Motor zero-crossing control method, system, equipment and medium

Abstract

The invention relates to a motor zero-crossing control method, system and device and a medium. The method comprises the steps that the working condition of a motor is monitored; when the motor enters the zero-crossing working condition, the accelerator opening degree, the accelerator opening degree change rate, the motor rotating speed and the vehicle speed of the vehicle are obtained; according to the rotating speed of the motor and a pre-obtained inter-tooth gap, calculating zero-crossing torque withdrawal duration; according to the accelerator opening degree, the accelerator opening degree change rate and the vehicle speed, the zero-crossing torque withdrawal moment and the zero-crossing torque withdrawal torque of the motor are determined; and under the zero-crossing working condition, the motor is controlled to operate according to the zero-crossing torque withdrawal torque and the zero-crossing torque withdrawal duration at the zero-crossing torque withdrawal moment. The method is suitable for vehicles with various driving forms, and the driving smoothness and comfort can be remarkably improved.

Description

Technical Field

[0001] This application relates to the field of intelligent driving and control technologies, and particularly to a method, system, device, and medium for motor zero-crossing control. Background Art

[0002] In the field of automotive intelligent driving and control, due to the characteristics of motors such as high torque at low speeds and quiet operation, their advantages in power performance and economy are favored by the market. However, when the power transmission system of a vehicle motor undergoes rapid acceleration or deceleration, the motor torque passing through zero can cause knocking sounds and jerks in the gear clearance, that is, there will be an obvious sense of jitter when transitioning from regenerative torque to driving torque or vice versa, seriously affecting the driving experience. Existing technologies usually solve this problem by slowing down the torque change rate, but this approach will lead to problems such as delayed power response and non-linear acceleration, and cannot meet the requirements of both driving smoothness and responsiveness at the same time. Therefore, a new method for motor zero-crossing control is needed to solve the knocking and jerk problems of the motor during zero-crossing. Summary of the Invention

[0003] In view of the above-mentioned disadvantages of the prior art, the purpose of the present invention is to provide a method, system, device, and medium for motor zero-crossing control, which is used to solve the problems of vehicle jamming and poor smoothness during rapid acceleration or deceleration of a vehicle in the prior art.

[0004] To achieve the above and other related purposes, the present invention provides a method, system, device, and medium for motor zero-crossing control, which is applied to the field of automotive intelligent driving and control. The method includes: monitoring the operating conditions of the motor; when the motor enters the zero-crossing operating condition, obtaining the throttle opening, throttle opening change rate, motor speed, and vehicle speed of the vehicle; calculating the zero-crossing torque removal duration according to the motor speed and the pre-obtained tooth clearance; determining the zero-crossing torque removal moment and zero-crossing torque removal torque of the motor according to the throttle opening, the throttle opening change rate, and the vehicle speed; and controlling the motor to operate at the zero-crossing torque removal moment according to the zero-crossing torque removal torque and the zero-crossing torque removal duration under the zero-crossing operating condition.

[0005] In an embodiment of the present invention, the zero-crossing torque removal duration is calculated according to the following formula: where h is the zero-crossing torque removal duration, S interval is the tooth clearance, and n is the motor speed.

[0006] In an embodiment of the present invention, the step of determining the zero-crossing torque removal moment and the zero-crossing torque removal torque of the motor according to the throttle opening, the throttle opening change rate, and the vehicle speed includes: determining a first torque removal moment according to the throttle opening change rate and the vehicle speed; determining a second torque removal moment according to the throttle opening and the vehicle speed; determining the zero-crossing torque removal moment through the first torque removal moment and the second torque removal moment; and determining the zero-crossing torque removal torque based on the throttle opening change rate and a preset calibration value.

[0007] In an embodiment of the present invention, the zero-crossing torque removal moment is calculated according to the following formula: T = K I ·T θ1 +K P ·T θ2 ; where T is the zero-crossing torque removal moment, K P is the normalized value of the current throttle opening, K P ∈[0,1], K I is the current throttle opening change rate, T θ1 is the first torque removal moment, and T θ2 is the second torque removal moment.

[0008] In an embodiment of the present invention, the step of determining the zero-crossing torque removal torque based on the throttle opening change rate and a preset calibration value includes: when the throttle opening change rate is less than the preset calibration value, taking a preset first torque as the zero-crossing torque removal torque; when the throttle opening change rate is greater than or equal to the preset calibration value, taking a preset second torque as the zero-crossing torque removal torque.

[0009] In an embodiment of the present invention, the motor zero-crossing control method further includes: when the motor finishes the zero-crossing condition, obtaining the first throttle opening, the first throttle opening change rate, and the first vehicle speed of the vehicle; calculating the torque change rate according to the first throttle opening, the first throttle opening change rate, and the first vehicle speed; and controlling the motor to operate by loading according to the torque change rate.

