Motor torque control method, device, electronic equipment and vehicle

Abstract

The embodiments of the present application relate to the field of automobile technology, and specifically, to a method, device, electronic device and vehicle for controlling the torque of an electric motor, wherein the control method comprises: obtaining the current vehicle speed, the wheel speeds at both ends of a drive shaft and the wheel speed difference between the wheel speeds at both ends of the drive shaft; determining the current operating condition corresponding to the vehicle based on the wheel speed difference, the wheel speed and the current vehicle speed, wherein the current operating condition comprises a single-wheel slip condition and a non-single-wheel slip condition; determining a target speed for a torque limiting operation based on the current operating condition, the current vehicle speed and the wheel speeds at both ends of the drive shaft; determining the limiting torque of the electric motor based on the target speed and the available power of the battery; and controlling the electric motor to output torque based on the limiting torque, and by considering the single-wheel slip and non-single-wheel slip situations respectively, selecting different speed values ​​as references, thereby effectively improving the accuracy of the determined limiting torque, and thereby improving the torque limiting effect on the electric motor.

Description

Technical Field

[0001] The embodiments of the present application relate to the field of automobile technology, and more specifically, to a method and device for controlling the torque of a motor, an electronic device, and a vehicle. Background Art

[0002] When a vehicle is driving on a road with less friction, the tires are prone to slipping, which affects the driving safety of the vehicle and increases the probability of safety accidents. The VCU (Vehicle Control Unit) inside the electric vehicle sends torque requests to each controller through internal calculation, allocation, and coordination, thereby converting battery power into motor torque limit, thereby limiting the motor torque.

[0003] In some embodiments, the slipping condition strategy only considers the single-wheel slipping condition. However, when the wheels at both ends of the vehicle's driving wheels slip, the speed difference between the left and right wheels is very small, resulting in inaccurate limiting torque. Summary of the invention

[0004] The embodiments of the present application provide a method, device, electronic device and vehicle for controlling the torque of a motor, which are intended to solve the problem of inaccurate torque limitation when the wheels at both ends of the driving wheel slip.

[0005] A first aspect of an embodiment of the present application provides a torque control method for a motor, the control method comprising:

[0006] Obtaining the current vehicle speed, the wheel speeds at both ends of the drive shaft, and the wheel speed difference between the wheel speeds at both ends of the drive shaft;

[0007] Determining a current operating condition corresponding to the vehicle based on the wheel speed difference, the wheel speed and the current vehicle speed, wherein the current operating condition includes a single-wheel slip condition and a non-single-wheel slip condition;

[0008] Determining a target speed for the torque limiting operation based on the current working condition, the current vehicle speed, and the wheel speeds at both ends of the drive shaft;

[0009] determining a limit torque of the motor according to the target speed and available power of the battery;

[0010] The motor is controlled to output torque according to the limit torque.

[0011] Optionally, determining a current operating condition corresponding to the vehicle based on the wheel speed difference, the wheel speed and the current vehicle speed includes:

[0012] When it is detected that the wheel speed difference exceeds a preset wheel speed difference, determining that the vehicle is in a single-wheel slip condition;

[0013] When it is detected that the wheel speed difference does not exceed the preset wheel speed difference and the wheel speeds at both ends of the drive shaft are not less than the vehicle speed, it is determined that the vehicle is in a non-single-wheel slip condition.

[0014] Optionally, determining a target speed for the torque limiting operation based on the current working condition, the wheel speed difference, and the wheel speeds at both ends of the drive shaft includes:

[0015] When detecting that the vehicle is in the single-wheel slip condition, determining that the motor speed is the target speed;

[0016] When it is detected that the vehicle is in the non-single-wheel slip condition, the larger speed value among the wheel speeds at both ends of the drive shaft and the current vehicle speed is determined as the target speed.

[0017] Optionally, the available power is obtained by following the steps:

[0018] Acquiring a power operating condition of the vehicle, wherein the power operating condition includes an accelerator pedal opening;

[0019] Determining the available discharge power of the battery according to the power operating condition and the current vehicle speed;

[0020] The motor efficiency of the motor is acquired, and the motor efficiency is corrected according to the available discharge power to obtain the available power.

