of a driver and the like can be encountered when the vehicle starts on a full throttle on an ice and snow ramp with low adhesive force through aiming at the low-adhesive-force sliding working condition corresponding to the low-adhesive-force road surface, and the dynamic torque unloading function of the IPU is adjusted to enable the function to be activated or disabled under a specific wheel speed difference, so that the smoothness and comfort of vehicle starting can be improved, the fluctuation of deceleration can be reduced, the escaping capability can be improved, and the backward running phenomenon can be eliminated.

In step S103, determining a control strategy of the vehicle according to the driving condition; wherein the control strategy includes turning on or off a dynamic torque unloading function of the vehicle.

Specifically, aiming at the problem control factor of low-altitude in-situ idling and backward running of the vehicle, smooth running of the vehicle is realized through the coordination of the IPU, the IBCU and the VCU. IPU: by utilizing the dynamic large slip characteristic of the low-wheel, the dynamic torque unloading function threshold increases the wheel speed difference condition, sets the trigger threshold and the forbidden threshold according to the actually measured wheel speed difference delta V of the whole vehicle of the deceleration strip, and determines according to specific project calibration, the database statistics and the transverse calibration, namely the low-wheel speed difference is more than or equal to 32kph, and the dynamic slip bandwidth of the deceleration strip wheel is [10kph,15kph ]. IBCU: the TCS sends ESPREWHLINCTARTQ/ESPREWHLDECTARTQ torque increasing and reducing requests according to the wheel dynamic triggering function, controls the smoothness and stability of the vehicle ESPLGTACCEL, ESPLGTACCEL and receives the target: the escape time is less than or equal to 8S from 0 to 10kph, the deceleration fluctuation is less than or equal to 3 times, and the fluctuation amount is less than or equal to 0.2m/S. VCU: and (3) arbitrating the torque of the whole vehicle, wherein the priority definition chassis TCS is greater than IPU dynamic torque unloading.

In one possible implementation, during determining a control strategy, when the vehicle is in the low slip condition, disabling a dynamic torque unloading function of the vehicle; and when the vehicle is in a shaking working condition, starting a dynamic torque unloading function of the vehicle.

Specifically, by utilizing dynamic difference characteristics of a deceleration strip and a low-accessory road wheel, namely that large slip exists when the low-accessory driving wheel starts, the wheel speed difference is more than or equal to 32kph, the speed difference database statistics of the deceleration strip wheel and the real vehicle test, the dynamic slip bandwidth of the wheel is [11kph,14kph ], the dynamic slip quantity identification of the wheel is increased by the activation threshold of the IPU dynamic torque unloading function, the wheel speed difference of four wheels is less than or equal to 15kph, the working interval of the dynamic torque unloading function is defined when the slip is more than 14kph, the priority is defined as the chassis main function is more than IPU function, namely that the TCS torque reducing request is responded preferentially after the TCS function of the chassis is activated.

That is, the embodiment of the application can ensure that the vehicle has the capability of getting rid of the trapping on the low-attached ramp by disabling the dynamic torque unloading function corresponding to the low-attached slip working condition, prevent the vehicle from running backwards and improve the running stability of the vehicle; the dynamic torque unloading function is started corresponding to the shaking working condition, so that the vehicle is guaranteed to run on shaking road surfaces such as a deceleration strip, torque is reduced, and the running stability of the vehicle is improved.

In one possible implementation manner, under the condition that a dynamic torque unloading function is started, when the vehicle is in a shaking working condition, activating a traction control function of the vehicle, and if a preset stable running requirement is not met in running of the vehicle, activating the dynamic torque unloading function of the vehicle; when the vehicle is in the shaking working condition, activating the traction control function of the vehicle, and if the vehicle meets the preset stable running requirement in running, not activating the dynamic torque unloading function of the vehicle.

Specifically, the VCU arbitrates the add-on function priority definition logic, and when the chassis TCS function is activated, the priority is defined as chassis master function (traction control function) > IPU function (dynamic torque off-load function), i.e. the chassis TCS function is activated to respond to the TCS torque down request preferentially.