[0010] In an embodiment of the present invention, the step of calculating the torque change rate according to the first throttle opening, the first throttle opening change rate, and the first vehicle speed includes: determining a first torque change rate according to the first throttle opening change rate and the first vehicle speed; determining a second torque change rate according to the first throttle opening and the first vehicle speed; and performing a weighted calculation on the first torque change rate and the second torque change rate to obtain the torque change rate.

[0011] In an embodiment of the present invention, a motor zero-crossing control system is further provided. The system includes: a working condition monitoring module for monitoring the working condition of the motor; a vehicle parameter acquisition module for acquiring the throttle opening, throttle opening change rate, motor speed, and vehicle speed of the vehicle when the motor enters the zero-crossing working condition; a zero-crossing torque removal duration calculation module for calculating the zero-crossing torque removal duration according to the motor speed and the pre-obtained tooth clearance; a zero-crossing torque removal moment and torque determination module for determining the zero-crossing torque removal moment and zero-crossing torque removal torque of the motor according to the throttle opening, the throttle opening change rate, and the vehicle speed; and a torque removal control module for controlling the motor to operate at the zero-crossing torque removal moment according to the zero-crossing torque removal torque and the zero-crossing torque removal duration.

[0012] In an embodiment of the present invention, a vehicle-mounted device is further provided, including: one or more processors; a storage device for storing one or more programs, which, when executed by the one or more processors, cause the vehicle-mounted device to implement any one of the above motor zero-crossing control methods.

[0013] In an embodiment of the present invention, a computer-readable storage medium is further provided, on which a computer program is stored. When the computer program is executed by a processor of a computer, the computer is caused to execute any one of the above motor zero-crossing control methods.

[0014] As described above, a motor zero-crossing control method, system, device, and medium of the present invention have the following beneficial effects: When the motor is in the zero-crossing working condition, the smooth switching of the gear contact surface between the driving wheel and the driven wheel of the vehicle is achieved by torque removal, effectively avoiding the gear knocking sound and the whole vehicle jerks that occur when the motor torque passes through zero, and significantly improving the driving smoothness and comfort; at the same time, the zero-crossing torque removal duration, zero-crossing torque removal moment, and zero-crossing torque removal torque of the motor are determined according to the throttle opening, throttle opening change rate, motor speed, and vehicle speed of the vehicle, making the zero-crossing control of the motor faster and more accurate; in addition, the present invention does not distinguish the driving forms of electric vehicles, and is applicable to vehicles driven by single motors, dual motors, triple motors, or quadruple motors, as well as hybrid vehicle models. Moreover, after the vehicle has been used for a long time, a good driving experience can still be maintained, with wide applicability and adaptability, better meeting the driving needs of drivers and significantly improving the overall driving experience of users. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] Figure 1 It is a schematic flow chart of the motor zero-crossing control method provided by the embodiment of the present invention;

[0016] Figure 2 It is a structural block diagram of the motor zero-crossing control system provided by an embodiment of the present invention;

[0017] Figure 3Shown is a schematic structural diagram of a vehicle-mounted device according to an embodiment of the present invention. Detailed implementation manners

[0018] The following uses specific specific examples to illustrate the implementation manners of the present invention. Those skilled in the art can easily understand other advantages and effects of the present invention from the content disclosed in this specification. The present invention can also be implemented or applied through other different specific implementation manners. Various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of the present invention. It should be noted that, without conflict, the following embodiments and the features in the embodiments can be combined with each other.

[0019] It should be noted that the diagrams provided in the following embodiments only schematically illustrate the basic concept of the present invention. Therefore, only the components related to the present invention are shown in the diagrams, rather than being drawn according to the number, shape, and size of the components in actual implementation. The types, quantities, and proportions of the components in actual implementation can be arbitrarily changed, and the component layout type may also be more complex.

[0020] In the following description, a large number of details are explored to provide a more thorough explanation of the embodiments of the present invention. However, it is obvious to those skilled in the art that the embodiments of the present invention can be implemented without these specific details. In other embodiments, well-known structures and devices are shown in the form of block diagrams rather than in detail to avoid making the embodiments of the present invention difficult to understand.

[0021] The present invention provides a motor zero-crossing control method, which monitors the working conditions of the vehicle motor. When it is detected that the motor enters the zero-crossing working condition, the throttle opening, throttle opening change rate, motor speed, and vehicle speed of the vehicle at this moment are obtained. First, the zero-crossing torque removal duration is calculated using the motor speed and tooth gap of the vehicle. Then, the zero-crossing torque removal moment and zero-crossing torque removal torque of the motor are determined according to the throttle opening, throttle opening change rate, and vehicle speed of the vehicle. Finally, in the zero-crossing working condition, the motor is controlled to operate at the zero-crossing torque removal moment according to the zero-crossing torque removal torque and zero-crossing torque removal duration.