[0021] Optionally, determining the available discharge power of the battery according to the power operating condition and the current vehicle speed includes:

[0022] When it is detected that the vehicle is not in a slipping condition and the accelerator pedal opening is greater than a preset opening, determining that the available discharge power is a maximum peak discharge power;

[0023] When it is detected that the vehicle is in the slipping condition or the accelerator pedal opening is not greater than a preset opening, the available discharge power is determined to be the maximum continuous discharge power.

[0024] Optionally, the method further comprises:

[0025] Acquiring a peak torque limit of the motor and a temperature of the motor;

[0026] Correcting the smaller torque value between the peak torque limit value and the limiting torque according to the motor temperature to obtain an actual limiting torque;

[0027] Controlling the motor to output torque according to the limit torque includes:

[0028] The motor is controlled to output torque according to the actual limit torque.

[0029] Optionally, the smaller torque value of the peak torque limit and the limit torque is corrected according to the motor temperature to obtain an actual limit torque, including:

[0030] Get the temperature correction factor chart;

[0031] Determining a temperature correction coefficient according to the motor temperature and the temperature correction coefficient chart;

[0032] The smaller torque value between the peak torque limit value and the limit torque is corrected according to the temperature correction coefficient to obtain the actual limit torque.

[0033] A second aspect of an embodiment of the present application provides a torque control device for a motor, the control device comprising:

[0034] An acquisition module, used to acquire the current vehicle speed, the wheel speeds at both ends of the drive shaft, and the wheel speed difference between the wheel speeds at both ends of the drive shaft;

[0035] A judgment module, configured to determine a current operating condition corresponding to the vehicle based on the wheel speed difference, the wheel speed and the current vehicle speed, wherein the current operating condition includes a single-wheel slipping operating condition and a non-single-wheel slipping operating condition;

[0036] a determination module, configured to determine a target speed for the torque limiting operation based on the current working condition, the wheel speed difference, and the wheel speeds at both ends of the drive shaft;

[0037] A calculation module, used for determining a limit torque of the motor according to the target speed and the available power of the battery;

[0038] An execution module is used to control the motor to output torque according to the limit torque.

[0039] According to a third aspect of an embodiment of the present application, an electronic device includes:

[0040] Memory for storing computer programs;

[0041] A processor is used to execute a computer program stored in the memory to perform any of the control methods described above.

[0042] A fourth aspect of an embodiment of the present application provides a vehicle, comprising a control device to implement the above-mentioned control method.

[0043] A torque control method, device, electronic device and vehicle for an electric motor provided by the present application are adopted. During the driving process of the vehicle, the current vehicle speed and the wheel speeds at both ends of the drive shaft are obtained in real time, and the wheel speed difference of the drive shaft is determined in real time according to the wheel speeds at both ends. The vehicle speed, wheel speed and wheel speed difference are used to judge whether the vehicle is single-wheel slipping or non-single-wheel slipping. When the vehicle is single-wheel slipping, one end of the vehicle idles due to slipping, and the other end has a slower rotation speed, and the vehicle speed is less than or equal to the wheel with the slower rotation speed. When the vehicle is in a non-single-wheel slipping condition, that is, the drive shaft has two wheels slipping or the vehicle is driving normally, the wheel speed is greater than or equal to the vehicle speed. Therefore, the target speed based on which the torque limiting operation is to be based is determined according to the current working condition, the current vehicle speed and the wheel speeds at both ends of the drive shaft. By considering the two situations of single-wheel slipping and non-single-wheel slipping respectively, different speed values ​​are taken as the target speed based on which the torque limiting operation is based, thereby effectively improving the accuracy of the determined limited torque, and further improving the torque limiting effect of the motor. BRIEF DESCRIPTION OF THE DRAWINGS

[0044] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings required for use in the description of the embodiments of the present application will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative labor.

