Control method and device of driving motor and motor controller

Abstract

The embodiment of the invention provides a control method and device of a driving motor and a motor controller. The control method of the driving motor comprises the following steps: when it is determined that a current road is a non-bumpy road, identifying whether the driving motor enters a torque zero-crossing conversion working condition or not; and under the condition that the driving motor enters the torque zero-crossing conversion working condition, compensation torque is determined, control torque is determined based on the compensation torque, and the control torque is used for controlling the driving motor to output torque. By the adoption of the scheme, the problem that when a current road is a bumpy road, torque zero-crossing conversion control is carried out, and consequently vehicle vibration is more serious can be solved.

Description

Technical Field

[0001] The present disclosure relates to the technical field of vehicle drive motor control, and particularly relates to a control method, device and motor controller for a drive motor. Background Art

[0002] In order to maximize the energy utilization efficiency as much as possible, new energy vehicles using a drive motor as the power source will make full use of the energy recovery function of the drive motor, and change the control to switch the drive motor between the driving condition and the feedback condition (that is, the energy recovery power generation condition) according to the depth of the accelerator pedal, that is, enter the torque zero-crossing conversion condition according to the control requirement. In the torque zero-crossing conversion working condition, the control torque output by the drive motor is transmitted to both wheel ends through the gear train to change the friction between both wheels and the ground, so as to realize the acceleration or deceleration of the vehicle.

[0003] Due to reasons such as the characteristics of the gear structure, the very small inertia of the motor rotor plus the driving gear (relative to the inertia of the whole vehicle here), and the relatively fast torque conversion of the drive motor, when the drive motor enters the torque zero-crossing conversion condition, the meshing contact line of the gear train will switch from one tooth surface of the gear tooth to another tooth surface, which will inevitably cause gear knocking, and then cause vibration of the transmission system and the whole vehicle due to the knocking, reducing the passenger experience.

[0004] In order to reduce the gear knocking force and the vibration generated by the knocking, in the related art, it is proposed that after entering the torque zero-crossing conversion condition, a compensation torque is superimposed on the basis of the requested torque, and a control torque is obtained by superimposing the compensation torque and the requested torque. Specifically, a reverse compensation torque opposite to the direction of the requested torque is applied before the gear contacts again, and a forward compensation torque in the same direction as the requested torque is applied after the gear contacts again.

[0005] However, during the actual vehicle test using the foregoing solution in practical applications, it is found that in some cases, the vibration of the whole vehicle can be significantly reduced, while in some cases, the vibration of the whole vehicle will become more serious. Summary of the Invention

[0006] In order to solve the problem that in some cases, torque compensation control during the torque zero-crossing conversion will make the vibration of the whole vehicle more serious, the embodiments of the present disclosure provide a control method, device and motor controller for a drive motor.

[0007] In a first aspect, the embodiments of the present disclosure provide a control method for a drive motor, including:

[0008] When it is determined that the current road is a non-bumpy road, identify whether the drive motor enters the torque zero-crossing conversion condition;

[0009] When the drive motor enters the torque zero-crossing conversion working condition, determine the compensation torque and determine the control torque based on the compensation torque, where the control torque is used to control the drive motor to output torque.

[0010] Optionally, the determination that the current road is a non-bumpy road includes:

[0011] Obtain the motion characteristic data of the vehicle suspension and determine the longitudinal movement speed of the vehicle suspension based on the motion characteristic data;

[0012] When the longitudinal speed of the vehicle suspension is greater than the preset calibration speed, increment the bump accumulation count by one;

[0013] When the bump accumulation count is less than the set count, determine that the current road is a non-bumpy road.

[0014] Optionally, the determination that the current road is a non-bumpy road includes:

[0015] Obtain the road image of the current road captured by the vehicle camera;

[0016] Process the road image and determine the road characteristics of the current road;

[0017] When the road characteristics conform to the set characteristics, determine that the current road is a non-bumpy road.

[0018] Optionally, the determination that the current road is a non-bumpy road includes:

[0019] Obtain the type identifier of the current road on the high-precision map, and determine that the current road is a non-bumpy road when the type identifier is the target identifier.

[0020] Optionally, the determination that the drive motor enters the torque zero-crossing conversion working condition, determining the compensation torque and determining the control torque based on the compensation torque includes:

[0021] When the drive motor enters the torque zero-crossing conversion working condition, determine the reverse compensation torque, and determine the first control torque based on the reverse compensation torque and the requested torque, where the reverse compensation torque is opposite to the direction of the requested torque;

[0022] Detect whether the rotational speed of the drive motor reaches the first extreme rotational speed;

[0023] In response to detecting that the rotational speed of the drive motor reaches the first extreme rotational speed, determine the first forward compensation torque, and determine the second control torque based on the first forward compensation torque and the requested torque, where the first forward compensation torque is in the same direction as the requested torque.

[0024] Optionally, the determining of the reverse compensation torque includes:

[0025] Looking up a first torque compensation data table based on the real-time speed of the drive motor and the requested torque to determine a torque obtained from the table, and using the torque obtained from the table as the reverse compensation torque;

[0026] The determining of the first forward compensation torque includes: determining the first forward compensation torque based on the torque obtained from the table and an anti-shake compensation coefficient, where the anti-shake compensation coefficient is less than 1.

[0027] Optionally, after determining a second control torque based on the first forward compensation torque and the requested torque, the method further includes:

[0028] Detecting whether the speed of the drive motor reaches a second extreme speed;

[0029] In response to detecting that the speed of the drive motor reaches the second extreme speed, determining a second forward compensation torque, and determining a third control torque based on the first forward compensation torque and the requested torque;

[0030] Wherein the second forward compensation torque has the same direction as the requested torque, and the second forward compensation torque is greater than the first forward compensation torque.

[0031] Optionally, after determining a second control torque based on the first forward compensation torque and the requested torque, the method further includes:

[0032] After determining that the duration of using the second control torque to control the drive motor reaches a set duration, determining a second forward compensation torque, and determining a third control torque based on the second forward compensation torque and the requested torque;

[0033] Wherein the second forward compensation torque has the same direction as the requested torque, and the second forward compensation torque is greater than the first forward compensation torque.

[0034] In a second aspect, an embodiment of the present disclosure provides a control device for a drive motor, including:

[0035] A road type recognition unit configured to determine whether the current road is a non-bumpy road;

[0036] A control unit configured to, when the current road is a non-bumpy road and it is determined that the drive motor enters a torque zero-crossing conversion working condition, determine a compensation torque and determine a control torque based on the compensation torque, where the control torque is used to control the drive motor to output torque.

[0037] In a third aspect, an embodiment of the present disclosure provides a drive motor controller, including a processor and a memory for storing a computer program; when the computer program is loaded by the processor, the processor is caused to execute the control method of the drive motor as described above.

[0038] In a fourth aspect, an embodiment of the present disclosure provides a vehicle, including a drive motor, a gear transmission system disposed at an output end of the drive motor, and the motor controller as described above.

[0039] In a fifth aspect, an embodiment of the present disclosure provides a computer-readable storage medium storing a computer program, which, when executed by a processor, causes the processor to implement the control method of the drive motor as described above.

