A vehicle control unit, a motor control unit and related devices

Abstract

The application provides a vehicle controller, a motor controller and related equipment, wherein the motor controller is connected with the vehicle controller and sends a first signal to the vehicle controller, a body stability system is connected with the motor controller or the vehicle controller and sends a second signal, and the vehicle controller is used for sending a third signal to the motor controller. Before receiving the second signal, the vehicle controller uses the first signal sent by the motor controller to generate and send the third signal to any or any number of motor controllers in the at least one motor controller, so that the motor controller receiving the third signal adjusts the torque to control the stability of the vehicle. In this way, the control speed of the whole control process is faster, and the slip rate of the vehicle on the slippery road can be reduced.

Description

Technical Field

[0001] This application relates to the field of automotive driving, and in particular to a vehicle controller, a motor controller, and related equipment. Background Technology

[0002] During vehicle operation, the internal motor control unit (MCU) is primarily responsible for adjusting the motor's drive torque based on vehicle and driver information. Vehicle information includes wheel speed, acceleration, yaw angle, motor speed, and torque magnitude, while driver information includes accelerator pedal opening and its rate of change. The effectiveness of torque control directly impacts the driver's experience. Driving experience depends on two factors: the vehicle's ability to respond accurately and quickly to acceleration and deceleration demands, and the application scenario, as drivers' power requirements differ in different scenarios. For example, on icy or snowy roads, or during cornering, if the motor executes commands, tire slippage may occur. In this situation, the Electronic Stability Program (ESP) identifies the slippage, calculates the appropriate torque, and requests the MCU to execute the corresponding torque through the Vehicle Control Unit (VCU).

[0003] The existing vehicle traction control system (TCS) is based on ESP, which controls the generation of additional yaw torque by generating braking force vectors on the left and right wheels of the vehicle to improve vehicle stability.

[0004] Specifically, the ESP system can determine the vehicle's slippage state and calculate the torque of each front and rear axle. The torque request determined by the ESP is sent to the vehicle controller via the controller area network (CAN). After the VCU determines the current vehicle state, it arbitrates the torque in the torque request and sends the arbitrated torque request to the MCU. The MCU controls the motor to execute the arbitrated torque request sent by the VCU and feeds back the vehicle's current actual torque to the ESP control system. The ESP control system makes further judgments and calculations based on the vehicle's slippage state and the actual torque fed back by the MCU, and sends the recalculated torque request to the VCU in the next communication cycle.

[0005] As mentioned above, the torque request (torque control command) is issued by the ESP. Therefore, the torque control takes a relatively long time to stabilize. Consequently, in extreme or severe scenarios, the longer control time can increase the probability of vehicle slippage on the road surface. Therefore, it is necessary to propose a vehicle controller or motor controller to improve the speed of torque control, thereby enhancing vehicle handling. Summary of the Invention

[0006] This application provides a vehicle controller, a motor controller, and related equipment. By establishing communication between the vehicle controller and the motor controller, the motor controller can adjust the torque to control the stability of the vehicle.

[0007] In a first aspect, this application provides a vehicle controller. The vehicle controller is connected to at least one motor controller and receives a first signal from the at least one motor controller. The vehicle controller is also connected to a vehicle stability system and receives a second signal from the vehicle stability system. The vehicle controller is configured to: in response to the first signal, send a third signal to any one or more of the at least one motor controller before receiving the second signal, causing the motor controller receiving the third signal to adjust torque to perform vehicle stability control. The first signal is used to indicate the motor operating state, and the second signal is used to indicate the vehicle driving state.

[0008] The first signal may include torque indication information, which may include: a front axle torque saturation status signal and / or a rear axle torque saturation status signal, or the front axle motor speed and the rear axle motor speed. The second signal may include acceleration, yaw angle, wheel speed, and driver input parameters. The third signal can be used to indicate the magnitude of the torque output by the motor controller.

[0009] Since the signal transmission speed between the vehicle controller and the vehicle stability system is usually slow after communication is established, the vehicle controller in this application can generate and send a third signal to any one or more of the at least one motor controller using the first signal sent by the motor controller before receiving the second signal. This causes the motor controller receiving the third signal to adjust torque for vehicle stability control. This results in a faster control speed throughout the entire process, reducing the vehicle's slippage rate on slippery surfaces.

[0010] In conjunction with the first aspect, in one possible implementation, the vehicle controller is used to: in response to the second signal, send a third signal to any one or more of the at least one motor controller, causing the motor controller receiving the third signal to adjust the torque for vehicle stability control.