[0022] Please refer to Figure 1 , which shows a flowchart of the motor zero-crossing control method in an exemplary embodiment of the present application, including the following steps:

[0023] S1, monitor the working conditions of the motor.

[0024] The torque zero-crossing phenomenon is a basic common problem that all new energy vehicles have to face when driving. When the driving torque in the vehicle's forward direction is positive, the regenerative torque is negative. When the driver steps on the accelerator pedal, the positive torque drives the motor to rotate forward. When the driver releases the accelerator pedal, the vehicle is in the energy regeneration mode, and the driving motor responds to the negative torque to recover energy. Thus, the positive and negative changes in torque are generated in the driving motor. This process of positive and negative changes in torque of the driving motor is called the torque zero-crossing phenomenon.

[0025] The method of the present invention can be applied to the zero-crossing control process of the driving motor of an electric vehicle, without distinguishing the driving form of the electric vehicle. In a preferred embodiment, the driving forms of the vehicle include: single-motor driven vehicle, front and rear dual-motor driven vehicle, three-motor driven vehicle, four-motor driven vehicle, and hybrid vehicle model. Those skilled in the art can select a suitable driving form according to the actual situation.

[0026] In a preferred embodiment of the present invention, taking a single-motor driven vehicle as an example, the operating states of the motor are the regeneration state and the driving state. When the vehicle is in the coasting state or the braking state, the motor torque is a negative torque. At this time, when the driver steps on the accelerator pedal, it is determined that the motor is in the regeneration-to-driving state at this time, and the motor will load from the negative torque to 0 Nm torque. This process is the first zero-crossing condition of the motor. When the vehicle is in the driving state, that is, the torque of the motor is a positive torque. At this time, when the driver releases or does not completely release the accelerator pedal, it can be confirmed that the motor is in the driving-to-regeneration state at this time, and the motor will retract the torque from the positive torque to 0 Nm torque. This process is another zero-crossing condition of the motor. In order to be able to determine in time that the vehicle is about to enter the zero-crossing condition, it is necessary to obtain the operating condition of the motor in real time during the vehicle operation process.

[0027] Further, in an embodiment of the present invention, the vehicle's vehicle controller monitors the operating condition of the motor by judging the current driver's driving demand and purpose based on the current torque of the motor and the overall demand torque of the driver. For example: when the current motor is in the regeneration state and the driver steps on the accelerator to a certain extent, but the total torque is still the regeneration torque. In this case, since there is no tendency of torque zero-crossing, the motor will not be loaded according to the method used in the present invention, but will still be loaded according to the original torque; only when the driver's intention is from the regeneration state to the driving state or from the driving state to the regeneration state, will it enter the zero-crossing control.

[0028] S2. When the motor enters the zero-crossing condition, obtain the throttle opening, throttle opening change rate, motor speed, and vehicle speed of the vehicle.

[0029] When it is monitored that the vehicle enters the zero-crossing condition, obtain the throttle opening, throttle opening change rate, motor speed, and vehicle speed at this time. The above parameters will be applied to the subsequent zero-crossing control of the motor.

[0030] S3. Calculate the zero-crossing torque removal duration based on the motor speed and the pre-obtained tooth gap.

[0031] Specifically, in an embodiment of the present invention, the zero-crossing torque removal duration is calculated according to the following formula:

[0032] where h is the zero-crossing torque removal duration (s), S interval is the tooth gap (rad), and n is the motor speed (rpm).

[0033] The tooth gap is pre-obtained and stored in the storage device of the vehicle. In a preferred embodiment of the present invention, the tooth gap is obtained through self-learning based on historical motor operating condition data. The vehicle can automatically perform self-learning at a set period, or the tooth gap can be obtained by manually starting self-learning. The newly obtained tooth gap will overwrite and update the existing tooth gap, so as to ensure that the driving experience of the vehicle will not deteriorate due to wear and change of the tooth gap after the vehicle has been used for a long time or has a large mileage.

[0034] Furthermore, the tooth gap can be obtained through the following self-learning process:

[0035] First, obtain the electrical angle of the motor.

[0036] Obtain the electrical angle according to historical motor operating condition data, or measure the electrical angle.

[0037] (1) Obtain the electrical angle according to historical motor operating condition data: Extract the first resolver angle sequence and the first speed sequence when the motor operates in the first torque sequence pre-obtained, and extract the second resolver angle sequence and the second speed sequence when the motor operates in the second torque sequence pre-obtained, and calculate the difference between the first resolver angle sequence and the second resolver angle sequence to obtain the resolver angle difference sequence. Calculate the average value of the resolver angle difference sequence and use the average value as the electrical angle of the tooth gap.