[0040] Adopting the solution provided by the embodiment of the present disclosure, when it is determined that the current road is a non-bumpy road, the drive motor is identified whether it enters the torque zero-crossing conversion working condition, and the control torque is determined based on the compensation torque after the drive motor enters the torque zero-crossing conversion working condition, thereby realizing the control of the drive motor during the torque zero-crossing conversion process. By adopting the solution of the embodiment of the present disclosure, the problem that the vehicle vibration becomes more serious when the torque zero-crossing conversion control is performed on a bumpy road can be avoided. BRIEF DESCRIPTION OF THE DRAWINGS

[0041] The accompanying drawings herein are incorporated into the specification and form a part of the specification, showing embodiments consistent with the present disclosure and used together with the specification to explain the principles of the present disclosure.

[0042] To more clearly illustrate the technical solutions in the embodiments of the present disclosure or the prior art, the following will briefly introduce the accompanying drawings required for use in the description of the embodiments or the prior art. Obviously, for those of ordinary skill in the art, other drawings can be obtained based on these drawings without creative efforts, where:

[0043] Figure 1 is a flowchart of the control method of the drive motor provided by an embodiment of the present disclosure;

[0044] Figure 2 is a schematic diagram of the principle of the gear meshing state conversion of the power system before and after the torque zero-crossing conversion working condition;

[0045] Figure 3 corresponds to Figure 2 is a schematic diagram of the rotational speed change of the drive motor in;

[0046] Figure 4 is a flowchart of the control method of the drive motor provided by another embodiment of the present disclosure;

[0047] Figure 5It is a schematic structural diagram of a control device for a drive motor provided by an embodiment of the present disclosure;

[0048] Figure 6 It is a schematic structural diagram of a drive motor controller provided by an embodiment of the present disclosure. Specific embodiments

[0049] Embodiments of the present disclosure will be described in more detail below with reference to the accompanying drawings. Although some embodiments of the present disclosure are shown in the drawings, it should be understood that the present disclosure can be implemented in various forms and should not be construed as limited to the embodiments set forth herein. On the contrary, these embodiments are provided to more thoroughly and completely understand the present disclosure. It should be understood that the drawings and embodiments of the present disclosure are for illustrative purposes only and are not used to limit the protection scope of the present disclosure.

[0050] The term "including" and its variants used herein are open-ended, that is, "including but not limited to". The term "based on" means "at least partially based on". The term "one embodiment" means "at least one embodiment"; the term "another embodiment" means "at least one additional embodiment"; the term "some embodiments" means "at least some embodiments". The relevant definitions of other terms will be given in the following description. It should be noted that the concepts of "first", "second", etc. mentioned in the present disclosure are only used to distinguish different devices, modules or units, and are not used to limit the order of functions performed by these devices, modules or units or their interdependent relationships.

[0051] It should be noted that the modifications of "one" and "multiple" mentioned in the present disclosure are illustrative rather than restrictive. Those skilled in the art should understand that unless otherwise clearly specified in the context, it should be understood as "one or more".

[0052] Before analyzing the control method of the drive motor provided by the embodiment of the present disclosure, first analyze the reasons why the existing technology uses the compensation torque and the demand torque to determine the control torque, and then uses the control torque to control the torque output of the drive motor, which can significantly reduce the vibration of the whole vehicle in some cases, while in other cases, it will make the vibration of the whole vehicle more serious.

[0053] First, analyze the vehicle's gear train. In the prior art, in the vast majority of vehicles driven by a drive motor, both wheels mounted on an axle are driven by a single drive motor. For example, in most existing vehicles, in order to drive the wheels on the same axle, a differential is installed in the gear train to achieve differential rotation of the left and right wheels, so that the vehicle can turn normally.

[0054] During the vehicle's driving process, in order to reduce the vibration of the carriage caused by ground potholes and enable the wheels to always be in contact with the ground as much as possible to maintain good grip, a suspension system is also provided between each wheel end and the vehicle body in the vehicle. However, due to cost limitations and structural reasons, the existing suspension system cannot ensure that the wheels are always in contact with the ground in real time. In the case of uneven roads, the wheels will still leave the ground for a short time due to the potholes and the damping characteristics of the suspension system.

[0055] Due to the working characteristic limitations of the differential, when one of the two wheels on the same axle leaves the ground, or when the downward pressure between the wheel and the ground decreases due to the damping effect of the suspension system, the control torque output by the drive motor will be transmitted more to the aforementioned wheel that leaves the ground or has a smaller downward pressure, making the linear velocity of the wheel's edge inconsistent with the linear velocity of the vehicle's wheel. And due to the action of the suspension system or other factors, when the aforementioned wheel comes into contact with the ground again or the downward pressure becomes very large, the huge frictional force generated between the aforementioned wheel and the ground will generate a very large reverse torque in a short time, and the reverse torque will be transmitted back to the gear transmission system, causing impact vibration between the gears in the gear transmission system.

[0056] The applicant analyzed the scenario during the torque zero-crossing conversion during real vehicle testing and obtained the following results: (1) When the vehicle is driving on a flat road and using the torque zero-crossing conversion control scheme mentioned in the background art, it can indeed reduce vehicle vibration; (2) When the vehicle is driving on a bumpy road section with uneven roads (especially unpaved roads) and using the torque zero-crossing scheme mentioned in the background art, the vehicle vibration becomes serious instead. That is to say, it is because the road surface characteristics will cause completely different effects when using the aforementioned torque zero-crossing conversion control scheme.

[0057] Through a comprehensive analysis of the torque zero-crossing conversion control scheme, the vehicle's gear transmission system, and the vehicle's suspension system again, the applicant obtained the following analysis results: (1) The torque zero-crossing conversion control method is a method of actively controlling the drive motor to reduce the impact of gear contact and engagement in the gear transmission system; (2) When the vehicle wheels have different linear velocities at the wheel edge from the actual vehicle speed due to road undulations and the operating characteristics of the suspension system, and when there is an instantaneous change in the frictional torque, the wheels will transmit feedback torque to the gear transmission system, causing changes in the contact and meshing characteristics of the gear transmission system; (3) It is precisely because of the combination of the above two torques in (1) and (2) that the vehicle vibration becomes serious during the torque zero-crossing conversion. That is, it is because when the braking torque applied by the frictional force changes at the wheel end during the torque zero-crossing conversion, the vehicle vibration becomes serious instead.

[0058] Through the foregoing analysis, due to the characteristics of the road, the motion characteristics of the vehicle's suspension system change, which in turn causes the vehicle vibration to become severe when the torque crosses zero. The solution of this embodiment proposes to determine whether to implement the foregoing torque zero-crossing conversion control solution according to the road characteristics, that is, the control method of the drive motor provided in this embodiment.

[0059] Figure 1 It is a flowchart of the control method of the drive motor provided by an embodiment of the present disclosure. As Figure 1 shown, the control method of the drive motor provided by an embodiment of the present disclosure includes S110-S120. Hereinafter, taking the controller as the execution subject of the control method, the control method provided by an embodiment of the present disclosure will be analyzed in detail.

[0060] S110: Determine whether the current road is a non-bumpy road; if so, execute S120.

[0061] The non-bumpy road mentioned in the embodiment of the present disclosure refers to a road that will not cause a serious change in the motion characteristics of the vehicle's suspension system, resulting in the wheels driven by the drive motor leaving the ground or the downward pressure exerted by the wheels on the ground becoming seriously smaller.