[0011] In situations where the vehicle is already experiencing significant skidding, to quickly achieve stability control, the vehicle controller can generate a third signal using the most recently received second signal, even without receiving the first signal. This third signal is then sent to any one or more motor controllers, causing the receiving motor controller to adjust torque for vehicle stability control. In this way, the second signal from the vehicle stability system can directly control the motor controllers via the vehicle controller, resulting in faster control even in situations of significant skidding.

[0012] In conjunction with the first aspect, in another possible implementation, the vehicle controller is used to: in response to receiving the first signal and the second signal, send a third signal to any one or more of the at least one motor controller, causing the motor controller receiving the third signal to adjust the torque for vehicle stability control.

[0013] In order to accurately distribute torque power to each wheel of the vehicle, after receiving the first and second signals, the vehicle controller determines the current vehicle status and arbitrates the torque. Then, the vehicle controller sends a third signal to any one or more motor controllers among at least one motor controller, thereby improving vehicle handling.

[0014] In conjunction with any of the possible implementations described above, the signal transmission period of the first signal sent by at least one motor controller is shorter than the signal transmission period of the second signal sent by the vehicle stability system. Since the signal transmission period of the first signal sent by the motor controller is shorter than the signal transmission period of the second signal sent by the vehicle stability system, using the first signal sent by the motor controller to generate the third signal can make the entire control process faster and reduce the vehicle's slippage rate on slippery surfaces.

[0015] In one possible implementation, a first signal indicates that the vehicle motor has reached torque saturation; a second signal includes one or more parameters such as acceleration, yaw angle, wheel speed, and driver input parameters; and a third signal indicates the magnitude of the torque output by the motor controller. When implementing the embodiments of this application, the motor controller can determine whether the front axle motor and the rear axle motor have reached saturation based on the vehicle motor speed and other parameters. The vehicle controller adjusts the torque control signal based on the motor saturation state; when the front axle reaches torque saturation, torque is no longer allocated to the front axle, and when the rear axle reaches torque saturation, torque is no longer allocated to the rear axle.

[0016] In one possible implementation, the first signal includes the vehicle motor speed; the second signal includes one or more of the following parameters: acceleration, yaw angle, wheel speed, and driver input parameters; and the third signal indicates the magnitude of the torque output by the motor controller. In implementing the embodiments of this application, the motor controller directly sends the vehicle motor speed to the vehicle controller. The vehicle controller, based on the vehicle motor speed and other parameters, determines whether the front axle motor and the rear axle motor have reached saturation. Based on the motor saturation state, the torque control signal is adjusted. When the front axle reaches torque saturation, torque is no longer distributed to the front axle; when the rear axle reaches torque saturation, torque is no longer distributed to the rear axle.

[0017] In one possible implementation, the vehicle controller receives a fourth signal from at least one motor controller, the fourth signal indicating the actual torque of the vehicle motor, and the vehicle controller is configured to: in response to the fourth signal, and the first and / or second signals, send a third signal to any one or more of the at least one motor controller.

[0018] In order to accurately distribute torque power to each wheel of the vehicle, after receiving the first signal and / or the second signal, the vehicle controller determines the current vehicle status based on the actual torque of the vehicle motor and arbitrates the data. Then, the vehicle controller sends a third signal to any one or more motor controllers among at least one motor controller, thereby greatly improving the vehicle's handling.

[0019] Secondly, this application provides a motor controller connected to a vehicle controller and sending a first signal to the vehicle controller. A vehicle stability system is connected to the motor controller or the vehicle controller and sends a second signal. The vehicle controller sends a third signal to the motor controller. The first signal indicates the motor's operating state, and the second signal indicates the vehicle's driving state. After sending the first signal, the motor controller outputs a control signal to the drive motor before or after receiving the second or third signal to perform stability control on the vehicle.

[0020] In one possible implementation, the motor controller is connected to the vehicle stability system and receives a second signal sent by the vehicle stability system. The motor controller is configured to: in response to the second signal, send the first signal to the vehicle controller.

[0021] In one possible implementation, the motor controller is used to: adjust the torque in response to the second signal and the third signal to perform stability control of the vehicle.

[0022] In one possible implementation, the motor controller is used to: adjust the torque in response to the second signal and the third signal to perform stability control of the vehicle.