[0045] Figure 1 It is a flowchart of a control method proposed in an embodiment of the present application;

[0046] Figure 2 is a schematic diagram of a process for determining a slipping condition proposed in an embodiment of the present application;

[0047] Figure 3 is a schematic diagram of a process for determining a target speed proposed in an embodiment of the present application;

[0048] Figure 4 is a schematic diagram of a process for obtaining available power proposed in an embodiment of the present application;

[0049] Figure 5 is a schematic diagram of a flow chart for determining available discharge power proposed in an embodiment of the present application;

[0050] Figure 6 is a schematic diagram of a process for comparing peak torque limits proposed in an embodiment of the present application;

[0051] Figure 7 is a schematic diagram of a temperature correction process proposed in an embodiment of the present application;

[0052] Figure 8 is a module schematic diagram of a control device proposed in an embodiment of the present application;

[0053] Fig. 9 It is a module schematic diagram of an electronic device proposed in an embodiment of the present application. DETAILED DESCRIPTION

[0054] The following will be combined with the drawings in the embodiments of the present application to clearly and completely describe the technical solutions in the embodiments of the present application. Obviously, the described embodiments are part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0055] When a vehicle is driving on a road with less friction, the tires are prone to slipping, which affects the driving safety of the vehicle and increases the probability of safety accidents. The VCU inside the electric vehicle needs to convert the battery power into motor torque limit through internal calculation, allocation, and coordination, and limit the motor torque on the torque path, and finally send the torque request to each controller.

[0056] In some embodiments, the slipping condition strategy only considers the single-wheel slipping condition. However, when the wheels at both ends of the vehicle's driving wheels slip, the speed difference between the left and right wheels is very small, resulting in inaccurate limiting torque.

[0057] Embodiment 1

[0058] A first aspect of the present application provides a method for controlling the torque of a motor, referring to Figure 1 , control methods include:

[0059] S1, obtaining the current vehicle speed, the wheel speeds at both ends of the drive shaft, and the wheel speed difference between the wheel speeds at both ends of the drive shaft.

[0060] When a vehicle skids, there are generally two situations, one is single-wheel skidding, the other is double-wheel skidding. When single-wheel skidding occurs, it is often because the wheel at one end of the drive shaft has less friction with the ground, while the friction at the other end is greater. Due to the differential, the wheel on the side with less friction idles, and the wheel on the side with greater friction rotates more slowly.

[0061] The other is that the friction between the wheels at both ends of the drive shaft and the ground is relatively small, resulting in a faster rotation speed of both wheels, while the wheel speed difference is small, resulting in the vehicle speed being less than the wheel speed, that is, double-wheel slip. When the vehicle is driving normally, the vehicle speed is close to the wheel speed at both ends. Therefore, the conditions of double-wheel slip and normal driving of the vehicle are uniformly regarded as non-single-wheel slip conditions. Therefore, the current vehicle speed and the wheel speeds at both ends of the drive shaft are obtained in real time during the driving process of the vehicle to determine the current condition of the vehicle.

[0062] Among them, when obtaining, the wheel speeds at both ends can be rotational speed values ​​or speed values. When the obtained wheel speed is rotational speed, the wheel speed value is converted into a vehicle speed value for ease of calculation and comparison.

[0063] S2, based on the wheel speed difference, the wheel speed and the current vehicle speed, determining the current operating condition corresponding to the vehicle, the current operating condition including a single-wheel slip condition and a non-single-wheel slip condition.

[0064] During the driving process, the current vehicle speed and the wheel speeds at both ends of the drive shaft are obtained in real time, and based on the wheel speed difference at both ends of the wheel, it is determined whether the vehicle has entered a single-wheel slip state. When the wheel speed difference is large, it can be considered that the vehicle has entered a single-wheel slip condition, and when the wheel speed difference is small, it can be considered that the vehicle is in a normal driving state or that both wheels of the drive shaft are slipping at the same time.

[0065] S3, based on the slip condition, the current vehicle speed and the wheel speeds at both ends of the drive shaft, determine the target speed for the torque limiting operation.

[0066] Among them, in order to effectively improve the torque limiting action of the motor and to reduce damage to the battery, since the vehicle speed is generally 0 when a single wheel slips, and the drive shaft wheel speed is faster when two wheels slip, it is often necessary to obtain data based on a speed closer to the actual wheel speed in order to make the obtained limited torque more accurate. Therefore, different target speeds are selected under different slip conditions.

[0067] S4, determining the limit torque of the motor according to the target speed and the available power of the battery.

[0068] Depending on the model of the vehicle itself and the power of the battery, the output limit torque is often different. Therefore, according to the available power of the battery and the obtained target speed, the output limit torque to make the vehicle escape from the slipping state can be calculated according to the following formula, for example, in a specific embodiment:

[0069] T=9550P / n

[0070] Wherein, T is the limiting torque, P is the available power, and n is the target speed. In a specific embodiment, when n is a speed value or a motor speed value, it is converted into the wheel speed value of the drive shaft wheel to obtain accurate data.