[0062] In practical applications, by conducting actual measurement tests on various types of roads with various surface undulation characteristics or pothole characteristics, it can be determined whether the foregoing types of roads are non-bumpy roads and their road characteristics can be determined. After determining the road characteristics of the current road, the road characteristics can be matched with the road characteristics of the already determined types to determine whether the current road is a non-bumpy road.

[0063] In specific implementation, the controller can use various methods to determine whether the current road is a non-bumpy road. In some embodiments, the controller can use the following S121-S123 to determine whether the current road is a non-bumpy road.

[0064] S121: Obtain the motion characteristic data of the vehicle suspension and determine the longitudinal movement speed of the vehicle suspension based on the motion characteristic data.

[0065] In the embodiment of the present disclosure, a motion characteristic sensor is provided in the suspension system of the vehicle. The motion characteristic sensor can detect the motion characteristics of the suspension system, generate a motion characteristic signal and send it to the controller. In specific implementation, each wheel of the vehicle has the foregoing motion characteristic sensor.

[0066] After acquiring the motion characteristic signal generated by the motion characteristic sensor, the controller processes and analyzes the motion characteristic signal to determine the longitudinal movement speed of the vehicle suspension. The aforementioned longitudinal movement speed is the movement speed in the vertical direction. In some embodiments, the motion characteristic sensor may be an acceleration sensor that generates an acceleration signal; in this case, the controller may integrate the acceleration signal in the longitudinal direction generated by the acceleration sensor to obtain the longitudinal movement speed. In other embodiments, the motion characteristic sensor may be a displacement sensor that generates a travel signal; in this case, the controller may differentiate the longitudinal displacement signal to obtain the longitudinal movement speed.

[0067] S122: When the longitudinal speed of the vehicle suspension is greater than a preset calibration speed, the cumulative number of bumps is increased by one.

[0068] The preset calibration speed is a speed that is predetermined and represents the road characteristics that cause a significant change in the downforce between the wheel and the ground, and a significant change in the wheel-edge friction between the wheel and the ground. If the longitudinal speed of the vehicle suspension is greater than the preset calibration speed, it is determined that the road surface causes a significant change in the adhesion characteristics of the corresponding wheel and the ground.

[0069] In the disclosed embodiment, when the longitudinal speed of the vehicle suspension corresponding to any vehicle is greater than a preset calibration speed, the cumulative number of bumps will be increased by one.

[0070] In actual road scenarios, there may be obstacles such as pebbles on the current road. When the wheels run over the aforementioned obstacles, the impact will also cause the longitudinal speed of the vehicle suspension to be greater than the calibrated speed. If the longitudinal speed of the vehicle suspension is greater than the preset calibrated speed at this time, the current road is considered to be bumpy, and the road type recognition error will occur.

[0071] In order to avoid the above problems, the embodiment of the present disclosure does not identify the current road as a bumpy road when the longitudinal speed is detected to be greater than the preset calibration speed, but increases the bump accumulation number by 1. If the current road is a bumpy road, the longitudinal speed of the vehicle suspension will be greater than the preset calibration speed for many times, and the bump accumulation number will increase by 1 many times to a larger value.

[0072] S123: When the cumulative number of bumps is less than the set number, determine that the current road is a non-bumpy road.

[0073] In the solution of the embodiment of the present disclosure, after the number of bump accumulations is incremented by one, the controller will then compare the number of bump accumulations with the set number to determine whether the number of bump accumulations is less than the set number. If it is determined that the number of bump accumulations is greater than or equal to the set number, it is determined that the problem of the excessive longitudinal speed of the suspension is not caused by randomly appearing obstacles on the current road, but by the current road itself. Therefore, the current road is determined to be a bumpy road. On the contrary, if the number of bump accumulations is still less than the set number, it is determined that the current road is a non-bumpy road.

[0074] In some other embodiments, determining whether the current road is a non-bumpy road includes the following S124 - S126.

[0075] S124: Obtain the road image of the current road captured by the vehicle camera.

[0076] The vehicle camera in the embodiment of the present disclosure is a camera used to collect images of road features to form a road image. The vehicle camera can be the front-view camera of the vehicle or the rear-view camera of the vehicle.

[0077] S125: Process the road image to determine the road features of the current road.

[0078] The controller processes the road image to determine the road features of the current road. It can be to process the road image with a pre-trained road image processing model to determine the surface undulation features and pothole features of the current road, or to compare the similarity of the road image of the current road with the image of the already determined road type to determine the features of the current road.

[0079] S126: When the road features meet the set features, determine that the current road is a non-bumpy road.

[0080] After obtaining the road features of the current road, the controller can then determine whether the road features meet the set features corresponding to a non-bumpy road. If the controller determines that the road features meet the road features corresponding to a non-bumpy road, it is determined that the current road is a non-bumpy road.

[0081] In still some other embodiments, determining whether the current road is a non-bumpy road includes the following S127.

[0082] S127: Obtain the type identifier of the current road on the high-precision map, and determine that the current road is a non-bumpy road when the type identifier is the target identifier.

[0083] In some embodiments, when constructing a high-precision map, the corresponding sensors collect the road surface features and add corresponding type identifiers to the high-precision map based on the road surface features. Therefore, the controller can query the type identifiers on the warning map and determine whether the current road is a non-bumpy road according to the type identifiers.

[0084] After determining that the current road is a non-bumpy road, subsequently, the controller can execute the following S120.

[0085] S120: Identify whether the drive motor enters the torque zero-crossing conversion working condition; if so, execute S130.

[0086] As previously analyzed, the torque zero-crossing conversion working condition is the working condition where the output torque of the drive motor is converted from driving torque to feedback torque, or from feedback torque to driving torque. Therefore, in some embodiments, the request torque states of two consecutive cycles can be detected, and when it is determined that the request torque is converted from one of the driving torque and the feedback torque to the other, it is determined that the torque zero-crossing conversion working condition is entered.

[0087] In some other embodiments, the drive motor will only activate the energy recovery function when its speed is greater than a specific speed (generally about 10 km / h in practical applications), that is, it will enter the aforementioned working condition of generating feedback torque. Therefore, in these embodiments, when it is detected that the speed of the drive motor is greater than the set speed and the request torque is converted from one of the driving torque and the feedback torque to the other, it is determined that the torque zero-crossing conversion working condition is entered.

[0088] In specific applications, the controller can look up the demand torque data table according to the speed of the drive motor (which can also be converted into the vehicle speed) and the depth of the accelerator pedal, determine the request torque of two adjacent cycles before and after, and compare the directions of the request torque of the two adjacent cycles before and after to determine whether to enter the torque zero-crossing conversion working condition.

[0089] In specific implementation, if the user deeply presses the accelerator (that is, Tip in) when the drive motor is currently outputting feedback torque, the request torque is switched from the feedback torque to the driving torque in the opposite direction, and at this time, it is determined that the torque zero-crossing conversion working condition is entered. If the user releases the accelerator (that is, Tip out) when the drive motor is currently outputting driving torque, the request torque is converted from the driving torque to the feedback torque, and at this time, it is determined that the torque zero-crossing conversion working condition is entered.

[0090] S130: Determine the compensation torque and determine the control torque based on the compensation torque.

[0091] The compensation torque is the torque determined to compensate the demand torque based on the demand torque. How to determine the compensation torque will be further analyzed later. After obtaining the compensation torque, the compensation torque and the demand torque are then added together to obtain the control torque. After obtaining the control torque, the controller can use the control torque to control the drive motor to output torque.