[0023] In one possible implementation, the first signal is used to indicate that the vehicle motor has reached torque saturation; the second signal includes any one or more of the following parameters: acceleration, yaw angle, wheel speed, and driver input parameters;

[0024] The third signal is used to indicate the magnitude of the torque output by the motor controller.

[0025] In one possible implementation, the first signal includes the vehicle motor speed; the second signal includes any one or more of the following parameters: acceleration, yaw angle, wheel speed, and driver input parameters; and the third signal is used to indicate the magnitude of the torque output by the motor controller.

[0026] In one possible implementation, the motor controller is configured to send a fourth signal to the vehicle controller, the fourth signal being used to indicate the actual torque of the vehicle motor.

[0027] Thirdly, this application provides a vehicle controller, comprising: a torque indication information receiving module, used to: receive torque indication information sent by a motor controller, the torque indication information being used to enable the vehicle controller to determine a torque control signal; and a torque distribution module, used to send a front axle torque control signal and a rear axle torque control signal to the motor controller, so that the motor controller adjusts the magnitude of the front axle torque and the magnitude of the rear axle torque to perform stability control on the vehicle.

[0028] In one possible implementation, the torque indication information receiving module is specifically used to: receive a front axle torque saturation state signal and / or a rear axle torque saturation state signal sent by the motor controller, wherein the front axle torque saturation state signal is used to indicate that the vehicle's front axle motor has reached saturation and the rear axle torque saturation state signal is used to indicate that the vehicle's rear axle motor has reached saturation; or receive the front axle motor speed and the rear axle motor speed sent by the motor controller to determine whether the front axle motor and the rear axle motor have reached saturation.

[0029] In one possible implementation, the torque indication information receiving module is specifically used to: determine the front axle slip ratio based on the front axle motor speed, the rear axle motor speed, and the current vehicle speed; determine the rear axle slip ratio based on the rear wheel speed and the current vehicle speed; determine whether the vehicle's front axle motor has reached saturation based on the front axle slip ratio; and determine whether the vehicle's rear axle motor has reached saturation based on the rear axle slip ratio.

[0030] In one possible implementation, the torque indication information receiving module is specifically used to: determine that the front axle motor of the vehicle has reached saturation when the front axle slip ratio is within the target slip ratio range; and determine that the rear axle motor of the vehicle has reached saturation when the rear axle slip ratio is within the target slip ratio range.

[0031] In one possible implementation, the torque distribution module is specifically used to: determine a first front axle torque control signal and a first rear axle torque control signal based on vehicle speed, wheel speed, vehicle acceleration, yaw angle signal, driver input signal, and total front and rear torque. The first front axle torque control signal is used to control the front axle motor to a first torque, and the first rear axle torque control signal is used to control the rear axle motor to a second torque. The sum of the first torque and the second torque is the total front and rear torque. When the front axle motor reaches saturation, a second front axle torque control signal is sent to the motor controller to control the torque of the front axle motor to remain constant; otherwise, the first front axle torque control signal is sent to the motor controller. When the rear axle motor reaches saturation, a second rear axle torque control signal is sent to the motor controller to control the torque of the rear axle motor to remain constant; otherwise, the first rear axle torque control signal is sent to the motor controller.

[0032] In one possible implementation, the vehicle controller further includes: a current torque receiving module, used to receive the current front axle torque and rear axle torque of the vehicle sent by the motor controller; and a torque distribution module, specifically used to send a front axle torque control signal and a rear axle torque control signal to the motor controller based on the torque indication information, the current front axle torque of the vehicle, and the current rear axle torque of the vehicle.

[0033] Fourthly, this application provides a motor controller, including: a signal output module for outputting torque indication information to a vehicle controller, the torque indication information being used by the vehicle controller to determine a torque control signal; and a torque receiving and control module for receiving and adjusting the magnitudes of the front axle torque and rear axle torque based on the front axle torque control signal and the rear axle torque control signal sent by the vehicle controller, to perform vehicle stability control. When vehicle instability is determined, the front axle motor and rear axle motor are controlled to maintain their current speeds. The torque indication information is output to the vehicle controller, and the front axle motor and rear axle motor are determined to be saturated based on the front axle torque saturation state signal and / or the rear axle torque saturation state signal, the front axle motor speed, and the rear axle motor speed. The vehicle controller adjusts the torque control signal based on the motor saturation state. Therefore, the slippage rate is significantly reduced on slippery surfaces, the closed-loop speed from instability to stability is shortened from seconds to milliseconds, and front and rear axle torque power distribution can be achieved, greatly improving vehicle handling.