[0038] (2)Obtain the electrical angle based on self - learning measurement: Self - learning can be carried out when there is no one in the in - vehicle live detection and the power is off. The motor is controlled to power on for testing to obtain the first resolver angle sequence and the first speed sequence when the motor runs with the first torque sequence, and the second resolver angle sequence and the second speed sequence when the motor runs with the second torque sequence. This step is completed by the vehicle according to the set program: When self - learning is required, the vehicle's vehicle controller, motor, and battery system are awakened through the network. The vehicle controller controls the motor to run according to the first torque sequence, preferably with values: - 5 Nm, - 10 Nm, - 20 Nm, - 30 Nm, to obtain the corresponding first resolver angle sequence and the first speed sequence. Then, the motor is controlled to run according to the second torque sequence, preferably with the torque sequence: 5 Nm, 10 Nm, 20 Nm, 30 Nm, to obtain the corresponding second resolver angle sequence and the second speed sequence. The measured data will be transmitted to the vehicle controller through the controller area network. To ensure the detection efficiency, this test process is controlled within 20 seconds. Among them, the number of the first torque sequence is the same as the length of the second torque sequence. The vehicle controller calculates the difference between the first resolver angle sequence and the second resolver angle sequence to obtain the resolver angle difference sequence, calculates the average value of the resolver angle difference sequence, and takes the average value as the electrical angle of the tooth gap.

[0039] Secondly, calculate the mechanical angle difference based on the electrical angle and the number of pole pairs of the motor.

[0040] The number of pole pairs of the motor is a parameter calibrated at the time of vehicle factory. The mechanical angle difference is calculated according to the following formula based on the electrical angle and the number of pole pairs: where θ Δ is the mechanical angle difference, λ is the electrical angle, and P is the number of pole pairs of the motor.

[0041] Finally, input the mechanical angle difference, the first speed sequence, and the second speed sequence into the pre - trained self - learning model to obtain the tooth gap between the vehicle's driving wheel and the driven wheel.

[0042] Input the mechanical angle difference, the first speed sequence, and the second speed sequence into the pre - trained self - learning model. The output of the self - learning model is the tooth gap. Among them, the training model used in the self - learning model of the present invention is not limited, and those skilled in the art can select the corresponding neural network model according to actual needs.

[0043] S4. Determine the zero - crossing torque - removal moment and the zero - crossing torque - removal torque of the motor according to the throttle opening, the throttle opening change rate, and the vehicle speed.

[0044] Generally, the extreme point at which the rotational speed of the motor rises from or drops to, that is, the moment when the torque of the motor changes from non - negative to 0, is used as the calibrated vehicle torque - removal reference point. However, due to control delay, it is best to advance 1 to 2 machine cycles forward as the starting point. Additionally, in actual tests, when the motor torque is close to 0, it is vulnerable to the interference of the overall vehicle jitter, and it is extremely easy to generate frequent extreme points of the motor rotational speed. At the same time, at low vehicle speeds, the vibration and noise are small, and the knocking sound during gear - face commutation is significantly higher than that at high vehicle speeds. Therefore, the present invention selects the vehicle speed that is more easily perceptible to the driver as the reference value for determining the zero - crossing torque - removal torque and the zero - crossing torque - removal duration. On the other hand, the throttle opening and the throttle opening change rate can reflect whether the driver expects to accelerate with a large throttle or a small throttle, whether to slowly apply the throttle or quickly apply the throttle, and whether to slowly reduce the throttle or quickly release the throttle under zero - crossing conditions. This also reflects the different requirements for the motor torque under different expectations in zero - crossing conditions. Therefore, under zero - crossing conditions, the vehicle speed, the throttle opening size, and the throttle opening change rate are selected to comprehensively determine the zero - crossing torque - removal moment and the zero - crossing torque - removal torque.

[0045] Specifically, in an embodiment of the present invention, the steps of determining the zero - crossing torque - removal moment and the zero - crossing torque - removal torque of the motor according to the throttle opening, the throttle opening change rate, and the vehicle speed include:

[0046] First, determine the first torque - removal moment according to the throttle opening change rate and the vehicle speed.

[0047] Before the vehicle leaves the factory, pre - calibrate the corresponding relationship between the first torque - removal moment and the throttle opening change rate and the vehicle speed, as shown in Table 1. Under zero - crossing conditions, use the throttle opening change rate and the vehicle speed already obtained by the vehicle to determine the first torque - removal moment by referring to Table 1. If the first torque - removal moment cannot be directly obtained from Table 1, then calculate the corresponding first torque - removal moment using the following linear interpolation formula according to the interval where the throttle opening change rate is located and the interval where the vehicle speed is located:

[0048] where y is the first torque - removal moment, r1 and r2 are the interval values of the throttle opening change rate in the table row labels, r1 < r2, v1 and v2 are the interval values of the vehicle speed in the table column labels, v1 < v2, y 11 、y 12 、y 21 、y 22 are the known torque - removal moment values in the table, r is the current throttle opening change rate, and v is the current vehicle speed.