[0092] By using the control method of the drive motor provided in the embodiments of the present disclosure, only when it is determined that the current road is a non-bumpy road, will it be recognized whether the drive motor enters the torque zero-crossing conversion working condition, and after the drive motor enters the torque zero-crossing conversion working condition, the control torque is determined based on the compensation torque, thereby realizing the control of the drive motor during the torque zero-crossing conversion process. By adopting the solution of the embodiments of the present disclosure, the problem that the vehicle vibration becomes more serious when torque zero-crossing conversion control is performed on a bumpy road can be avoided.

[0093] In the foregoing, only the compensation torque is determined, and the control torque is determined based on the compensation torque. The following makes a specific analysis of how to determine the compensation torque and determine the control torque based on the compensation torque. Before performing zero-crossing conversion control on the compensation torque, first analyze the change characteristics of the gear meshing state of the gear train during the torque zero-crossing conversion process.

[0094] Figure 2 is a schematic diagram of the principle of the gear meshing state conversion of the power system before and after the torque zero-crossing conversion working condition, Figure 3 corresponds to Figure 2 is a schematic diagram of the rotational speed change of the drive motor in Figure 2 The transmission system is simplified to a gear pair for analysis. The gear pair includes a first gear directly connected to the output shaft of the drive motor and a second gear meshing with the first gear.

[0095] Figure 2 In Figure 2 the arrow direction in

[0096] characterizes the application direction of the control torque. Before the torque zero-crossing conversion, the power system is in the driving working condition, that is, the working condition in which the drive motor drives the second gear to rotate by driving the first gear. After entering the torque zero-crossing conversion, the power system switches to the feedback working condition, and the feedback torque generated by the drive motor is applied to the drive motor rotor and the first gear, causing the real-time rotational speed of the drive motor rotor (and also the first gear) to decrease.

[0097] Due to inertia, the second gear basically maintains its original rotational speed unchanged in a short period of time. Since the rotational speed of the second gear is greater than that of the first gear, after a certain rotational stroke, that is, when reaching the Figure 3 t1 point in

[0098] Figure 2 Figure 2 the first gear and the second gear come into contact and mesh again, and the second gear drives the first gear and the rotor of the drive motor to rotate as the driving wheel. After the re - contact, due to the driving effect of the second gear, the rotational speed of the first gear will not decrease in a short time but will increase. That is, when switching from the driving condition to the feedback condition, there will be a minimum rotational speed of the drive motor. The time point at which the aforementioned minimum rotational speed appears is the time point when the first gear and the second gear come into contact again (not fully meshed at this time).

[0099] As analyzed above, precisely during the torque - zero crossing conversion condition, there will be an extreme rotational speed point for the drive motor (i.e., the gear), and the aforementioned extreme rotational speed point is the time point when the first gear and the second gear come into contact again. Therefore, the time point for switching the compensation torque direction can be determined by directly identifying the aforementioned extreme rotational speed point.

[0100] Based on the above analysis, in some embodiments of the present disclosure, the aforementioned S130 may include S131 - S133.

[0101] S131: When it is detected that the drive motor enters the torque - zero crossing conversion condition, determine the reverse compensation torque, and determine the first control torque based on the reverse compensation torque and the requested torque.

[0102] After determining that the drive motor enters the torque - zero crossing conversion condition, the controller can determine the reverse compensation torque. At this time, the reverse compensation torque is a torque opposite to the direction of the requested torque. The controller can use the method of looking up a table to determine the reverse compensation torque. In a specific application, the controller can use the rotational speed of the drive motor and the throttle depth as the basis for looking up the compensation torque data table to obtain the looked - up torque, and use the aforementioned looked - up torque as the reverse compensation torque.

[0103] After obtaining the reverse compensation torque, subsequently, the controller can add the aforementioned demand torque and the reverse compensation torque to obtain the first control torque. After obtaining the first control torque, the controller uses the first control torque to control the drive motor to output torque.

[0104] S132: Detect whether the rotational speed of the drive motor reaches the first extreme rotational speed; if so, execute S133.

[0105] As analyzed above, according to the different types of torque zero-crossing conversion working conditions, the aforementioned first extreme rotational speed may be a maximum rotational speed or a minimum rotational speed.

[0106] In a specific implementation, a rotational speed sensor is provided in the drive motor. During the rotation of the drive motor, the rotational speed sensor performs real-time rotational speed detection to generate a detection signal and sends the detection signal to the controller. The controller determines whether the rotational speed of the drive motor reaches the first extreme rotational speed based on the detection signal.

[0107] In a specific implementation, the method based on which the controller determines whether the rotational speed of the drive motor reaches the first extreme rotational speed will be further analyzed later. Here, it only needs to be determined that the controller can determine whether the rotational speed of the drive motor reaches the first extreme rotational speed.

[0108] It should also be noted that whether the rotational speed of the drive motor reaches the first extreme rotational speed mentioned here may include the following two situations: (1) determining that the rotational speed of the drive motor has reached the first extreme rotational speed based on the detection signal; (2) determining that the rotational speed of the drive motor is about to reach the first extreme rotational speed based on the detection signal, and due to the time loss of data transmission, when it is determined that the rotational speed of the drive motor is about to reach the first extreme rotational speed, in fact, the rotational speed of the drive motor has also reached the first extreme rotational speed.

[0109] S133: Determine the first positive compensation torque, and determine the second control torque based on the first positive compensation torque and the requested torque.

[0110] In the embodiments of the present disclosure, the first positive compensation torque is a torque having the same direction as the requested torque. How to specifically determine the first positive compensation torque will be further analyzed later. Here, it only needs to be noted that the controller can determine the first positive compensation torque.

[0111] After obtaining the first positive compensation torque, subsequently, the controller can add the first positive compensation torque and the requested torque to obtain the second control torque. Subsequently, the controller uses the second control torque to control the drive motor to output torque. If it is detected that the rotational speed of the drive motor has not reached the first extreme rotational speed, the drive motor can continue to output torque according to the first control torque.

[0112] In the embodiments of the present disclosure, after detecting that the rotational speed of the drive motor has reached the first extreme rotational speed, the compensation torque is switched from the reverse compensation torque to the first positive compensation torque. After the rotational speed of the drive motor reaches the first extreme rotational speed, it indicates that the transmission gears in the gear transmission system have come into contact. At this time, switching the compensation torque to the first positive compensation torque and then determining the second control torque based on the first positive torque and the compensation torque can avoid the problem that the determination time point of the second compensation torque is inaccurate, resulting in switching the compensation torque to the first positive compensation torque when the gears have not yet come into contact, and also avoid the problems of severe gear knocking and severe vehicle jitter caused by the mismatch between the aforementioned torque switching and the actual situation.

[0113] In practical applications, by using the control method of the drive motor provided in the embodiments of the present disclosure, it is possible to accurately determine the application time point of the first positive compensation torque without considering various influencing factors such as gear machining accuracy, gear assembly error, and oil fluid problems.

[0114] In S132, it is necessary to detect whether the rotational speed of the drive motor reaches the first extreme rotational speed. The following analyzes how to determine whether the rotational speed of the drive motor reaches the first extreme rotational speed.

[0115] In some embodiments, detecting whether the rotational speed of the drive motor reaches the first extreme rotational speed includes S1321 - S1322.