[0071] S5, controlling the motor to output torque according to the limit torque.

[0072] After obtaining the limited torque, the motor torque is limited on the internal torque path of the VCU, and finally the torque request is sent to each controller.

[0073] The current vehicle speed and the wheel speeds at both ends of the drive shaft are acquired in real time, and the wheel speed difference of the drive shaft is determined in real time according to the wheel speeds at both ends. Whether the vehicle is slipping is determined by the vehicle speed, wheel speed and wheel speed difference. When a single wheel slip occurs on the vehicle, one end of the wheel at both ends of the drive shaft spins idly due to slipping, and the other end rotates at a slower speed, and the vehicle speed is less than or equal to the wheel with the slower speed. Therefore, the motor speed can be used as the target speed for determining the torque limit operation. When double-wheel slip occurs on the vehicle drive shaft, it can be considered that the wheels at both ends of the drive wheel spin idly, and the vehicle speed is slow at this time. Therefore, the larger speed of the wheel speeds at both ends of the drive shaft and the current vehicle speed is used as the target speed for determining the torque limit operation. When the vehicle is driving normally, the wheel speeds at both ends of the drive shaft and the current vehicle speed are consistent. Therefore, the double-wheel slip condition and the normal driving condition can be combined and regarded as a non-single-wheel slip condition, thereby effectively improving the accuracy of the determined torque limit, and thus improving the torque limit effect on the motor.

[0074] In some embodiments, reference Figure 2 , based on the wheel speed difference, wheel speed and current vehicle speed, determine the current working condition corresponding to the vehicle, including:

[0075] S101, when it is detected that the wheel speed difference exceeds a preset wheel speed difference, determining that the vehicle is in a single-wheel slip condition.

[0076] Due to the differential, when a single wheel slip occurs, the wheel at the end with less friction will spin, while the wheel at the end with greater friction will rotate more slowly. Therefore, when it is detected that the wheel speed difference exceeds the preset wheel speed difference, it can be considered that a single wheel slip has occurred at one end of the vehicle's drive shaft.

[0077] Among them, the preset wheel speed difference can be calibrated according to the vehicle model and performance, so as to improve applicability.

[0078] S102, when it is detected that the wheel speed difference does not exceed the preset wheel speed difference and the wheel speeds at both ends of the drive shaft are not less than the vehicle speed, it is determined that the vehicle is in a non-single-wheel slip condition.

[0079] When it is detected that the wheel speed difference does not exceed the preset wheel speed difference, and the wheel speeds at both ends of the drive shaft are greater than the vehicle speed, it is impossible to determine whether the vehicle is slipping based on the wheel speed difference. Therefore, while detecting the wheel speed difference at both ends, the difference between the vehicle speed and the wheel speed at both ends of the drive shaft is detected. When the difference is greater than the preset difference, it is determined that double-wheel slip has occurred. When the difference is less than or equal to the preset difference, it is determined that the vehicle is driving normally. Both double-wheel slip and normal driving are non-single-wheel slip conditions.

[0080] In a specific embodiment, when the wheel speeds at both ends of the drive shaft are different, the difference between the current vehicle speed and the lower wheel speed is used as a judgment criterion to improve accuracy.

[0081] In some embodiments, reference Figure 3, based on the current working conditions, wheel speed difference and wheel speeds at both ends of the drive shaft, determine the target speed for the torque limiting operation, including:

[0082] S201, when detecting that the vehicle is in a single-wheel slip condition, determining that the motor speed is a target speed.

[0083] When a single wheel slips, one end of the wheel at both ends of the drive shaft spins due to slipping, while the rotation speed of the other end and the vehicle speed are generally close to 0. Therefore, the motor speed is directly obtained as a reference value to make the torque limit more accurate.

[0084] S202, when it is detected that the vehicle is in a non-single-wheel slip condition, determine the larger speed value between the wheel speeds at both ends of the drive shaft and the current vehicle speed as the target speed.