[0049] Table 1 Corresponding relationship table between the first torque - removal moment and the throttle opening change rate and the vehicle speed

[0050]

[0051] For example: If the obtained throttle opening change rate and vehicle speed are (60% / s, 50 km / h), then r is 60% / s, v is 50 km / h, r1 is 50% / s, r2 is 100% / s, which are the interval values of the throttle opening change rate in the row label, v1 is 25 km / h, v2 is 60 km / h, which are the interval values of the vehicle speed in the column label. y 11 , y 12 , y 21 , y 22 are the known torque release moment values in 4 tables within the table corresponding to the four interval values of r1, r2, v1, and v2, y 11 is 2, y 12 is 0.5, y 21 is 1, y 22 is 0. Substituting into the formula gives:

[0052] The obtained value is accurate to two decimal places. After rounding, y is 0.93, which means that at a vehicle speed of 60% / s and a throttle opening change rate of 50 km / h, the corresponding first torque release moment is 0.93 s before the torque is 0.

[0053] Secondly, determine the second torque release moment according to the throttle opening and vehicle speed.

[0054] Before the vehicle leaves the factory, pre-calibrate the corresponding relationship between the second torque release moment and the throttle opening and vehicle speed, as shown in Table 1. Use the throttle opening and vehicle speed obtained by the vehicle to determine the second torque release moment by referring to the following table. Among them, if the second torque release moment cannot be directly obtained from the following table, calculate the corresponding second torque release moment according to the interval where the throttle opening is located and the interval where the vehicle speed is located using the linear interpolation formula.

[0055] Table 2 Corresponding relationship table between the second torque release moment and the throttle opening and vehicle speed

[0056]

[0057] Then, determine the zero-crossing torque release moment through the first torque release moment and the second torque release moment. Further, in an embodiment of the present invention, the zero-crossing torque release moment is calculated according to the following formula:

[0058] T = K I ·T θ1 + K P ·T θ2 ; where T is the zero-crossing torque release moment, K P is the normalized value of the current throttle opening, K P ∈[0, 1], K I is the current throttle opening change rate, T θ1 is the first torque release moment, Tθ2 is the second torsional moment of release.

[0059] The normalization process of the throttle opening is as follows: taking the fully released throttle as the minimum value, the fully depressed throttle as the maximum value, and the intermediate throttle openings are all calculated to obtain the normalized value according to the following normalization formula: where x min is the minimum value of the throttle opening, x max is the maximum value of the throttle opening, x is the current throttle opening, and x norm is the normalized value of the current throttle opening. Therefore, the throttle opening K P always ranges from [0, 1].

[0060] Finally, the zero-crossing torsional moment of release is determined based on the throttle opening change rate and the preset calibration value.

[0061] (1) When the throttle opening change rate is less than the preset calibration value, the preset first torque is used as the zero-crossing torsional moment of release;

[0062] When the throttle opening change rate is less than the preset calibration value, it means that the driver depresses the throttle pedal with a small amplitude at this time and hopes that the vehicle can accelerate, but does not need to quickly increase the speed in a short time. Therefore, a large value of the zero-crossing torsional moment of release is not required at this time. In a preferred embodiment of the present invention, the selected zero-crossing torsional moment of release is 0 Nm.

[0063] (2) When the throttle opening change rate is greater than or equal to the preset calibration value, the preset second torque is used as the zero-crossing torsional moment of release.

[0064] When the throttle opening change rate is greater than or equal to the preset calibration value, it means that the driver depresses the throttle pedal with a large amplitude at this time and hopes that the vehicle can accelerate in a short time. Therefore, a relatively large value of the zero-crossing torsional moment of release is selected at this time. In a preferred embodiment of the present invention, the value of the selected zero-crossing torsional moment of release is any value between 2 Nm and 6 Nm.

[0065] S5. Control the motor to operate at the zero-crossing torsional moment of release according to the zero-crossing torsional moment of release and the zero-crossing torsional moment duration of release.

[0066] After determining the zero-crossing torque removal moment, the zero-crossing torque removal torque, and the zero-crossing torque removal duration of the motor, that is, at the zero-crossing torque removal moment, the motor operates according to the zero-crossing torque removal torque and the zero-crossing torque removal duration. No matter which of the two zero-crossing conditions it is, at the moment when the zero-crossing torque removal operation ends, the torque of the motor will slightly exceed 0. At this time, the driving wheels and driven wheels of the vehicle will realize the switching of the gear contact surface due to the torque exceeding 0, and there is enough torque to tightly press the transmission link after switching, so that there will be no large rotational speed rebound in the transmission link, and at the same time, there is no sense of jerk during the switching process. Since the entire zero-crossing process of the present invention is controlled within 200 ms, which is less than the 250 ms required for human perception, the entire vehicle zero-crossing control process and the tiny jitter that occur are also difficult to detect, thus achieving smooth and jerk-free zero-crossing control.