[0116] S1321: Obtain the real-time rotational speed of the drive motor and determine the rotational speed change rate based on the real-time rotational speed.

[0117] In some embodiments, after obtaining the rotational speed signal detected by the rotational speed sensor of the drive motor, subsequently, the controller determines the rotational speed change rate based on the previously and currently obtained real-time rotational speed signals. As shown in Figure 3 The rotational speed change rate is also the slope of the rotational speed change curve at each curve point.

[0118] S1322: Determine that the absolute value of the rotational speed change rate is less than the set value, and determine that the rotational speed of the drive motor reaches the first extreme rotational speed.

[0119] The aforementioned set value is a preset value that is 0 or close to 0. Here, the set value is set to a value close to 0. As analyzed above, in practical applications, due to the delay in data transmission, although the rotational speed signal generated by the motor rotational speed sensor indicating that the rotational speed reaches the extreme rotational speed has not yet been received, according to the force analysis and simulation, the rotational speed of the drive motor has reached the extreme rotational speed at this time. Based on this, after determining that the rotational speed change rate is less than a specific value close to 0, it can be determined that the rotational speed of the drive motor reaches the first extreme rotational speed.

[0120] In some embodiments, the aforementioned value close to 0 can be determined according to the speed range in which the current speed of the drive motor is located and the magnitude of the first control torque being output by the drive motor. The method for determining the aforementioned value close to 0 can adopt the method of looking up a data table or the method of formula calculation.

[0121] In some other embodiments, the aforementioned value close to 0 can also be set to a fixed value. This fixed value should be a value that satisfies most torque zero-crossing conversion conditions.

[0122] In practical applications, by using the method of determining the speed change rate based on the real-time speed and then using the speed change rate to determine whether the extreme speed is reached, and using differential transformation, it is possible to quickly identify whether the motor speed reaches the extreme speed. And setting the set value slightly greater than 0 can consider the hysteresis of detection and signal transmission, and thus can more accurately determine the time point corresponding to the first extreme speed.

[0123] In some other embodiments, the controller can also directly determine whether the drive motor speed reaches the first extreme speed by comparing the real-time speeds obtained in adjacent sampling periods. As analyzed above, there is a certain hysteresis in the first extreme speed determined by the aforementioned method. At this time, the first gear and the second gear in the transmission system are already engaged. However, combined with the previous analysis, determining the first positive compensation torque at this time will not have a negative impact and can also achieve the aforementioned effect.

[0124] In practical applications, when the speed sensor detects the speed of the drive motor to generate the real-time speed or the real-time speed signal, vibrations such as ground vibrations and vibrations of the vehicle suspension system will be collected as high-frequency noise and superimposed on the real-time speed. If the aforementioned including noise signals are directly processed, the wrong first extreme speed may be identified due to the influence of high-frequency noise.

[0125] To avoid the aforementioned problems, in some embodiments, before performing the aforementioned S1322, S1323 can also be performed.

[0126] S1323: Perform high-frequency filtering processing on the real-time speed to obtain the filtered speed.

[0127] Performing high-frequency filtering processing on the real-time speed to obtain the filtered speed is to perform filtering processing on the real-time speed by using a pre-set low-pass filter or band-pass filter to obtain the filtered speed.

[0128] In the case of obtaining the filtered speed, the aforementioned S1322 can specifically be to determine the speed change rate based on the filtered speed.

[0129] Of course, in the solution of using other methods to determine whether the rotational speed of the drive motor reaches the first extreme rotational speed, it may also be necessary to perform high-frequency filtering on the real-time rotational speed to obtain the filtered rotational speed.

[0130] As mentioned above, in S133, it is necessary to determine the first positive compensation torque. The following analyzes how to determine the first positive compensation torque.

[0131] As previously analyzed, in some embodiments, when determining the reverse compensation torque, the look-up torque is determined in the torque compensation data table based on the real-time rotational speed and the requested torque, and then the aforementioned look-up torque is used as the reverse compensation torque. In some embodiments, considering that the rotational speed of the drive motor does not change much and the required torque does not change much, the first positive compensation torque can be directly determined based on the aforementioned look-up torque. Specifically, the first positive compensation torque is determined based on the look-up torque and the anti-shake compensation coefficient, and the aforementioned anti-shake compensation coefficient is less than 1.

[0132] The anti-shake compensation coefficient is a coefficient used to determine the first positive compensation torque. In some embodiments, the anti-shake compensation coefficient is a preset fixed coefficient. In some other embodiments, the anti-shake compensation coefficient is a coefficient determined by data lookup or data calculation based on the real-time rotational speed and the required torque of the drive motor.

[0133] Here, an analysis is made on the reason why the anti-shake compensation coefficient is less than 1. In practical applications, although the rotational speed of the drive motor reaches the first extreme rotational speed to achieve the contact between the first gear and the second gear, because the rotational speeds of the first gear and the second gear are not the same, the driving wheel in the first gear and the second gear will still drive the driven wheel to accelerate or decelerate, and at this time, there will still be a force impact and vibration. During this process, if the anti-shake compensation coefficient is set to be relatively large, such as a value greater than 1, then the first positive compensation torque is very large, and further, the second control torque calculated based on the first positive compensation torque and the requested torque is also very large. And if the second control torque is very large, the impact when the first gear and the second gear are in contact to full engagement is very large, which will also cause a large jitter in the power system and the vehicle itself.

[0134] To avoid the aforementioned problems, in the aforementioned embodiments, the anti-shake compensation coefficient is set to be less than 1 to avoid the first positive compensation torque from being too large, and then avoid the second control torque from being too large. In some practical applications, the anti-shake compensation coefficient can be set below 0.2. The method of using the anti-shake compensation coefficient and the look-up torque to determine the first positive compensation torque only requires the memory to set a compensation torque look-up table. And in practical applications, according to the user's feeling and the characteristics of the vehicle gear transmission system, adaptively adjusting the anti-shake compensation coefficient can achieve the adjustment of the first positive compensation torque, and the practicality is higher.

[0135] In some embodiments, the gear train at the load end of the vehicle drive motor is a multi-gear train, that is, the gear train can have at least two gears. In this case, at different gears, although the real-time speed of the drive motor is the same, the magnitude of the torque to be looked up in the table (i.e., the reverse compensation torque) is not the same. Therefore, at this time, if it is necessary to look up the first torque compensation data table to determine the torque to be looked up in the table, it is first necessary to determine the current gear of the multi-gear train. After determining the gear, then, based on the current gear, real-time speed, and requested torque, look up the first torque compensation data table to determine the torque to be looked up in the table. Looking up the first torque compensation data table based on the current gear, real-time speed, and requested torque is to use the aforementioned three data to look up a three-to-one data table, and then determine the torque to be looked up in the table. For example, the gear train is a three-gear train, the current gear is the second gear, the real-time speed of the current drive motor is 3000 rpm, and the required torque is 200 Nm. By looking up the table with the aforementioned three data, the torque to be looked up in the table can be determined to be 40 Nm.

[0136] In some other embodiments of the present disclosure, the controller can also use the following method to determine the first forward compensation torque: Based on the real-time speed and requested torque of the drive motor, look up the second torque compensation data table to determine the first forward compensation torque. The second torque data table is a look-up table specially preset to determine the first forward compensation torque, and the compensation torque of the second torque compensation data table is less than the compensation torque corresponding to the same speed range and requested torque range in the first torque compensation data table. That is, the first forward compensation torque determined based on the same real-time speed and requested torque is less than the reverse compensation torque.