That is, in the embodiment of the application, when the dynamic torque unloading function is started, the priority sequence of the traction control function and the dynamic torque unloading function is increased, so that the vehicle reduces the torque preferentially through the traction control function, and then the dynamic torque unloading function is correspondingly activated or not activated, thereby realizing the purpose of keeping the running of the vehicle stable.

In step S104, the vehicle is controlled to travel according to the control strategy so that the vehicle travels smoothly on the road surface.

Specifically, after the corresponding control strategy of the vehicle is determined, the vehicle runs according to the corresponding control strategy, so that smooth running of the vehicle is ensured. Further, if the vehicle working condition is that the low-attached ramp in the low-attached slip working condition is to start, the vehicle disables the vehicle dynamic torque unloading function according to the control strategy, so that the vehicle is ensured to output torque which can climb and get off the slope, and the running stability and smoothness of the vehicle are ensured.

The whole implementation process is further described in terms of the steps of executing the driving control method of the present application, as shown in fig. 7 and 8:

S1, identifying the wheel speed difference slippage of a speed reducing belt of the whole vehicle; referring to FIG. 7, a 1-TCS status bit characterizes the operational state of the TCS function, a set "1" indicates that the function is active, and a set "0" indicates that the function is inactive; 2-WHLSPDLREDATAVLD, the wheel speed represents the speed of the low-side wheel and the wheel speed difference; 3-VcuAccrPedlPosn, representing the opening degree of an accelerator pedal of a driver according to the actual position of the accelerator pedal; 4-a continuous deceleration strip. Wheel speed difference threshold determination in this embodiment: the real vehicle accelerates through a speed reducing zone under the worst working condition of the continuous speed reducing zone, the speed difference of four wheels is 10kph and 15kph, and the speed difference of the wheel of the scene which needs to work for IPU dynamic torque unloading is identified to be less than or equal to 15kph.

The actual vehicle slides/brakes/accelerates and passes the worst continuous deceleration strip working condition, four wheel speed difference [11kph,14kph ], the wheel speed difference of the scene that needs work of IPU dynamic torque unloading is identified to be less than or equal to 14kph (kilometer per hour), thus the slip threshold DeltaV is 14kph, IPU software adds dynamic torque unloading function disabling logic, namely after DeltaV is more than or equal to 14kph, the dynamic torque unloading function is disabled.

Step S2, verifying the optimization effect of the optimization scheme in winter; referring to FIG. 8, a 1-TCS status bit characterizes the operational state of the TCS function, a set "1" indicates that the function is active, and a set "0" indicates that the function is inactive; 2-ESPLGTACCEL, longitudinal acceleration, positive value for acceleration, negative value for deceleration, can characterize vehicle cocking severity; 3-ESPREWHLDECTARTQ, representing the torque reduction request of the IBCU; 4-VcuReWhlActTq, representing the actual torque of the rear axle by the real wheel end torque of the rear axle; 5-VcuAccrPedlPosn, representing the opening degree of an accelerator pedal of a driver by the actual position of the accelerator pedal; 6-WHLSPDLREDATAVLD, low-side wheel speed, representing the low-side wheel speed and wheel speed difference; 7-WHLSPDHREDATAVLD, high-side wheel speed and vehicle speed, and represents the high-side wheel speed and the actual vehicle speed.

The method has the advantages that the D-gear starting of the full accelerator on the road surface with the ice and snow ramp is optimized, the whole electric vehicle idles in situ for 10 seconds, the speed difference of the low ice and snow ramp is 36kph, the whole electric vehicle is difficult to get rid of difficulty, the vehicle speed is slowly built after 6 seconds, obvious backward slip is caused in the middle, the driver lacks climbing confidence feeling and has fear psychology, meanwhile, the vehicle is accompanied with bad looseness and shake, the fluctuation of deceleration is about 0.2g, the starting smoothness and comfortableness are poor, and great complaints are caused.

After optimization, utilizing dynamic difference characteristics of a deceleration strip and a low-traction road wheel, namely that the low-traction driving wheel is started to have large slip, the wheel speed difference is more than or equal to 32kph, counting a deceleration pulley speed difference database and testing a real vehicle, wherein the dynamic slip bandwidth of the wheel is [11kph,14kph ], the dynamic slip quantity identification of the wheel is increased by an IPU dynamic torque unloading function activation threshold, the wheel speed difference of four wheels is less than or equal to 15kph and is a dynamic torque unloading function working interval, when the slip is more than 14kph, the dynamic torque unloading is disabled, the priority is defined as that the chassis main function is more than the IPU function, namely that the chassis TCS function is activated, the TCS torque reducing request is responded preferentially.