[0067] Further, in an embodiment of the present invention, the motor zero-crossing control method further includes:

[0068] First, when the motor finishes the zero-crossing condition, obtain the first throttle opening, the first throttle opening change rate, and the first vehicle speed of the vehicle;

[0069] When the vehicle completes zero-crossing, if the torque is loaded too slowly, it will cause the rotational speed of the motor to have no loading force after switching and result in a rotational speed rebound phenomenon, which instead triggers the oscillation of the entire system. Therefore, the torque change rate after zero-crossing is set to be actually calibrated according to the calibration table. The torque loaded after torque removal needs to be related to the throttle opening, the throttle change rate, and the vehicle speed. During the calibration process, first, it is necessary to consider that the loaded torque change can prevent a large torque rebound after the motor switches, and at the same time, there should be sufficient differences at different throttle openings and throttle change rates. Therefore, to better achieve the acceleration or deceleration process after zero-crossing, when the zero-crossing condition ends, re-obtain the first throttle opening, the first throttle opening change rate, and the first vehicle speed of the vehicle, and judge the driver's demand for vehicle response based on the above three parameters to perform the acceleration response performance expected by the driver.

[0070] Second, calculate the torque change rate based on the first throttle opening, the first throttle opening change rate, and the first vehicle speed;

[0071] Further, in an embodiment of the present invention, the step of calculating the torque change rate based on the first throttle opening, the first throttle opening change rate, and the first vehicle speed includes:

[0072] (1) Determine the first torque change rate according to the first throttle opening change rate and the first vehicle speed;

[0073] Before the vehicle leaves the factory, pre-calibrate the corresponding relationship between the first torque change rate and the first throttle opening change rate and the first vehicle speed, as shown in Table 3.

[0074] Determine the first torque change rate according to the first throttle opening change rate and the first vehicle speed with reference to the following table. When the first torque change rate cannot be directly obtained from the table, calculate the corresponding first torque change rate value according to the linear interpolation formula.

[0075] Table 3 Corresponding Relationship Table of the First Torque Change Rate, the First Throttle Opening Change Rate and the First Vehicle Speed

[0076]

[0077] (2) Determine the second torque change rate according to the first throttle opening and the first vehicle speed;

[0078] Before the vehicle leaves the factory, pre-calibrate the corresponding relationship between the second torque change rate and the first throttle opening and the first vehicle speed, as shown in Table 4. Determine the second torque change rate according to the first throttle opening and the first vehicle speed with reference to the following table. When the second torque change rate cannot be directly obtained from the table, calculate the corresponding second torque change rate according to the linear interpolation formula.

[0079] Table 4 Corresponding Relationship Table of the Second Torque Change Rate, the First Throttle Opening and the First Vehicle Speed

[0080]

[0081] For example: If the obtained first throttle opening and first vehicle speed are (60%, 50 km / h), then r is 60%, v is 50 km / h, r1 = r2 is 60%, that is, the interval value of the first throttle opening in the row label, v1 is 25 km / h, and v2 is 60 km / h, that is, the interval value of the first vehicle speed in the column label. y 11 、y 12 、y 21 、y 22 are the 4 known second torque change rates in the 4 tables in the table corresponding to the four interval values of r1, r2, v1 and v2. At this time, y 11 = y 12 is 6000, y 21 = y 22 is 6500, and the linear interpolation formula is then transformed into: Substitute into the linear interpolation formula as: The obtained value is accurate to two decimal places after the decimal point, and y is obtained as 6357.14 after rounding, which means that when the vehicle speed is 60% / s and the throttle opening change rate is 50 km / h, the corresponding second torque change is a torque of 6357.14 Nm / s.

[0082] (3) Perform weighted calculation on the first torque change rate and the second torque change rate to obtain the torque change rate.

[0083] After obtaining the first torque change rate and the second torque change rate, weighted calculation is used to finally obtain the torque change rate after the motor passes through zero. The purpose of obtaining the first torque change rate and the second torque change rate separately is to be able to simultaneously refer to the vehicle speed, throttle opening change rate, and throttle opening after the zero-crossing condition, so that the torque change rate finally used for loading can be more reasonable and more in line with the driver's driving intention at this time.