[0137] Figure 4 is a flowchart of a control method for a drive motor provided in another embodiment of the present disclosure. As Figure 4 shown, in another embodiment of the present disclosure, the control method of the drive motor includes S210-S260.

[0138] S210: When it is determined that the current road is not a bumpy road, identify whether the drive motor enters the torque zero-crossing conversion condition; if so, execute S220.

[0139] S220: Determine the reverse compensation torque, and determine the first control torque based on the reverse compensation torque and the requested torque.

[0140] S230: Detect whether the speed of the drive motor reaches the first extreme speed; if so, execute S240.

[0141] S240: Determine the first forward compensation torque, and determine the second control torque based on the first forward compensation torque and the requested torque.

[0142] The specific implementation processes of S210 - S260 are the same as those in the previous embodiments and will not be repeated here. For details, please refer to the previous descriptions.

[0143] S250: Detect whether the rotational speed of the drive motor reaches the second extreme rotational speed; if so, execute S260.

[0144] Different from the previous embodiments, in the embodiments of the present disclosure, after the controller determines the second control torque and controls the drive motor to output torque based on the second control torque, the controller will continue to detect the rotational speed of the drive motor and determine whether it reaches the second extreme rotational speed.

[0145] In specific implementation, the method by which the controller detects whether the rotational speed of the drive motor reaches the second extreme rotational speed is the same as the method for determining whether the rotational speed reaches the first extreme rotational speed in the previous text, and will not be specifically analyzed here. For details, please refer to the previous descriptions.

[0146] Continue to analyze in combination with Figure 3 the curve shown below. After the first gear and the second gear come into contact, since their rotational speeds are different, the driving wheel with the faster rotational speed will apply torque to the driven wheel with the slower rotational speed at this time. When the torque passes through zero and the conversion working condition changes from the driving condition to the feedback condition, after the first gear and the second gear come into contact, the second gear will push the first gear, causing the first gear to accelerate; however, at this time, after all, it has switched to the feedback condition. Due to the effect of the second control torque, the rotational speeds of both the first gear and the second gear will decrease, resulting in a second maximum rotational speed of the drive motor, that is, the rotational speed corresponding to the moment t2. When the torque passes through zero and the conversion working condition changes from the feedback condition to the driving condition, after the first gear and the second gear come into contact, the first gear will push the second gear to rotate, causing the second gear to accelerate, and correspondingly, the first gear will decelerate; however, at this time, after all, it has switched to the driving condition, and the rotational speeds of both the first gear and the second gear will increase, resulting in a second minimum rotational speed of the drive motor.

[0147] S260: Determine the second positive compensation torque, and determine the third control torque based on the second positive compensation torque and the requested torque.

[0148] If it is determined that the rotational speed of the drive motor has reached the second extreme rotational speed, it can be determined that the first gear and the second gear are fully engaged. At this time, an increase in the torque applied by the drive motor will not cause the vehicle body to shake. At this time, a relatively large second positive compensation torque can be determined, and the second positive compensation torque and the required torque are added together to obtain the third control torque.

[0149] In the embodiments of the present disclosure, the direction of the second positive compensation torque is the same as that of the requested torque, and the second positive compensation torque is greater than the first positive compensation torque.

[0150] In practical applications, the method for determining the second positive compensation torque is the same as the method for determining the reverse compensation torque in the previous embodiments, which will not be repeated here. For specific details, please refer to the previous description.

[0151] In specific implementation, when the torque zero-crossing conversion working condition changes from the driving working condition to the regenerative braking working condition, by determining the second positive compensation torque and determining the third control torque based on the second positive compensation torque, the applied regenerative braking torque can be made larger, thereby increasing the deceleration rate of the vehicle. When the torque zero-crossing conversion working condition changes from the regenerative braking working condition to the driving working condition, by determining the second positive compensation torque and determining the third control torque based on the second positive compensation torque, the applied regenerative braking torque can be made larger, thereby increasing the acceleration rate of the vehicle.

[0152] In the previous embodiments, the application time point of the second positive compensation torque is determined by detecting whether the driving motor reaches the second extreme speed. Considering that it only takes a short time from gear contact to gear meshing, in other embodiments, the following S310 method can also be used to determine the second positive compensation torque and determine the third control torque based on the second positive compensation torque.

[0153] S310: After determining that the duration of controlling the driving motor with the second control torque reaches the set duration, determine the second positive compensation torque, and determine the third control torque based on the second positive compensation torque and the requested torque.

[0154] The aforementioned set duration is determined according to the duration required for the first gear and the second gear to be in full meshing from contact. The set duration can be slightly longer than the duration required for full meshing.

[0155] If the duration of controlling the driving motor with the second control torque reaches the set duration, it is determined that the first gear and the second gear are in full meshing. At this time, the second positive compensation torque can be determined, and the third control torque can be determined based on the second positive compensation torque and the requested torque. Determining the third control torque based on the aforementioned S310 does not require the controller to perform extreme value determination based on the speed output by the driving motor, thereby reducing the computing amount of the controller.

[0156] The previous embodiments simplified the gear train at the output end of the drive motor into a simple gear train composed of a driving gear and a driven gear. In practical applications, the gear train can be a multi-stage gear train. In the case of a multi-stage gear train, there will be a problem of successive knocking of multi-stage gear pairs in the multi-stage gear train, that is, there will be multiple gear knocking extreme points. However, considering that the inertia of each stage of gears in the multi-stage gear train is much smaller than the inertia of the power transmission system (or the vehicle), and the actually applied required torque is very large, the gear speed can be adjusted quickly and the rotational speed extreme points generated during the gear contact and fitting process when there is no actual load in the multi-stage gear train will be regarded as noise and filtered out by a low-pass filter or a band-pass filter.

[0157] As mentioned in the previous solution, the time point for switching the compensation torque from the reverse compensation torque to the first forward compensation torque is determined by identifying whether the rotational speed of the drive motor reaches the first extreme rotational speed, so that the first control torque is switched to the second control torque. In other embodiments, the controller can also use the model prediction method to determine the aforementioned time point, that is, by constructing a model characterizing the operating characteristics of the gear train, and predicting the time point for switching from the reverse compensation torque to the first forward compensation torque through the aforementioned model. The aforementioned model can be a physical model or a deep learning model, and no specific analysis will be carried out here.

[0158] In addition to providing the aforementioned control method for the drive motor, the embodiments of the present disclosure also provide a control device for the drive motor. Figure 5 It is a schematic structural diagram of the control device for the drive motor provided by the embodiments of the present disclosure. As Figure 5 shown, the control device 500 for the drive motor provided by the embodiments of the present disclosure includes a road type recognition unit 501 and a control unit 502.

[0159] The road type recognition unit 501 is used to determine whether the current road is a non-bumpy road.

[0160] The control unit 502 is used to determine the compensation torque and determine the control torque based on the compensation torque when the current road is a non-bumpy road and it is determined that the drive motor enters the torque zero-crossing conversion working condition. The control torque is used to control the drive motor to output torque.