The whole car has the effects that: the low accessory ramp WOT+D keeps off, the accelerator pedal opening is 11%, before the chassis ESPTCSACTVSTS is not set to be 1, and before the chassis TCS function is not activated, the IPU has almost no unloading action, the actual torque responds to the accelerator map request, the actual torque responds to the chassis after ESPTCSACTVSTS is set to be 1, the wheel speed difference is 43kph, the actual torque responds to the ESPREWHLDECTARTQ rear axle torque reducing wheel end torque of the TCS after the chassis TCS is activated, and no backward slip exists. In addition, the full throttle starting has almost no deceleration fluctuation, and the fluctuation amount is 0.08m/S2. Objective performance index after optimization: d gear full throttle starts to idle for 0.8s in situ, and is lifted by 87%; almost no deceleration fluctuation exists, the fluctuation amount is 0.08m/S2, and the speed is improved by more than 95 percent; wheel speed difference 43kph, 23% deterioration; the escape time of 0-10 kph is 4s, and the escape time is improved by 95 percent; no backward slip. Overall, the driver has strong climbing confidence and the performance meets the requirements.

Step S3, the working condition of the high-speed-reducing belt is rechecked, see the state bit of fig. 9, 1-ESPTCSACTVSTS, TCS, representing the working state of the TCS function, setting '1' to activate the function, and setting '0' to deactivate the function; 2-ESPLGTACCEL, longitudinal acceleration, positive value for acceleration, negative value for deceleration, can characterize vehicle cocking severity; 3-ESPLATACCEL, transverse acceleration, an objective parameter representing vehicle stability; 4-VcuReWhlActTq, representing the actual torque of the rear axle by the real wheel end torque of the rear axle; 5-VcuReWhlReTq, the rear axle wheel end demand torque, representing the rear axle torque demand; 6-WHLSPDLREDATAVLD, the wheel speed represents the speed of the low-side wheel and the wheel speed difference; 7-VcuAccrPedlPosn, representing the opening degree of an accelerator pedal of a driver; 8-a continuous deceleration strip. Deceleration strip residual vibration performance target: the deceleration fluctuation is less than or equal to 3 times, the deceleration fluctuation amount is less than or equal to 0.2m/S, and no obvious yaw exists. Continuous deceleration strip residual vibration effect: the dynamic torque unloading function is normal, the acceleration is 2.84-2.74 m/S2, the fluctuation amount is 0.1m/S2, the continuous wave peak is twice, the yaw is almost absent, the acceptance is realized, and the optimization parameters are effective.

Based on the final software/hardware state of the industrial truck, the parameters of the specific implementation mode of the invention are rechecked, the dynamic torque unloading function is normal, the acceleration and deceleration speed of the acceleration and deceleration strip is 2.84-2.74 m/S2, the fluctuation amount is 0.1m/S2, two continuous wave peaks are almost free from yaw, the method is acceptable, and the optimized parameters are effective.

Second embodiment:

Specifically, fig. 10 is a schematic flow chart of a driving control strategy design method according to an embodiment of the present application.

As shown in fig. 10, the driving control strategy design method includes the following steps:

in step S201, driving data corresponding to each road surface when the vehicle is driving on the shake road surface and the low-accessory road surface is acquired, and a preset threshold value of the vehicle is determined according to the driving data corresponding to each road surface.

Specifically, the running data includes a traction control state of the vehicle, an accelerator pedal position, a low-side wheel speed and/or a high-side wheel speed of the vehicle, acceleration data, wheel end torque data, a low-side wheel speed, a high-side wheel speed.

In step S202, adding a disable condition of a dynamic torque unloading function to the vehicle according to the preset threshold; the forbidden condition is that the vehicle is in a low-slip working condition or a shaking working condition.

Specifically, the preset threshold includes a wheel speed difference threshold and a slip threshold, the disabling condition of the dynamic torque unloading function is increased based on the wheel speed difference threshold and the slip threshold, if the vehicle runs in a low-slip working condition (i.e. the vehicle has large slip), the dynamic torque unloading function is disabled, and if the vehicle runs in a shaking road condition, the dynamic torque unloading function is started.