[0085] Among them, at this time, due to the low vehicle speed, if the torque limit is calculated based on the vehicle speed, the torque limit is likely to be large, and the torque limiting effect on the motor is poor. When the vehicle is driving normally, the wheel speeds at both ends of the drive shaft and the current vehicle speed are basically equal. Therefore, the larger value is used as the target speed, thereby satisfying the torque limiting operation when the vehicle's two wheels slip and when driving normally, thereby improving the applicability of this method.

[0086] In another embodiment, when it is detected that the vehicle speed signal or the driving wheel speed signal is invalid or abnormal, the motor speed is determined as the target speed, which effectively avoids fluctuations in the motor's limiting torque when the signal is abnormal, thereby improving the stability of the system.

[0087] In some embodiments, reference Figure 4 , the available power is obtained by the following steps:

[0088] S301, obtaining the power operating condition of the vehicle, which includes the accelerator pedal opening.

[0089] Among them, the battery discharge power includes maximum continuous discharge power and maximum peak discharge power. The maximum continuous discharge power is the normal discharge power when the battery continues to work, and the maximum peak discharge power is the maximum power of the battery. However, the maximum peak discharge power can only be output for a short time. Therefore, in order to maximize the use of the battery, different powers can be selected according to the current operating conditions of the vehicle.

[0090] S302: Determine the available discharge power of the battery according to the power operating condition and the current vehicle speed.

[0091] Among them, the driver's driving needs are judged according to the current vehicle speed and power conditions, so as to determine the output power of the battery. When the power conditions and the current vehicle speed indicate that the driver needs high power, the battery is controlled to output the maximum peak discharge power in a short time, otherwise the normal maximum continuous discharge power is output.

[0092] S303, obtaining the motor efficiency of the motor, and correcting the available discharge power according to the motor efficiency to obtain the available power.

[0093] When the battery supplies power to the motor, the power output of the battery to the motor cannot be fully converted into the output torque of the motor. Therefore, after determining the available discharge power of the motor, the available discharge power is corrected by the motor's own motor efficiency, that is, the efficiency of converting battery power into output torque, so as to obtain accurate available power, thereby making the final determined limiting torque more accurate.

[0094] In some embodiments, the control method further includes:

[0095] The power consumption of other high-voltage accessories of the vehicle and the starting reserved power when the engine is in a stopped state are obtained, and the available power is corrected according to the power consumption and the starting reserved power.

[0096] Specifically, the total power demand of each accessory under the current working condition of the vehicle is obtained as the consumed power, and the power required for engine starting that is calibrated in advance is detected as the starting reserved power. In this embodiment, the starting reserved power can be 2kw. The consumed power and the starting reserved power are subtracted from the available discharge power, so that the vehicle can ensure the normal operation of other accessories and start the engine in time when it is needed, thereby improving the practicality of the method.

[0097] In some embodiments, reference Figure 5 , determine the available discharge power of the battery according to the power condition and current vehicle speed, including:

[0098] S401, when it is detected that the vehicle is not in a slipping condition and the accelerator pedal opening is greater than a preset opening, determining that the available discharge power is a maximum peak discharge power.

[0099] When the accelerator pedal opening is not less than a preset opening, it can be considered that the vehicle has an intention to accelerate, so greater power is provided to improve the acceleration performance of the vehicle.

[0100] S402, when it is detected that the vehicle is in a slipping condition or the accelerator pedal opening is not greater than a preset opening, determining that the available discharge power is the maximum continuous discharge power.

[0101] When it is detected that the vehicle is in a slipping condition, if the maximum peak discharge power is selected, the battery over-discharge problem is likely to occur. At this time, there is no lack of power, but the tire adhesion is poor. Therefore, it is sufficient to control the battery output to a relatively low maximum continuous discharge power.

[0102] When the accelerator pedal opening is less than the preset opening, it can be considered that the vehicle is in a constant speed driving state or the acceleration intention is low, so the battery output can be controlled to have a relatively low maximum continuous discharge power.

[0103] Since the maximum peak discharge power causes certain damage to the battery, the maximum peak discharge power is output within a preset time period. For example, the preset time period may be 6 seconds. When the maximum peak discharge power output exceeds 6 seconds, it is switched to the maximum continuous discharge power to increase the battery life.