[0161] In some embodiments, the road type recognition unit 501 obtains the motion characteristic data of the vehicle suspension, determines the longitudinal movement speed of the vehicle suspension based on the motion characteristic data, and increments the bump accumulation count when the longitudinal speed of the vehicle suspension is greater than the preset calibration speed; subsequently, the road type recognition unit 501 determines that the current road is a non-bumpy road when the bump accumulation count is less than the set count.

[0162] In some embodiments, the road type recognition unit 501 first obtains a road image of the current road captured by a vehicle camera; then processes the road image to determine the road features of the current road; when the road features meet the set features, the road type recognition unit 501 determines that the current road is a non-bumpy road.

[0163] In some embodiments, the road type recognition unit 501 obtains the type identifier of the current road on the high-precision map, and determines that the current road is a non-bumpy road when the type identifier is the target identifier.

[0164] In some embodiments, after detecting that the drive motor enters the torque zero-crossing conversion working condition, the control unit 502 determines a reverse compensation torque, and determines a first control torque based on the reverse compensation torque and the requested torque, where the reverse compensation torque is opposite to the direction of the requested torque; then the control unit 502 detects whether the rotational speed of the drive motor reaches a first extreme rotational speed; when it is determined that the rotational speed of the drive motor reaches the first extreme rotational speed, the control unit 502 determines a first positive compensation torque, and determines a second control torque based on the first positive compensation torque and the requested torque, where the first positive compensation torque is in the same direction as the requested torque.

[0165] In some embodiments, the control unit 502 looks up a first torque compensation data table based on the real-time rotational speed and the requested torque of the drive motor to determine a table-looked-up torque, and uses the table-looked-up torque as the reverse compensation torque; in addition, the control unit 502 determines a first positive compensation torque based on the table-looked-up torque and an anti-shake compensation coefficient, where the anti-shake compensation coefficient is less than 1.

[0166] In some embodiments, after determining the second control torque based on the first positive compensation torque and the requested torque, the control unit 502 detects whether the rotational speed of the drive motor reaches a second extreme rotational speed; in response to detecting that the rotational speed of the drive motor reaches the second extreme rotational speed, the control unit 502 determines a second positive compensation torque, and determines a third control torque based on the first positive compensation torque and the requested torque; where the second positive compensation torque is in the same direction as the requested torque, and the second positive compensation torque is greater than the first positive compensation torque.

[0167] In some embodiments, after the control unit 502 determines that the duration of using the second control torque to control the drive motor reaches a set duration, it determines a second positive compensation torque, and determines a third control torque based on the second positive compensation torque and the requested torque; where the second positive compensation torque is in the same direction as the requested torque, and the second positive compensation torque is greater than the first positive compensation torque.

[0168] In addition to providing the foregoing control method and control device for the drive motor, the embodiments of the present disclosure also provide a drive motor controller. Figure 6It is a schematic structural diagram of a drive motor controller provided by an embodiment of the present disclosure. Specifically, refer to Figure 6 , which shows a schematic structural diagram suitable for implementing the drive motor controller 600 in the embodiments of the present disclosure. Figure 6 The drive motor controller shown is only an example and should not impose any limitations on the functions and scope of use of the embodiments of the present disclosure.

[0169] As Figure 6 shown, the drive motor controller 600 may include a processor 601, which can perform various appropriate actions and processes according to a program stored in a read-only memory ROM 602 or a program loaded from a storage device 608 into a random access memory RAM 603. In the RAM 603, various programs and data required for the operation of the drive motor controller 600 are also stored. The processing device 601, the ROM 602, and the RAM 603 are connected to each other through a bus 604. An input / output I / O interface 605 is also connected to the bus 604.

[0170] Generally, the following devices may be connected to the I / O interface 605: an input device 605 including a speed sensor, an accelerometer, a gyroscope, etc.; an output device 607 including, for example, a liquid crystal display (LCD), a speaker, etc.; a storage device 608 including, for example, a magnetic tape, a hard disk, etc.; and a communication device 609. The communication device 609 may allow the drive motor controller 600 to communicate with other devices wirelessly or wiredly to exchange data. Although Figure 6 shows the drive motor controller 600 having various devices, it should be understood that it is not required to implement or have all the shown devices. More or fewer devices may be alternatively implemented or had.

[0171] Specifically, according to an embodiment of the present disclosure, the process described above with reference to the flowchart can be implemented as a computer software program. For example, an embodiment of the present disclosure includes a computer program product, which includes a computer program carried on a non-transitory computer-readable medium, and the computer program includes program codes for performing the method shown in the flowchart. In such an embodiment, the computer program can be downloaded and installed from a network through the communication device 609, or installed from the storage device 608, or installed from the ROM 602. When the computer program is executed by the processing device 601, the above-mentioned functions defined in the method of the embodiments of the present disclosure are executed.

[0172] It should be noted that the above-mentioned computer-readable medium in the present disclosure can be a computer-readable signal medium, a computer-readable storage medium, or any combination of the two. The computer-readable storage medium can be, for example, but not limited to, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination of the above. More specific examples of the computer-readable storage medium can include, but are not limited to: an electrical connection with one or more wires, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the above. In the present disclosure, the computer-readable storage medium can be any tangible medium that contains or stores a program, and this program can be used by or in combination with an instruction execution system, apparatus, or device. In the present disclosure, the computer-readable signal medium can include a data signal propagated in a baseband or as part of a carrier wave, which carries computer-readable program code. Such a propagated data signal can take various forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination of the above. The computer-readable signal medium can also be any computer-readable medium other than the computer-readable storage medium, and this computer-readable signal medium can send, propagate, or transmit a program for use by or in combination with an instruction execution system, apparatus, or device. The program code contained on the computer-readable medium can be transmitted using any appropriate medium, including but not limited to: wires, optical cables, RF (radio frequency), etc., or any suitable combination of the above.

[0173] In some embodiments, the client and the server can communicate using any currently known or future-developed network protocol such as HTTP (HyperText Transfer Protocol), and can be interconnected with digital data communication in any form or medium (e.g., a communication network). Examples of communication networks include local area networks ("LANs"), wide area networks ("WANs"), the Internet (e.g., the Internet), and end-to-end networks (e.g., ad hoc end-to-end networks), as well as any currently known or future-developed networks.

[0174] The above-mentioned computer-readable medium can be included in the above-mentioned computing device; it can also exist separately and not be assembled into the computing device.

[0175] The above computer-readable medium carries one or more programs, which, when executed by the computing device, cause the computing device to: when it is determined that the current road is a non-bumpy road, identify whether the drive motor enters a torque zero-crossing conversion condition; when the drive motor enters the torque zero-crossing conversion condition, determine a compensation torque and determine a control torque based on the compensation torque, and the control torque is used to control the drive motor to output torque.

[0176] Computer program code for performing the operations of the present disclosure may be written in one or more programming languages or combinations thereof. The programming languages include, but are not limited to, object-oriented programming languages such as Java, Smalltalk, C++, and also include conventional procedural programming languages such as the "C" language or similar programming languages. The program code may execute entirely on the tester's computer, partially on the tester's computer, execute as a stand-alone software package, execute partially on the tester's computer and partially on a remote computer, or execute entirely on a remote computer or server. In the case of a remote computer, the remote computer may be connected to the tester's computer through any type of network, including a local area network (LAN) or a wide area network (WAN), or may be connected to an external computer (for example, by using an Internet service provider to connect through the Internet).