[0084] As Figure 2 shown, the motor torque zero-crossing control system 200 includes: a working condition monitoring module 210, a vehicle parameter acquisition module 220, a zero-crossing torque removal duration calculation module 230, a zero-crossing torque removal moment and torque determination module 240, and a torque removal control module 250. Among them, the working condition monitoring module 210 is used to monitor the working condition of the motor; the vehicle parameter acquisition module 220 is used to acquire the throttle opening, throttle opening change rate, motor speed, and vehicle speed of the vehicle when the motor enters the zero-crossing condition; the zero-crossing torque removal duration calculation module 230 is used to calculate the zero-crossing torque removal duration according to the motor speed and the pre-obtained tooth clearance; the zero-crossing torque removal moment and torque determination module 240 is used to determine the zero-crossing torque removal moment and zero-crossing torque removal torque of the motor according to the throttle opening, the throttle opening change rate, and the vehicle speed; the torque removal control module 250 is used to control the motor to operate at the zero-crossing torque removal moment according to the zero-crossing torque removal torque and the zero-crossing torque removal duration under the zero-crossing condition.

[0085] For the specific limitations of the motor torque zero-crossing control system, reference can be made to the limitations on the motor zero-crossing control method in the above text, which will not be elaborated here. Each module in the above motor torque zero-crossing control system can be implemented in whole or in part through software, hardware, and their combinations.

[0086] The above-mentioned modules can be embedded in the processor of the computer device in a hardware format or independent of it, or stored in the memory of the computer device in a software format, so as to facilitate the processor to call the corresponding operations of the above-mentioned modules.

[0087] It should be noted that in order to highlight the innovative part of the present invention, modules that are not closely related to solving the technical problems proposed by the present invention are not introduced in this embodiment, but this does not mean that there are no other modules in this embodiment.

[0088] As Figure 3 shown, the in-vehicle device 3 may include a memory 32, a processor 31, and a bus, and may also include a computer program stored in the memory 32 and executable on the processor 31, such as a calculation program for the zero-crossing torque removal duration.

[0089] Among them, the memory 32 includes at least one type of readable storage medium, and the readable storage medium includes flash memory, mobile hard disk, multimedia card, card-type memory (such as SD or DX memory, etc.), magnetic memory, magnetic disk, optical disc, etc. In some embodiments, the memory 32 can be an internal storage unit of the vehicle-mounted device 3, such as the mobile hard disk of the vehicle-mounted device 3. In some other embodiments, the memory 32 can also be an external storage device of the vehicle-mounted device 3, such as a plug-in mobile hard disk, a Smart Media Card (SMC), a Secure Digital (SD) card, a Flash Card, etc. equipped on the vehicle-mounted device 3. Further, the memory 32 can also include both the internal storage unit and the external storage device of the vehicle-mounted device 3. The memory 32 can not only be used to store the application software and various types of data installed in the vehicle-mounted device 3, such as the throttle opening of the vehicle, the change rate of the throttle opening, etc., but also be used to temporarily store the data that has been output or will be output.

[0090] In some embodiments, the processor 31 can be composed of integrated circuits. For example, it can be composed of a single packaged integrated circuit, or can also be composed of multiple integrated circuits with the same or different functions packaged together, including the combination of one or more Central Processing Units (CPUs), microprocessors, digital processing chips, graphics processors, and various control chips, etc. The processor 31 is the control core (Control Unit) of the vehicle-mounted device 3, connecting various components of the entire vehicle-mounted device 3 through various interfaces and lines, and by running or executing the programs or modules stored in the memory 32, and calling the data stored in the memory 32, to execute various functions of the vehicle-mounted device 3 and process data.

[0091] The processor 31 executes the operating system of the vehicle-mounted device 3 and various installed application programs. The processor 31 executes the application programs to implement the steps in the above-mentioned motor zero-crossing control method.

[0092] Exemplarily, the computer program can be divided into one or more modules, and the one or more modules are stored in the memory 32 and executed by the processor 31 to complete this application. The one or more modules can be a series of computer program instruction segments capable of completing specific functions, and these instruction segments are used to describe the execution process of the computer program in the vehicle-mounted device 3.

[0093] The integrated unit implemented in the form of software function modules can be stored in a computer-readable storage medium, which can be non-volatile or volatile. The above software function modules are stored in a storage medium and include several instructions to enable a computer device (which can be a personal computer, a computer device, or a network device, etc.) or a processor to execute part of the functions of the motor zero-crossing control method described in various embodiments of the present application.

[0094] In summary, a motor zero-crossing control method, system, device, and medium disclosed by the present invention has the beneficial effects of monitoring the zero-crossing condition of the motor, obtaining the throttle opening, throttle opening change rate, motor speed, and vehicle speed when the zero-crossing condition is monitored, determining the zero-crossing torque reduction duration required for the motor to cross zero based on these, combining the pre-obtained tooth gap to determine the zero-crossing torque reduction moment and zero-crossing torque reduction torque required for the motor to cross zero. Finally, the motor operates according to the zero-crossing torque reduction duration, zero-crossing torque reduction moment, and zero-crossing torque reduction torque, solving the problems of vehicle jitter and obvious driving jerks when the motor is in the zero-crossing condition. At the same time, the entire zero-crossing control process takes less time, less than the time that the human body can perceive, and can achieve the beneficial effect of smooth and rapid torque output throughout the process. Therefore, the present invention effectively overcomes various shortcomings in the prior art and has high industrial utilization value.