In step S203, a control strategy of the vehicle is determined according to the disabling condition, so that the vehicle runs according to the control strategy; wherein the control strategy includes turning on or off a dynamic torque unloading function of the vehicle.

In one possible implementation manner, in the process of determining a control strategy, based on the forbidden condition and the running condition of the vehicle, debugging and verifying the vehicle to obtain design parameters of the vehicle; the driving working conditions comprise a shaking working condition of driving on the shaking pavement and a low-traction working condition of driving on the low-traction pavement; based on the design parameters, a control strategy for the vehicle is generated.

That is, the embodiment of the application ensures that the corresponding control strategies corresponding to the low-slip working condition and the shaking working condition can improve the running stability of the vehicle through the IPU controller software development and the dynamic torque wheel speed difference threshold condition embedding, the whole vehicle and the rack software debugging verification, and the whole vehicle and the VCU/IPU/IBCU are jointly calibrated and matched.

In one possible implementation, step S203 further includes: obtaining the recheck data of the vehicle in the running process according to the control strategy; and if the running process of the vehicle meets the preset stable running requirement according to the recheck data, the control strategy meets the requirement.

That is, the embodiment of the application ensures that the electric vehicle running according to the corresponding control strategy can stably run under different working conditions through the vibration calibration of the shaking pavement.

The whole implementation process is further described according to the steps of executing the driving control strategy design method of the present application, as shown in fig. 11:

Step K1, low-attachment TCS starting performance subjective/objective test;

Step K2, scene recognition: low auxiliary starting escaping capability, starting smoothness and stability control strategy analysis, clear cause of the problem points and confirm whether the VCU, IPU, IBCU software and hardware state is the latest design state;

Step K3, whether the TCS torque increasing/decreasing request of the IBCU meets the design specification or not and whether an optimization space exists or not is tried; if the target is accepted: the escape time is 0-10 kph and is less than or equal to 8S, the fluctuation of deceleration is less than or equal to 3 times, the fluctuation amount is less than or equal to 0.2m/S, and K4 is executed;

Step K4, updating the IPU controller software: according to the project low-attaching TCS working condition, the actual vehicle starts;

Step K5, determining DeltaV through a wheel speed difference test of a continuous deceleration strip of the real vehicle;

step K6, IPU controller software development, dynamic torque wheel speed difference threshold condition embedding, and whole vehicle and bench software debugging verification;

and step K7, the working condition of the whole vehicle is divided into TCS working conditions, namely the whole vehicle and the VCU/IPU/IBCU are jointly calibrated and matched.

Next, a driving control system according to an embodiment of the present application will be described with reference to the accompanying drawings.

Fig. 12 is a block schematic diagram of a drive control system according to an embodiment of the present application.

As shown in fig. 12, the drive control system 10 includes: the system comprises a threshold and state acquisition module 11, a working condition determination module 12, a strategy determination module 13 and a driving control module 14.

Specifically, the threshold and state acquiring module 11 is configured to acquire preset threshold and state information of the vehicle; the working condition determining module 12 is configured to determine a driving working condition of the vehicle according to the preset threshold value and the state information; wherein the driving conditions comprise the conditions that the vehicle is driven on a low-traction road surface or a shaking road surface; a strategy determining module 13, configured to determine a control strategy of the vehicle according to the driving condition; wherein the control strategy includes turning on or off a dynamic torque unloading function of the vehicle; and the driving control module 14 is used for controlling the vehicle to drive according to the control strategy so as to enable the vehicle to smoothly drive on a road surface.

Optionally, in one embodiment of the present application, the threshold and status acquisition module 11 includes: a data testing unit and a data analyzing unit; the data testing unit is used for testing when the vehicle runs on the shaking road surface and the low-accessory road surface, and obtaining running data of the vehicle running on the shaking road surface and the low-accessory road surface in a preset time period; and the data analysis unit is used for obtaining a preset threshold value of the vehicle according to the driving data.