[0177] The flowcharts and block diagrams in the accompanying drawings illustrate the possible architectures, functions, and operations of systems, methods, and computer program products according to various embodiments of the present disclosure. In this regard, each block in the flowchart or block diagram may represent a module, a program segment, or a part of code that contains one or more executable instructions for implementing the specified logical function. It should also be noted that in some alternative implementations, the functions marked in the blocks may occur in a different order than marked in the accompanying drawings. For example, two consecutive blocks shown may actually be executed substantially in parallel, and they may sometimes be executed in the reverse order, depending on the functions involved. It should also be noted that each block in the block diagram and / or flowchart, and the combination of blocks in the block diagram and / or flowchart, may be implemented by a dedicated hardware-based system for performing the specified functions or operations, or may be implemented by a combination of dedicated hardware and computer instructions.

[0178] The units involved in the embodiments described in the present disclosure may be implemented in software or in hardware. In some cases, the name of the unit does not constitute a limitation on the unit itself.

[0179] The functions described above in this document can be performed, at least in part, by one or more hardware logic components. For example, without limitation, exemplary types of hardware logic components that can be used include: Field Programmable Gate Arrays (FPGAs), Application Specific Integrated Circuits (ASICs), Application Specific Standard Products (ASSPs), Systems on a Chip (SOCs), Complex Programmable Logic Devices (CPLDs), and so on.

[0180] In the context of this disclosure, a machine-readable medium can be a tangible medium that can contain or store a program for use by or in connection with an instruction execution system, apparatus, or device. A machine-readable medium can be a machine-readable signal medium or a machine-readable storage medium. A machine-readable medium can include, but is not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatus, or devices, or any suitable combination of the foregoing. More specific examples of a machine-readable storage medium would include an electrical connection based on one or more wires, a portable computer disk, a hard disk, a Random Access Memory (RAM), a Read-Only Memory (ROM), an Erasable Programmable Read-Only Memory (EPROM or Flash memory), an optical fiber, a portable Compact Disc Read-Only Memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing.

[0181] Embodiments of this disclosure also provide a computer-readable storage medium storing a computer program that, when executed by a processor, can implement the methods of any of the foregoing method embodiments. Their execution manners and beneficial effects are similar and will not be elaborated here.

[0182] Embodiments of this disclosure also provide a vehicle. The vehicle includes a drive motor, a gear train disposed on the output side of the drive motor, and the aforementioned controller.

[0183] It should be noted that in this document, relational terms such as "first" and "second" are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any actual relationship or order between these entities or operations. Moreover, the term "comprising", "including" or any other variation thereof is intended to cover non-exclusive inclusion, such that a process, method, article, or device comprising a series of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article, or device. Without further limitation, an element defined by the statement "comprising an..." does not exclude the presence of additional identical elements in the process, method, article, or device comprising the element.

[0184] The above are only specific embodiments of the present disclosure, enabling those skilled in the art to understand or implement the present disclosure. Various modifications to these embodiments will be obvious to those skilled in the art, and the general principles defined herein can be implemented in other embodiments without departing from the spirit or scope of the present disclosure. Therefore, the present disclosure will not be limited to these embodiments described herein, but rather will be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A control method for a drive motor, characterized in that, Including: When it is determined that the current road is a non-bumpy road, identify whether the drive motor enters the torque zero-crossing conversion condition; When the drive motor enters the torque zero-crossing conversion condition, determine a compensation torque and determine a control torque based on the compensation torque, where the control torque is used to control the drive motor to output torque.

2. The control method according to claim 1, characterized in that, The determination that the current road is a non-bumpy road includes: Obtain the motion characteristic data of the vehicle suspension, and determine the longitudinal movement speed of the vehicle suspension based on the motion characteristic data; When the longitudinal speed of the vehicle suspension is greater than a preset calibration speed, increment the bump accumulation count by one; When the bump accumulation count is still less than a set number, determine that the current road is a non-bumpy road.

3. The control method according to claim 1, characterized in that, The determination that the current road is a non-bumpy road includes: Obtain the road image of the current road captured by the vehicle camera; Process the road image to determine the road characteristics of the current road; When the road characteristics conform to the set characteristics, determine that the current road is a non-bumpy road.

4. The control method according to claim 1, characterized in that, The determination that the current road is a non-bumpy road includes: Obtain the type identifier of the current road on the high-precision map, and determine that the current road is a non-bumpy road when the type identifier is the target identifier.

5. The control method according to any one of claims 1-4, characterized in that, The determination that the drive motor enters the torque zero-crossing conversion condition, determining the compensation torque and determining the control torque based on the compensation torque includes: When the drive motor enters the torque zero-crossing conversion condition, determine a reverse compensation torque, and determine a first control torque based on the reverse compensation torque and the requested torque, where the reverse compensation torque is in the opposite direction to the requested torque; Detect whether the rotational speed of the drive motor reaches a first extreme rotational speed; In response to detecting that the rotational speed of the drive motor reaches the first extreme rotational speed, determine a first positive compensation torque, and determine a second control torque based on the first positive compensation torque and the requested torque, where the first positive compensation torque is in the same direction as the requested torque.

6. The control method according to claim 5, characterized in that, The determination of the reverse compensation torque includes: Look up a first torque compensation data table based on the real-time rotational speed of the drive motor and the requested torque to determine a table-looked-up torque, and use the table-looked-up torque as the reverse compensation torque; The determination of the first positive compensation torque includes: determining the first positive compensation torque based on the table-looked-up torque and an anti-shake compensation coefficient, where the anti-shake compensation coefficient is less than 1.

7. The control method according to claim 5, characterized in that, After determining the second control torque based on the first positive compensation torque and the requested torque, the method further includes: Detect whether the rotational speed of the drive motor reaches a second extreme rotational speed; In response to detecting that the rotational speed of the drive motor reaches the second extreme rotational speed, determine a second positive compensation torque, and determine a third control torque based on the first positive compensation torque and the requested torque; Where the second positive compensation torque is in the same direction as the requested torque, and the second positive compensation torque is greater than the first positive compensation torque.

8. The control method according to claim 5, characterized in that, After determining the second control torque based on the first positive compensation torque and the requested torque, the method further includes: After determining that the duration of controlling the drive motor with the second control torque reaches a set duration, determine a second positive compensation torque, and determine a third control torque based on the second positive compensation torque and the requested torque; wherein the direction of the second positive compensation torque is the same as that of the requested torque, and the second positive compensation torque is greater than the first positive compensation torque.

9. A control device for a drive motor, characterized in that, Comprising: A road type identification unit for determining whether the current road is a non-bumpy road; A control unit for determining a compensation torque and determining a control torque based on the compensation torque for controlling the drive motor to output torque when the current road is a non-bumpy road and it is determined whether the drive motor enters a torque zero-crossing conversion condition.

10. A drive motor controller, characterized in that, Comprising a processor and a memory, the memory is used for storing a computer program; When the computer program is loaded by the processor, the processor is caused to execute the control method of the drive motor according to any one of claims 1-8.

11. A vehicle, characterized in that, Comprising a drive motor, a gear transmission system arranged at the output end of the drive motor, and a motor controller according to claim 10.

12. A computer-readable storage medium, characterized in that, The storage medium stores a computer program, and when the computer program is executed by a processor, the processor is caused to implement the control method of the drive motor according to any one of claims 1-8.

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