[0104] Among them, the preset opening can be determined relative to the current vehicle speed. When the current vehicle speed is low, the preset opening can be a small opening. For example, when the vehicle speed is 10km / h, the preset opening can be 20%. When the current vehicle speed is high, the preset opening is set to a small opening, so as to more accurately judge the driving intention of the vehicle and further improve the utilization of battery power.

[0105] In some embodiments, reference Figure 6 , the method further comprises:

[0106] S501, obtaining a peak torque limit value and a motor temperature of the motor.

[0107] Among them, when the calculated limit torque exceeds the maximum output torque of the motor, that is, the peak torque limit, the motor cannot output this torque, which may easily cause the motor to fail. Therefore, the peak torque limit of the motor is obtained to determine whether the calculated limit torque can be output.

[0108] At the same time, since the temperature of the motor affects the working condition of the motor, the motor torque is corrected by obtaining the motor temperature according to the different temperatures of the motor, thereby improving the accuracy of the torque finally output by the motor.

[0109] S502: Correct the smaller torque value between the peak torque limit value and the limiting torque according to the motor temperature to obtain the actual limiting torque.

[0110] By comparing with the peak torque limit, the peak torque limit is output when the calculated limiting torque exceeds the maximum output torque of the motor, i.e., the peak torque limit, thereby effectively avoiding motor failure fluctuations. At the same time, by correcting the final output torque of the motor, the accuracy of the final output torque of the motor is effectively improved.

[0111] Control the motor to output torque according to the limit torque, including:

[0112] The motor is controlled to output torque according to the actual limit torque.

[0113] In some embodiments, reference Figure 7 , the peak torque limit and the smaller torque value of the limit torque are corrected according to the motor temperature to obtain the actual limit torque, including:

[0114] S601, obtaining a temperature correction coefficient chart.

[0115] Based on the bench test conducted in advance, the influence of different motor temperatures on the motor torque and the influence of different motor temperatures on the motor itself when the motor outputs different torques are determined, so as to obtain a temperature correction coefficient chart representing the temperature correction coefficient of the motor output torque corresponding to the motor temperature.

[0116] S602, determining a temperature correction coefficient according to the motor temperature and a temperature correction coefficient chart.

[0117] By looking up the motor temperature table, you can get the degree of influence of the current motor temperature on the torque, that is, the temperature correction coefficient.

[0118] S603: Correct the smaller torque value between the peak torque limit value and the limiting torque according to the temperature correction coefficient to obtain the actual limiting torque.

[0119] The actual limit torque of the final motor output can be obtained by multiplying the temperature correction factor with the smaller torque value of the peak torque limit and the limit torque.

[0120] Embodiment 2

[0121] A second aspect of the present application provides a torque control device for a motor, referring to Figure 8 , the control device 7 comprises:

[0122] The acquisition module 71 is used to acquire the current vehicle speed, the wheel speeds at both ends of the drive shaft, and the wheel speed difference between the wheel speeds at both ends of the drive shaft.

[0123] The judgment module 72 is used to determine the current working condition corresponding to the vehicle based on the wheel speed difference, the wheel speed and the current vehicle speed, and the current working condition includes a single-wheel slipping working condition and a non-single-wheel slipping working condition.

[0124] The determination module 73 is used to determine the target speed for the torque limiting operation based on the current working condition, the current vehicle speed and the wheel speeds at both ends of the drive shaft.

[0125] The calculation module 74 is used to determine the limit torque of the motor according to the target speed and the available power of the battery.

[0126] The execution module 75 is used to control the motor to output torque according to the limited torque.

[0127] In some embodiments, the determination module 72 is further configured to perform the following steps:

[0128] When it is detected that the wheel speed difference exceeds the preset wheel speed difference, it is determined that the vehicle is in a single-wheel slip condition.

[0129] When it is detected that the wheel speed difference does not exceed the preset wheel speed difference and the wheel speeds at both ends of the drive shaft are not less than the vehicle speed, it is determined that the vehicle is in a non-single-wheel slip condition.

[0130] In some embodiments, the determination module 73 is further configured to perform the following steps:

[0131] When the vehicle is detected to be in a single-wheel slip condition, the motor speed is determined to be a target speed.

[0132] When it is detected that the vehicle is in a non-single-wheel slip condition, the larger speed value of the wheel speeds at both ends of the drive shaft and the current vehicle speed is determined as the target speed.