Optionally, in one embodiment of the present application, the state information includes a speed of the vehicle and a wheel speed of each wheel; the preset threshold value comprises a wheel speed difference threshold value and a slip difference threshold value; the working condition determining module 12 comprises a slip wheel speed difference calculating unit, a low-slip working condition determining unit and a shaking working condition determining unit; the slip wheel speed difference calculation unit is used for obtaining the current slip and the current wheel speed difference of the vehicle according to the vehicle speed and the wheel speeds of all the wheels; the low-traction working condition determining unit is used for determining that the vehicle is in a low-traction working condition of running on the low-traction road surface if the current slip is larger than the slip threshold; and the shake working condition determining unit is used for determining that the vehicle is in a shake working condition of running on the shake road surface if the current wheel speed difference is smaller than the wheel speed difference threshold value.

Optionally, in one embodiment of the present application, the policy determination module 13 includes: a dynamic torque unloading function disabling unit and a dynamic torque unloading function opening unit; the dynamic torque unloading function disabling unit is used for disabling the dynamic torque unloading function of the vehicle when the vehicle is in the low-slip working condition; and the dynamic torque unloading function starting unit is used for starting the dynamic torque unloading function of the vehicle when the vehicle is in the shaking working condition.

According to the driving control system provided by the embodiment of the application, the road conditions of the vehicle driving on the low-accessory road surface and the shaking road surface are determined through the vehicle state information and the preset threshold value, so that the corresponding vehicle control strategy is determined, the vehicle can disable the dynamic torque unloading function of the vehicle according to the control strategy, the vehicle is ensured to have better escaping capability, and the driving stability and smoothness of the vehicle are further improved. Therefore, the technical problem that in the prior art, when the fluctuation amount of the electric drive rotating speed of the electric vehicle reaches a threshold, the torque unloading function can be started, the low-traction road surface and the shaking road surface cannot be identified, and when the dynamic state of the running wheels of the electric vehicle with the low-traction road surface has large slip, the dynamic torque unloading function of the whole vehicle is started by mistake, and the running of the vehicle is influenced by losing large torque is solved.

Next, a driving control strategy design system according to an embodiment of the present application will be described with reference to the accompanying drawings.

Fig. 13 is a block diagram of a driving control strategy design system according to an embodiment of the present application.

As shown in fig. 13, the driving control strategy design system 20 includes: a threshold determination module 21, a function disabling module 22 and a policy generation module 23.

Specifically, the threshold determining module 21 is configured to obtain driving data corresponding to each road surface when the vehicle runs on the shake road surface and the low-accessory road surface, and determine a preset threshold of the vehicle according to the driving data corresponding to each road surface; a function disabling module 22 for adding a disable condition of a dynamic torque unloading function to the vehicle according to the preset threshold; the forbidden condition is that the vehicle is in a low-slip working condition or a shaking working condition; a policy generation module 23, configured to determine a control policy of the vehicle according to the disabling condition, so that the vehicle runs according to the control policy; wherein the control strategy includes turning on or off a dynamic torque unloading function of the vehicle.

Alternatively, in one embodiment of the present application, the policy generation module 23 includes a parameter determination unit and a policy confirmation unit; the parameter determining unit is used for debugging and verifying the vehicle based on the forbidden condition and the running working condition of the vehicle to obtain the design parameters of the vehicle; the driving working conditions comprise a shaking working condition of driving on the shaking pavement and a low-traction working condition of driving on the low-traction pavement; and the strategy confirmation unit is used for generating a control strategy of the vehicle based on the design parameters.

According to the driving control strategy design system provided by the embodiment of the application, the disabling condition of the dynamic torque unloading function is increased through the preset threshold value, so that the control strategy of the dynamic torque unloading function is disabled under the condition of judging low auxiliary slip, and the driving stability of the vehicle according to the control strategy is improved. Therefore, the technical problem that in the prior art, when the fluctuation amount of the electric drive rotating speed of the electric vehicle reaches a threshold, the torque unloading function can be started, the low-traction road surface and the shaking road surface cannot be identified, and when the dynamic state of the running wheels of the electric vehicle with the low-traction road surface has large slip, the dynamic torque unloading function of the whole vehicle is started by mistake, and the running of the vehicle is influenced by losing large torque is solved.