[0034] Furthermore, since the vehicle uses a vehicle controller and a motor controller as the main actuators for stability control, its control response is faster, which can shorten the time it takes for the vehicle to return to a stable state from an unstable state, thereby further ensuring vehicle safety.

[0035] In one possible implementation, the signal output module is specifically used to output a front axle torque saturation state signal and / or a rear axle torque saturation state signal to the vehicle controller. The front axle torque saturation state signal indicates that the vehicle's front axle motor has reached saturation, and the rear axle torque saturation state signal indicates that the vehicle's rear axle motor has reached saturation. Alternatively, it outputs the front axle motor speed and the rear axle motor speed to the vehicle controller, enabling the vehicle controller to determine whether the front and rear axle motors have reached saturation. The torque indication information may simultaneously include the front axle torque saturation state signal and / or the rear axle torque saturation state signal, the front axle motor speed, and the rear axle motor speed, thus providing redundancy and backup for the two types of information. This is equivalent to both the motor controller and the vehicle controller making a saturation state judgment, thereby improving accuracy. The torque indication information is not limited to the aforementioned front axle torque saturation state signal, rear axle torque saturation signal, front axle motor speed, and rear axle motor speed. Any parameter that can be used to determine whether the front axle motor and the rear axle motor have reached saturation can be sent to the vehicle controller as torque indication information.

[0036] In one possible implementation, the motor controller further includes: a vehicle speed and wheel speed acquisition module for acquiring the current vehicle speed and wheel speeds; and a signal output module specifically used for: determining the front axle slip ratio based on the front wheel speeds and the current vehicle speed; determining the rear axle slip ratio based on the rear wheel speeds and the current vehicle speed; determining whether the front axle motor has reached saturation based on the front axle slip ratio, and sending a front axle torque saturation signal to the vehicle controller; and determining the rear axle slip ratio.

[0037] The system determines when the rear axle motor has reached saturation and sends a rear axle torque saturation signal to the vehicle controller. In vehicle control, a smaller absolute value of the vehicle's slip ratio results in better braking performance and a shorter time for the vehicle to return to a stable state from instability, thus further ensuring vehicle safety. When the vehicle is in an unstable state, the system monitors the front and rear axle slip ratios to control the front and rear axle torques, continuously providing stability control for the vehicle.

[0038] In one possible implementation, the slip ratio can be calculated using the following formula:

[0039] ,in, For slip ratio, For tire speed, For the tire radius, This refers to the vehicle's speed.

[0040] When tire speed is unavailable, the slip ratio can be calculated using the following formula:

[0041] ,in, For slip ratio, For tire speed, For the speed ratio of the reducer, For the tire radius, This refers to the vehicle's speed.

[0042] In one possible implementation, the signal output module is specifically used to: determine that the front axle motor has reached saturation when the front axle slip ratio is within the target slip ratio range, and output a front axle torque saturation signal to the vehicle controller; determine that the rear axle motor has reached saturation when the rear axle slip ratio is within the target slip ratio range, and output a rear axle torque saturation signal to the vehicle controller. Similarly, when the front axle slip ratio is within the target slip ratio range, the module determines that the front axle motor has reached saturation and outputs a front axle torque saturation signal to the vehicle controller; and when the rear axle slip ratio is within the target slip ratio range, the module determines that the rear axle motor has reached saturation and outputs a rear axle torque saturation signal to the vehicle controller.

[0043] In one possible implementation, the motor controller further includes: a yaw angle and acceleration acquisition module, used to acquire the current vehicle's yaw angle and acceleration; and a signal output module, used to output torque indication information to the vehicle controller based on the current vehicle speed, wheel speed, current vehicle yaw angle, and current vehicle acceleration. Vehicle sensors are used to collect parameters such as the vehicle's longitudinal acceleration, lateral acceleration, and yaw rate in real time. Based on the vehicle's longitudinal acceleration, lateral acceleration, and yaw rate, combined with the current vehicle speed and wheel speed, it is also possible to determine whether the front / rear axle motors have reached saturation.