[0095] The above embodiments are only illustrative of the principles and effects of the present invention and are not used to limit the present invention. Any person familiar with this technology can modify or change the above embodiments without departing from the spirit and scope of the present invention. Therefore, all equivalent modifications or changes completed by those with ordinary knowledge in the technical field without departing from the spirit and technical idea disclosed by the present invention should still be covered by the claims of the present invention.

Claims

1. A method for controlling a motor at zero crossing, characterized in that, The method includes: Monitoring the operating conditions of the motor; When the motor enters the zero-crossing operating condition, obtaining the throttle opening, throttle opening change rate, motor speed, and vehicle speed of the vehicle; Calculating the zero-crossing torque removal duration according to the motor speed and the pre-obtained tooth clearance; Determining the zero-crossing torque removal moment and zero-crossing torque removal torque of the motor according to the throttle opening, the throttle opening change rate, and the vehicle speed; Under the zero-crossing operating condition, controlling the motor to operate at the zero-crossing torque removal moment according to the zero-crossing torque removal torque and the zero-crossing torque removal duration.

2. The motor zero-crossing control method according to claim 1, characterized in that, The zero-crossing torque removal duration is calculated according to the following formula: Among them, h is the zero-crossing withdrawal and torsion duration, S interval is the tooth gap, and n is the motor speed.

3. The motor zero-crossing control method according to claim 1, characterized in that The step of determining the zero-crossing torque removal moment and zero-crossing torque removal torque of the motor according to the throttle opening, the throttle opening change rate, and the vehicle speed includes: Determining the first torque removal moment according to the throttle opening change rate and the vehicle speed; Determining the second torque removal moment according to the throttle opening and the vehicle speed; Determining the zero-crossing torque removal moment through the first torque removal moment and the second torque removal moment; Determining the zero-crossing torque removal torque based on the throttle opening change rate and a preset calibration value.

4. The motor zero-crossing control method according to claim 3, wherein The zero-crossing torque removal moment is calculated according to the following formula: T = K I ·T θ1 +K P ·T θ2 ; where T is the zero-crossing throttle-release moment, and K P is the normalized value of the current throttle opening, K P ∈ [0, 1], K I is the change rate of the current throttle opening, T θ1 is the first throttle-release moment, and T θ2 is the second throttle-release moment.

5. The motor zero-crossing control method according to claim 3, wherein The step of determining the zero-crossing torque removal torque based on the throttle opening change rate and a preset calibration value includes: When the throttle opening change rate is less than the preset calibration value, taking the preset first torque as the zero-crossing torque removal torque; When the throttle opening change rate is greater than or equal to the preset calibration value, taking the preset second torque as the zero-crossing torque removal torque.

6. The motor zero-crossing control method according to claim 1, characterized in that, The zero-crossing control method of the motor further includes: When the motor ends the zero-crossing operating condition, obtaining the first throttle opening, first throttle opening change rate, and first vehicle speed of the vehicle; Calculating the torque change rate according to the first throttle opening, the first throttle opening change rate, and the first vehicle speed; Controlling the motor to operate with load according to the torque change rate.

7. The motor zero-crossing control method according to claim 6, wherein The step of calculating the torque change rate according to the first throttle opening, the first throttle opening change rate, and the first vehicle speed includes: Determining the first torque change rate according to the first throttle opening change rate and the first vehicle speed; Determining the second torque change rate according to the first throttle opening and the first vehicle speed; Performing weighted calculation on the first torque change rate and the second torque change rate to obtain the torque change rate.

8. A motor zero-crossing control system, characterized in that, The system includes: An operating condition monitoring module for monitoring the operating conditions of the motor; A vehicle parameter acquisition module for obtaining the throttle opening, throttle opening change rate, motor speed, and vehicle speed of the vehicle when the motor enters the zero-crossing operating condition; A zero-crossing torque removal duration calculation module for calculating the zero-crossing torque removal duration according to the motor speed and the pre-obtained tooth clearance; A zero-crossing torque removal moment and torque determination module for determining the zero-crossing torque removal moment and zero-crossing torque removal torque of the motor according to the throttle opening, the throttle opening change rate, and the vehicle speed; A torque removal control module for controlling the motor to operate at the zero-crossing torque removal moment according to the zero-crossing torque removal torque and the zero-crossing torque removal duration under the zero-crossing operating condition.

9. A vehicle-mounted device, characterized in that, The in-vehicle device includes: One or more processors; A storage device for storing one or more programs, which, when executed by the one or more processors, cause the vehicle-mounted device to implement the motor zero-crossing control method according to any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that, A computer program is stored thereon, which, when executed by a processor of a computer, causes the computer to execute the motor zero-crossing control method according to any one of claims 1 to 7.

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