Fig. 14 is a schematic structural diagram of a vehicle according to an embodiment of the present application. The vehicle may include: memory 301, processor 302, and a computer program stored on memory 301 and executable on processor 302. The processor 302 implements the driving control method provided in the above embodiment when executing the program.

Further, the vehicle further includes: a communication interface 303 for communication between the memory 301 and the processor 302; a memory 301 for storing a computer program executable on the processor 302; the memory 301 may comprise a high-speed RAM memory or may further comprise a non-volatile memory (non-volatile memory), such as at least one disk memory.

If the memory 301, the processor 302, and the communication interface 303 are implemented independently, the communication interface 303, the memory 301, and the processor 302 may be connected to each other through a bus and perform communication with each other. The bus may be an industry standard architecture (Industry Standard Architecture, abbreviated ISA) bus, a Peripheral Component Interconnect (PCI) bus, an extended industry standard architecture (Extended Industry StandardArchitecture, abbreviated EIS) bus, or the like. The buses may be divided into address buses, data buses, control buses, etc. For ease of illustration, only one thick line is shown in fig. 5, but not only one bus or one type of bus.

Alternatively, in a specific implementation, if the memory 301, the processor 302, and the communication interface 303 are integrated on a chip, the memory 301, the processor 302, and the communication interface 303 may communicate with each other through internal interfaces. Processor 302 may be a central processing unit (Central Processing Unit, abbreviated as CPU), or an Application SPECIFIC INTEGRATED Circuit, abbreviated as ASIC, or one or more integrated circuits configured to implement embodiments of the present application.

Fig. 15 is a schematic structural diagram of a chip according to an embodiment of the present application. The chip may include: memory 401, processor 402, and a computer program stored on memory 401 and executable on processor 402. The processor 402 implements the driving control method provided in the above embodiment when executing the program.

Further, the chip further includes: a communication interface 403 for communication between the memory 401 and the processor 402; a memory 401 for storing a computer program executable on the processor 402; memory 401 may comprise high-speed RAM memory or may also include non-volatile memory (non-volatile memory), such as at least one disk memory.

If the memory 401, the processor 402, and the communication interface 403 are implemented independently, the communication interface 403, the memory 401, and the processor 402 may be connected to each other by a bus and perform communication with each other. The bus may be an industry standard architecture (Industry Standard Architecture, abbreviated ISA) bus, a Peripheral Component Interconnect (PCI) bus, an extended industry standard architecture (Extended Industry StandardArchitecture, abbreviated EIS) bus, or the like. The buses may be divided into address buses, data buses, control buses, etc. For ease of illustration, only one thick line is shown in fig. 5, but not only one bus or one type of bus.

Alternatively, in a specific implementation, if the memory 401, the processor 402, and the communication interface 403 are integrated on a chip, the memory 401, the processor 402, and the communication interface 403 may complete communication with each other through internal interfaces. Processor 402 may be a central processing unit (Central Processing Unit, abbreviated as CPU), or an Application SPECIFIC INTEGRATED Circuit (ASIC), or one or more integrated circuits configured to implement embodiments of the application.

The present embodiment also provides a computer-readable storage medium having stored thereon a computer program which, when executed by a processor, implements the driving control method as above.

In the description of the present specification, a description referring to terms "one embodiment," "some embodiments," "examples," "specific examples," or "some examples," etc., means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the present application. In this specification, schematic representations of the above terms are not necessarily directed to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or N embodiments or examples. Furthermore, the different embodiments or examples described in this specification and the features of the different embodiments or examples may be combined and combined by those skilled in the art without contradiction.

Furthermore, the terms "first," "second," and the like, are used for descriptive purposes only and are not to be construed as indicating or implying a relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defining "a first" or "a second" may explicitly or implicitly include at least one such feature. In the description of the present application, "N" means at least two, for example, two, three, etc., unless specifically defined otherwise. Any process or method descriptions in flow charts or otherwise described herein may be understood as representing modules, segments, or portions of code which include one or more executable instructions for implementing specific logical functions or steps of the process, and additional implementations are included within the scope of the preferred embodiment of the present application in which functions may be executed out of order from that shown or discussed, including substantially concurrently or in reverse order from that shown or discussed, depending on the functionality involved, as would be understood by those reasonably skilled in the art of the embodiments of the present application.