[0044] In one possible implementation, the motor controller further includes a current torque output module, used to: acquire the current front axle torque and rear axle torque of the vehicle, and send the current front axle torque and rear axle torque of the vehicle to the vehicle controller, so that the vehicle controller can determine the front axle torque control signal and the rear axle torque control signal based on the torque indication information, the current front axle torque, and the current rear axle torque of the vehicle. If the front axle motor reaches saturation, the vehicle controller can generate a torque control signal based on the current front axle torque of the vehicle; if the rear axle motor reaches saturation, the vehicle controller can generate a torque control signal based on the current rear axle torque of the vehicle. That is, the torque control signal can enable the motor controller to maintain the original torque to control the motor.

[0045] To shorten the time it takes for a vehicle to return to a stable state from an unstable state, one possible implementation is that the motor controller also includes an instability detection module. This module controls the front and rear axle motors to maintain their current speeds when the vehicle is determined to be in a slipping and unstable state. Specifically, the motor controller determines the vehicle's state based on the angular velocity error between the actual yaw rate and the target yaw rate at the current moment. The motor controller can also determine the actual yaw rate based on the vehicle's driving parameters, and analyze these parameters to determine the vehicle's state. These parameters include longitudinal vehicle speed, wheel steering angle, and actual yaw rate. The target yaw rate is determined based on the longitudinal vehicle speed, wheel steering angle, and steering characteristic factor. The motor controller calculates the angular velocity error between the actual and target yaw rates. If the angular velocity error exceeds a set threshold range, the vehicle is determined to be in an unstable state; otherwise, the vehicle is determined to be stable. By maintaining the current speeds of the front and rear axle motors when the vehicle is determined to be in a slipping and unstable state, the time it takes for the vehicle to return to a stable state is shortened, thereby further ensuring vehicle safety.

[0046] Fifthly, this application provides a powertrain, including a vehicle controller as described in the first aspect, or a motor controller as described in the second aspect.

[0047] Sixthly, this application provides an electric vehicle, including a vehicle controller as described in the first aspect, or a motor controller as described in the second aspect.

[0048] For the description of the technical effects that can be achieved in the fifth and sixth aspects above, please refer to the description of the technical effects that can be achieved in any possible design in the first aspect above. Repeated parts will not be discussed. Attached Figure Description

[0049] Figure 1 This is a schematic diagram of the structure of an electric vehicle;

[0050] Figure 2 A schematic diagram illustrating the communication between the vehicle controller and the motor controller provided in this application. Figure 1 ;

[0051] Figure 3 A schematic diagram illustrating the communication between the vehicle controller and the motor controller provided in this application. Figure 2 ;

[0052] Figure 4 A flowchart illustrating a torque control method. Figure 1 ;

[0053] Figure 5 A flowchart illustrating a torque control method. Figure 2 ;

[0054] Figure 6A flowchart illustrating a torque control method. Figure 3 ;

[0055] Figure 7 This is a schematic diagram of the structure of a motor controller;

[0056] Figure 8 This is a schematic diagram of the structure of a vehicle controller;

[0057] Figure 9 This is a schematic diagram of a torque control device. Detailed Implementation

[0058] Traditional anti-slip control in existing vehicles mainly involves three key control modules: ESP, VCU, and MCU. The VCU analyzes torque based on driver input and motor efficiency, then sends a torque request to the MCU, which drives the motor accordingly. However, when encountering icy or snowy roads or cornering situations, continuing to control the MCU based solely on VCU commands can lead to tire slippage. In this case, the ESP identifies the slippage, calculates the appropriate torque, and requests the corresponding torque from the MCU via the VCU.

[0059] As described above, the torque request is issued by the ESP (Electronic Stability Program). Therefore, the time it takes for the vehicle to stabilize after torque control is relatively long. Consequently, in extreme or severe scenarios, the longer control time can increase the probability of the vehicle slipping on the road surface. In view of this, it is necessary to propose a vehicle controller, a motor controller, and related equipment. By establishing communication between the vehicle controller and the motor controller, the motor controller can adjust the torque to achieve vehicle stability control.

[0060] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0061] The implementation of the technical solution of this application will be further described in detail below with reference to the accompanying drawings.

[0062] See Figure 1 , Figure 1 This is a schematic diagram of the structure of an electric vehicle. Figure 1As shown, the electric vehicle 100 includes a front axle motor 101, a rear axle motor 102, a motor controller 103, a vehicle controller 104, and four wheels. The front axle motor 101 drives the two front wheels, and the rear axle motor 102 drives the two rear wheels. Both the front axle motor 101 and the rear axle motor 102 are connected to the motor controller 103, which is connected to the vehicle controller 104. Optionally, the electric vehicle 100 may also include an accelerator pedal. Figure 1 (Not shown in the image) When the driver needs to change the current speed of the electric vehicle, the driver can change the opening value of the accelerator pedal. The opening value can be determined by detecting the depth of the accelerator pedal using a displacement sensor installed on the accelerator pedal.