[0133] In some embodiments, the determination module 73 is further configured to perform the following steps:

[0134] Obtain the vehicle's power operating conditions, including the accelerator pedal opening.

[0135] The available discharge power of the battery is determined based on the power operating conditions and the current vehicle speed.

[0136] The motor efficiency of the motor is obtained, and the motor efficiency is corrected according to the available discharge power to obtain the available power.

[0137] In some embodiments, the determination module 73 is further configured to perform the following steps:

[0138] When it is detected that the vehicle is not in a slipping condition and the accelerator pedal opening is greater than a preset opening, it is determined that the available discharge power is the maximum peak discharge power.

[0139] When it is detected that the vehicle is in a slipping condition or the accelerator pedal opening is not greater than a preset opening, the available discharge power is determined to be the maximum continuous discharge power.

[0140] In some embodiments, the control device 7 further includes a correction module 76 for performing the following steps:

[0141] Get the peak torque limit of the motor and the motor temperature.

[0142] The smaller torque value between the peak torque limit value and the limiting torque is corrected according to the motor temperature to obtain the actual limiting torque.

[0143] In some embodiments, the correction module 76 is further configured to perform the following steps:

[0144] Get the temperature correction factor chart.

[0145] Determine the temperature correction factor based on the motor temperature and the temperature correction factor chart.

[0146] The smaller torque value between the peak torque limit value and the limiting torque is corrected according to the temperature correction coefficient to obtain the actual limiting torque.

[0147] In a third aspect of an embodiment of the present application, an electronic device is provided, referring to Fig. 9 ,include:

[0148] Memory, used to store computer programs.

[0149] The processor is used to execute the computer program stored in the memory to perform any control method.

[0150] A fourth aspect of an embodiment of the present application is a vehicle, comprising the above-mentioned electronic device to implement the above-mentioned control method.

[0151] As for the device embodiment, since it is basically similar to the method embodiment, the description is relatively simple, and the relevant parts can be referred to the partial description of the method embodiment.

[0152] Each embodiment in this specification focuses on the differences from other embodiments, and the same or similar parts between the embodiments can be referenced to each other.

[0153] Those skilled in the art will appreciate that the embodiments of the present application can be provided as methods, devices, or computer program products. Therefore, the present application can adopt the form of a complete hardware embodiment, a complete software embodiment, or an embodiment in combination with software and hardware. Moreover, the present application can adopt the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0154] The embodiments of the present application are described with reference to the flowcharts and / or block diagrams of the methods, terminal devices (systems), and computer program products according to the embodiments of the present application. It should be understood that each process and / or box in the flowchart and / or block diagram, as well as the combination of the processes and / or boxes in the flowchart and / or block diagram, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing terminal device to generate a machine, so that the instructions executed by the processor of the computer or other programmable data processing terminal device generate instructions for implementing the processes in the flowchart and / or block diagram. Figure 1 A process or multiple processes and / or boxes Figure 1 A device that provides the functions specified in a block or multiple blocks.

[0155] These computer program instructions may also be stored in a computer-readable memory capable of directing a computer or other programmable data processing terminal device to operate in a specific manner, so that the instructions stored in the computer-readable memory produce a manufactured product including an instruction device, which implements the process Figure 1 A process or multiple processes and / or boxes Figure 1 A function specified in one or more boxes.

[0156] These computer program instructions can also be loaded onto a computer or other programmable data processing terminal device so that a series of operating steps are executed on the computer or other programmable terminal device to produce a computer-implemented process, thereby providing instructions for executing on the computer or other programmable terminal device to implement the process. Figure 1 A process or multiple processes and / or boxes Figure 1 The steps for the functions specified in one or more boxes.

[0157] Although the preferred embodiments of the present application have been described, those skilled in the art may make additional changes and modifications to these embodiments once they have learned the basic creative concept. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments and all changes and modifications that fall within the scope of the embodiments of the present application.

[0158] Finally, it should be noted that, in this article, relational terms such as first and second, etc. are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or terminal device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or terminal device. In the absence of further restrictions, the elements defined by the sentence "comprise a ..." do not exclude the existence of other identical elements in the process, method, article or terminal device including the elements.