Logic and/or steps represented in the flowcharts or otherwise described herein, e.g., a ordered listing of executable instructions for implementing logical functions, can be embodied in any computer-readable storage medium for use by or in connection with an instruction execution system, apparatus, or device, such as a computer-based system, processor-containing system, or other system that can fetch the instructions from the instruction execution system, apparatus, or device and execute the instructions. For the purposes of this description, a "computer-readable storage medium" can be any means that can contain, store, communicate, propagate, or transport the program for use by or in connection with the instruction execution system, apparatus, or device. More specific examples (a non-exhaustive list) of the computer-readable storage medium would include the following: an electrical connection (electronic device) having one or N wires, a portable computer cartridge (magnetic device), a Random Access Memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber device, and a portable compact disc read-only memory (CDROM). In addition, the computer-readable storage medium may even be paper or other suitable medium upon which the program is printed, as the program may be electronically captured, via optical scanning of the paper or other medium, then compiled, interpreted, or otherwise processed in a suitable manner if necessary, and then stored in a computer memory.

It is to be understood that portions of the present application may be implemented in hardware, software, firmware, or a combination thereof. In the above-described embodiments, the N steps or methods may be implemented in software or firmware stored in a memory and executed by a suitable instruction execution system. As with the other embodiments, if implemented in hardware, may be implemented using any one or combination of the following techniques, as is well known in the art: discrete logic circuits having logic gates for implementing logic functions on data signals, application specific integrated circuits having suitable combinational logic gates, programmable Gate Arrays (PGAs), field Programmable Gate Arrays (FPGAs), and the like.

Those of ordinary skill in the art will appreciate that all or a portion of the steps carried out in the method of the above-described embodiments may be implemented by a program to instruct related hardware, where the program may be stored in a computer readable storage medium, and where the program, when executed, includes one or a combination of the steps of the method embodiments.

In addition, each functional unit in the embodiments of the present application may be integrated in one processing module, or each unit may exist alone physically, or two or more units may be integrated in one module. The integrated modules may be implemented in hardware or in software functional modules. The integrated modules may also be stored in a computer readable storage medium if implemented in the form of software functional modules and sold or used as a stand-alone product.

It is to be understood that the application is not limited in its application to the examples described above, but is capable of modification and variation in light of the above teachings by those skilled in the art, and that all such modifications and variations are intended to be included within the scope of the appended claims.

Claims

1. A driving control method, characterized in that the driving control method comprises:

acquiring a preset threshold value and state information of a vehicle;

Determining the running condition of the vehicle according to the preset threshold value and the state information; wherein the driving conditions comprise the conditions that the vehicle is driven on a low-traction road surface or a shaking road surface;

Determining a control strategy of the vehicle according to the driving working condition; wherein the control strategy includes turning on or off a dynamic torque unloading function of the vehicle;

and controlling the vehicle to run according to the control strategy so as to enable the vehicle to run smoothly on the road surface.

2. The driving control method according to claim 1, wherein the acquiring the preset threshold value of the vehicle specifically includes: when the vehicle runs on the shaking road surface and the low-grade road surface, testing is carried out, and running data of the vehicle running on the shaking road surface and the low-grade road surface in a preset time period are obtained;

and obtaining a preset threshold value of the vehicle according to the driving data.

3. The running control method according to claim 1 or 2, characterized in that the state information includes a vehicle speed of the vehicle and a wheel speed of each wheel; the preset threshold value comprises a wheel speed difference threshold value and a slip difference threshold value;

determining the driving condition of the vehicle according to the preset threshold value and the state information, wherein the driving condition comprises the following specific steps;

obtaining a current slip and a current wheel speed difference of the vehicle according to the vehicle speed and the wheel speeds of the wheels;

If the current slip is larger than the slip threshold value, determining that the vehicle is in a low-traction working condition of running on the low-traction road surface; and if the current wheel speed difference is smaller than the wheel speed difference threshold value, determining that the vehicle is in a shaking working condition of running on the shaking road surface.

4. The driving control method according to claim 3, wherein the determining the control strategy of the vehicle according to the driving condition specifically includes:

when the vehicle is in the low-slip working condition, disabling a dynamic torque unloading function of the vehicle;

And when the vehicle is in the shaking working condition, starting a dynamic torque unloading function of the vehicle.