[0063] Among them, the motor control unit (MCU) 103 is mainly responsible for adjusting the magnitude of the motor drive torque based on vehicle information and driver information.

[0064] The vehicle controller 104 has power control capabilities, enabling it to control vehicle movement and stability. The vehicle controller 104 can acquire various data from onboard sensors, driver input devices, and advanced driver assistance systems (ADAS), and process this data to perform vehicle handling control.

[0065] The following example illustrates vehicle stability control using the structure of the electric vehicle 100 described above.

[0066] See Figure 2 As shown, Figure 2 This is a schematic diagram illustrating the communication between the vehicle controller and the motor controller provided in this embodiment of the application. Figure 1 .

[0067] The motor controller 103, vehicle controller 104, and vehicle stability system 105 can establish communication via wired or wireless transmission. For example, wired transmission can include: wired local area network (LAN), serial bus, controller area network (CAN), and powerline communication (PLC). The CAN bus can specifically include: power train, chassis, body / comfort, cockpit / infotainment, and advanced driver assistance systems (ADAS), etc. Wireless transmission can include 6G, 5G, 4G, 3G, 2G, general packet radio service (GPRS), Wi-Fi, Bluetooth, etc.

[0068] The motor controller 103 is connected to the vehicle controller 104, and the motor controller 103 can send a first signal to the vehicle controller 104. The vehicle stability system 105 is connected to the motor controller 103 or the vehicle controller 104, and the vehicle stability system 105 can send a second signal to the vehicle controller 104. The vehicle controller 104 is used to send a third signal to the motor controller 103.

[0069] The first signal is used to indicate the motor's operating status. In one embodiment, the first signal includes torque indication information. The torque indication information includes a front axle torque status signal and / or a rear axle torque status signal, a front axle torque saturation status signal and / or a rear axle torque saturation status signal. In one embodiment, the first signal includes speed indication information. The speed indication information includes the front axle motor speed and / or the rear axle motor speed.

[0070] When the drive motor reaches saturation, the wheels may spin freely or lock up. Therefore, the motor controller 103 sends a front axle torque saturation signal and / or a rear axle torque saturation signal to the vehicle controller 104, enabling the vehicle controller 104 to adjust the torque control signal based on the front axle torque saturation signal and the rear axle torque saturation signal.

[0071] The motor controller 103 can also send the front axle motor speed and the rear axle motor speed to the vehicle controller 104, so that the vehicle controller 104 can determine whether the front axle motor and the rear axle motor of the vehicle have reached saturation based on the front axle motor speed and the rear axle motor speed.

[0072] In addition, the motor controller 103 can simultaneously send the front axle torque saturation status signal and / or the rear axle torque saturation status signal, the front axle motor speed and the rear axle motor speed to the vehicle controller 104, so that the above two types of information are redundant and backup to each other. It is equivalent to both the motor controller 103 and the vehicle controller 104 making a judgment on whether the front axle motor of the vehicle is in a saturation state, thereby improving the accuracy of control.

[0073] The first signal includes, but is not limited to, the front axle torque saturation state signal, the rear axle torque saturation state signal, the front axle motor speed, and the rear axle motor speed described in the above embodiments. Any parameter that can be used to determine whether the front axle motor has reached saturation or whether the vehicle's rear axle motor has reached saturation can be included in the first signal, without further limitations.

[0074] In addition, the motor controller 103 and the vehicle controller 104 can determine the front axle slip ratio based on the front wheel speed and the current vehicle speed, and determine the rear axle slip ratio based on the rear wheel speed and the current vehicle speed; based on the front axle slip ratio, determine whether the vehicle's front axle motor has reached saturation, and send the front axle torque saturation signal to the vehicle controller; based on the rear axle slip ratio, determine whether the vehicle's rear axle motor has reached saturation.

[0075] In the field of vehicle control, the smaller the absolute value of the vehicle's slip ratio, the better the braking effect, and the shorter the time it takes for the vehicle to return to a stable state from an unstable state, thereby further ensuring the vehicle's safety. When the vehicle is in an unstable state, stability control can be continuously performed by monitoring the front axle slip ratio and the rear axle slip ratio.