[0159] The above is a detailed introduction to the torque control method, device, electronic device and vehicle of a motor provided by the present application. Specific examples are used in this article to illustrate the principles and implementation methods of the present application. The description of the above embodiments is only used to help understand the method of the present application and its core idea; at the same time, for general technical personnel in this field, according to the idea of ​​the present application, there will be changes in the specific implementation method and application scope. In summary, the content of this specification should not be understood as a limitation on the present application.

Claims

1. A method for controlling torque of a motor, characterized in that: The control method comprises: Obtaining the current vehicle speed, the wheel speeds at both ends of the drive shaft, and the wheel speed difference between the wheel speeds at both ends of the drive shaft; Based on the wheel speed difference, the wheel speed and the current vehicle speed, determining a current operating condition corresponding to the vehicle, wherein the current operating condition includes a single-wheel slip condition and a non-single-wheel slip condition; when detecting that the vehicle is in the single-wheel slip condition, determining the motor speed to be a target speed; When detecting that the vehicle is in the non-single-wheel slip condition, determining that the larger speed value between the wheel speeds at both ends of the drive shaft and the current vehicle speed is the target speed; determining a limit torque of the motor according to the target speed and available power of the battery; The motor is controlled to output torque according to the limit torque.

2. The control method according to claim 1, characterized in that: Determining a current operating condition corresponding to the vehicle based on the wheel speed difference, the wheel speed and the current vehicle speed includes: When it is detected that the wheel speed difference exceeds a preset wheel speed difference, determining that the vehicle is in a single-wheel slip condition; When it is detected that the wheel speed difference does not exceed the preset wheel speed difference, it is determined that the vehicle is in a non-single-wheel slip condition.

3. The control method according to claim 1, characterized in that: The available power is obtained by the following steps: Acquiring a power operating condition of the vehicle, wherein the power operating condition includes an accelerator pedal opening; Determining the available discharge power of the battery according to the power operating condition and the current vehicle speed; The motor efficiency of the motor is acquired, and the available discharge power is corrected according to the motor efficiency to obtain the available power.

4. The control method according to claim 3, characterized in that: Determining the available discharge power of the battery according to the power operating condition and the current vehicle speed includes: When it is detected that the vehicle is not in a slipping condition and the accelerator pedal opening is greater than a preset opening, determining that the available discharge power is a maximum peak discharge power; When it is detected that the vehicle is in the slipping condition or the accelerator pedal opening is not greater than a preset opening, the available discharge power is determined to be the maximum continuous discharge power.

5. The control method according to claim 1, characterized in that: The method further comprises: Obtaining a peak torque limit value and a motor temperature of the motor; Correcting the smaller torque value between the peak torque limit value and the limiting torque according to the motor temperature to obtain an actual limiting torque; Controlling the motor to output torque according to the limit torque includes: The motor is controlled to output torque according to the actual limit torque.

6. The control method according to claim 5, characterized in that: Correcting the smaller torque value of the peak torque limit and the limit torque according to the motor temperature to obtain the actual limit torque includes: Get the temperature correction factor chart; Determining a temperature correction coefficient according to the motor temperature and the temperature correction coefficient chart; The smaller torque value between the peak torque limit value and the limit torque is corrected according to the temperature correction coefficient to obtain the actual limit torque.

7. A torque control device for a motor, characterized in that: The control device comprises: An acquisition module, used to acquire the current vehicle speed, the wheel speeds at both ends of the drive shaft, and the wheel speed difference between the wheel speeds at both ends of the drive shaft; A judgment module, configured to determine a current operating condition corresponding to the vehicle based on the wheel speed difference, the wheel speed and the current vehicle speed, wherein the current operating condition includes a single-wheel slipping operating condition and a non-single-wheel slipping operating condition; a determination module, configured to determine the motor speed as a target speed when detecting that the vehicle is in the single-wheel slip condition, and to determine the larger speed value of the wheel speeds at both ends of the drive shaft and the current vehicle speed as the target speed when detecting that the vehicle is in the non-single-wheel slip condition; A calculation module, used for determining a limit torque of the motor according to the target speed and the available power of the battery; An execution module is used to control the motor to output torque according to the limit torque.

8. An electronic device, characterized in that: include: Memory for storing computer programs; A processor, configured to execute a computer program stored in the memory to implement the control method according to any one of claims 1 to 6.

9. A vehicle, characterized in that: The electronic device comprising the electronic device described in claim 8.

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