5. The driving control method according to claim 4, wherein when the vehicle is in a shake condition, turning on a dynamic torque unloading function of the vehicle, specifically comprising:

when the vehicle is in a shaking working condition, activating a traction control function of the vehicle, and if the vehicle does not meet a preset stable running requirement in running, activating a dynamic torque unloading function of the vehicle.

6. The driving control method according to claim 4, wherein the driving scene of the low slip condition includes any one of low hill forward start, low hill reverse start and low side-by-side start; the driving scene of the shaking working condition comprises any one of a deceleration strip, a continuous well cover and a damaged road surface.

7. A driving control method as claimed in claim 3, wherein the wheel speed difference threshold value ranges from 13 to 15 km/h, and the slip threshold value ranges from 13 to 15 km/h.

8. The driving control strategy design method is characterized by comprising the following steps of: acquiring running data corresponding to each road surface when a vehicle runs on a shaking road surface and a low-attachment road surface, and determining a preset threshold value of the vehicle according to the running data corresponding to each road surface;

Adding a disabling condition of a dynamic torque unloading function to the vehicle according to the preset threshold; the forbidden condition is that the vehicle is in a low-slip working condition or a shaking working condition;

determining a control strategy of the vehicle according to the forbidden condition so that the vehicle runs according to the control strategy; wherein the control strategy includes turning on or off a dynamic torque unloading function of the vehicle.

9. The driving control strategy design method according to claim 8, wherein the determining the control strategy of the vehicle according to the disabling condition specifically includes:

according to the forbidden condition and the running condition of the vehicle, debugging and verifying the vehicle to obtain the design parameters of the vehicle; the driving working conditions comprise a shaking working condition of driving on the shaking pavement and a low-traction working condition of driving on the low-traction pavement; based on the design parameters, a control strategy for the vehicle is generated.

10. The driving control strategy design method according to claim 9, wherein the determining the control strategy of the vehicle according to the disabling condition further comprises:

obtaining the recheck data of the vehicle in the running process according to the control strategy;

and if the running process of the vehicle meets the preset stable running requirement according to the recheck data, the control strategy meets the requirement.

11. A drive control system, characterized in that the drive control system comprises:

The threshold and state acquisition module is used for acquiring a preset threshold and state information of the vehicle;

the working condition determining module is used for determining the running working condition of the vehicle according to the preset threshold value and the state information; wherein the driving conditions comprise the conditions that the vehicle is driven on a low-traction road surface or a shaking road surface;

The strategy determining module is used for determining a control strategy of the vehicle according to the driving working condition; wherein the control strategy includes turning on or off a dynamic torque unloading function of the vehicle;

and the running control module is used for controlling the vehicle to run according to the control strategy so as to enable the vehicle to run smoothly on the road surface.

12. A driving control strategy design system, characterized in that the driving control strategy design system comprises:

The threshold value determining module is used for acquiring driving data corresponding to each road surface when the vehicle runs on the shaking road surface and the low-attachment road surface, and determining a preset threshold value of the vehicle according to the driving data corresponding to each road surface;

A function disabling module for adding a disabling condition of a dynamic torque unloading function to the vehicle according to the preset threshold; the forbidden condition is that the vehicle is in a low-slip working condition or a shaking working condition;

The strategy generation module is used for determining a control strategy of the vehicle according to the forbidden condition so as to enable the vehicle to run according to the control strategy; wherein the control strategy includes turning on or off a dynamic torque unloading function of the vehicle.

13. A vehicle, characterized in that the vehicle comprises: memory, a processor and a driving control program stored on the memory and executable on the processor, which driving control program, when executed by the processor, implements the steps of the driving control method according to any one of claims 1-7.

14. A chip, the chip comprising: memory, a processor and a driving control strategy design program stored on the memory and executable on the processor, which driving control strategy design program, when executed by the processor, implements the steps of the driving control strategy design method according to any one of claims 8-10.

15. A computer-readable storage medium, characterized in that the computer-readable storage medium stores a drive control program or a drive control strategy design program, which when executed by a processor implements the steps of the drive control method according to any one of claims 1 to 7, or which when executed by a processor implements the steps of the drive control strategy design method according to any one of claims 8 to 10.