[0076] According to the curve showing the relationship between slip ratio and road surface adhesion coefficient, the vehicle's driving state can be divided into three states based on the absolute value of the slip ratio: the linear region (slip ratio satisfies 0≤s<0.05), the transient region (slip ratio satisfies 0.05≤s<0.3), and the saturated region (slip ratio satisfies 0.3≤s<1).

[0077] During normal vehicle operation, wheel speed is approximately equal to vehicle speed, resulting in a very small slip ratio, typically less than 0.05. However, during acceleration or braking, the tire slip ratio rapidly changes from the linear region to the saturation region. When the slip ratio becomes too large or reaches the saturation region, the wheels may spin or lock up. At this point, the wheel torque has reached saturation. If the wheel torque is further increased when encountering icy or snowy roads or cornering, wheel slippage will occur.

[0078] The current vehicle speed can be detected by wheel speed sensors installed on each wheel of the electric vehicle. Wheel speed sensors can be, but are not limited to, magnetoelectric wheel speed sensors, Hall effect wheel speed sensors, etc. Alternatively, the current vehicle speed can also be estimated from the wheel speeds of all four wheels.

[0079] For example, the following methods can be used to determine vehicle speed: ① Minimum wheel speed method: During vehicle stability control, wheel slippage occurs, and the wheel speed is greater than the vehicle speed. The minimum wheel speed of the four wheels can be taken as the vehicle speed. ② Slope method: When performing vehicle stability control, the initial vehicle speed for entering stability control is determined. After identifying road conditions and driving conditions, the acceleration of the electric vehicle is determined, and the speed value is calculated in real time as a reference speed. ③ Method based on vehicle dynamics model. This method is based on models of the whole vehicle and wheels, and can correct the reference speed in real time, thus achieving a better determination of the actual vehicle speed. It is understood that the vehicle speed estimation methods in the embodiments of this application are not limited to the above methods.

[0080] As one possible implementation method, the slip ratio calculation method can conform to the following formula:

[0081] ,in, For slip ratio, For tire speed, For the tire radius, This refers to the vehicle's speed.

[0082] When tire speed is unavailable, the slip ratio can be calculated using the following formula:

[0083] ,in, For slip ratio, For tire speed, For the speed ratio of the reducer, For the tire radius, This refers to the vehicle's speed.

[0084] As one possible implementation, when the front axle slip ratio is within the target slip ratio range, the vehicle's front axle motor is determined to be saturated; when the rear axle slip ratio is within the target slip ratio range, the vehicle's rear axle motor is determined to be saturated.

[0085] The slip ratio is divided into two operating conditions: driving condition and braking condition. Under the driving condition, It is a positive number and is between [0~1]; when the wheel is under braking conditions, The slip ratio is negative and falls between -1 and 0. Based on the above description of slip ratio, the vehicle's driving state is divided into three states according to the magnitude of the slip ratio. The target slip ratio range can be the slip ratio magnitude corresponding to the saturation region. Furthermore, since the slip ratio is usually... Under the action of antilock braking system (ABS) and traction control system, the slip ratio will not exceed 0.4. For example, the target slip ratio range can be set between 0.3 and 0.4.

[0086] The second signal is used to indicate the vehicle's driving status. In this embodiment, the vehicle driving status includes vehicle speed, wheel speed, acceleration, yaw angle, wheel speed, and driver input parameters. The vehicle stability system 105 can obtain the vehicle's longitudinal acceleration from the vehicle sensors. Lateral acceleration yaw rate Parameters, based on the vehicle's longitudinal acceleration Lateral acceleration yaw rate The driver input parameters can be obtained from driver input devices such as the accelerator pedal, brake pedal, and steering wheel when the driver needs to change the current speed or direction of the electric vehicle. When the electric vehicle has autonomous driving capabilities, the vehicle stability system 105 can obtain driver input parameters from the advanced driver assistance system (ADAS).

[0087] The third signal is used to control the motor torque. In one embodiment, the third signal instructs the motor controller 103 to adjust the torque of the front axle motor and / or the rear axle motor. After receiving the torque value corresponding to the front axle motor, the motor controller 103 adjusts the front axle torque according to the torque value, thereby achieving vehicle stability control and ensuring the stability and safety of the vehicle's driving. After receiving the torque value of the rear axle motor, the motor controller 103 adjusts the rear axle torque according to the torque value, thereby achieving vehicle stability control and ensuring the stability and safety of the vehicle's driving. In one embodiment, the third signal may further include a torque adjustment indication, which can cause the motor controlled by the motor controller 103 to perform an action of increasing or decreasing torque, and can also keep the torque of the motor controlled by the motor controller 103 constant.

[0088] For example, the current vehicle's front axle torque is When the front axle motor reaches saturation, the third signal instructs the motor controller 103 to maintain the torque of the front axle motor at a certain value. The current rear axle torque of the vehicle is When the rear axle motor reaches saturation, the third signal instructs the motor controller 103 to maintain the torque of the rear axle motor at a certain value. .

[0089] Since the signal transmission speed between the vehicle controller 104 and the vehicle stability system 105 is typically slow after communication is established, the vehicle controller 104 can use the first signal sent by the motor controller 103 to generate and send a third signal to any one or more of the at least one motor controller 103 before receiving the second signal. This causes the motor controller 103 receiving the third signal to adjust its torque for vehicle stability control. This makes the entire control process faster, reducing the vehicle's slippage rate on slippery surfaces.

[0090] In the above implementation, since the vehicle controller 104 and the motor controller 103 are used as the main body for stability control, the control response is faster, which can shorten the time for the vehicle to enter a stable state from an unstable state, thereby further ensuring the safety of the vehicle.

[0091] In the event that the vehicle is already experiencing significant skidding, in order to quickly achieve stability control of the vehicle, as one possible implementation, the vehicle controller 104 may also respond to the second signal by sending a third signal to any one or more of the at least one motor controller 103, causing the motor controller 103 receiving the third signal to adjust the torque to achieve stability control of the vehicle.

[0092] The vehicle controller 104 can generate a third signal using the most recently received second signal when it does not receive the first signal, and send the third signal to any one or more motor controllers 103, causing the motor controller 103 receiving the third signal to adjust its torque for vehicle stability control. In this way, the second signal sent by the vehicle stability system 105 can directly control the motor controllers 103 through the vehicle controller 104, thereby achieving faster control speeds in scenarios with significant slippage.

[0093] In order to accurately distribute torque power to each wheel of the vehicle, as one possible implementation, the vehicle controller 104 is configured to: in response to receiving a first signal and a second signal, send a third signal to any one or more motor controllers 103 of at least one motor controller 103, causing the motor controller 103 receiving the third signal to adjust the torque for stability control of the vehicle.

[0094] After receiving the first signal and the second signal, the vehicle controller 104 determines the current state of the vehicle based on the parameters in the first and second signals, thereby arbitrating the torque. Then, the vehicle controller 104 sends a third signal to any one or more motor controllers 103 among at least one motor controller 103, thereby improving the vehicle's handling.

[0095] To achieve precise torque distribution to each wheel of the vehicle, refer to... Figure 3 As shown, Figure 3 This is a schematic diagram illustrating the communication between the vehicle controller and the motor controller provided in this embodiment of the application. Figure 2 .

[0096] In one possible implementation, the vehicle controller 104 receives a fourth signal from at least one motor controller 103, the fourth signal indicating the actual torque of the vehicle motor, and the vehicle controller 104 is configured to: in response to the fourth signal, and the first signal and / or the second signal, send a third signal to any one or more of the at least one motor controller 103.

[0097] After receiving the first signal and / or the second signal, the vehicle controller 104 determines the current vehicle status based on the actual torque of the vehicle motor and arbitrates the data. Then, the vehicle controller 104 sends a third signal to any one or more motor controllers 103, thereby significantly improving vehicle handling.

[0098] When the vehicle controller 104 determines the third signal, the torque corresponding to the front axle motor and the torque corresponding to the rear axle motor can also be flexibly adjusted according to the weight distribution of the vehicle and the distribution of wheel positions.

[0099] As one possible implementation, when the vehicle is determined to be slipping and unstable, the motor controller 103 can control the front axle motor and the rear axle motor to maintain their current speed.

[0100] The state of a vehicle is divided into two types: unstable and stable. The state of a vehicle can usually be determined by the angular velocity error between the actual yaw rate of the vehicle and the target yaw rate used to characterize the driver's desired trajectory.

[0101] The motor controller 103 can determine the vehicle's state based on the angular velocity error between the vehicle's actual yaw rate and the target yaw rate at the current moment. The motor controller 103 can also determine the actual yaw rate based on the vehicle's driving parameters, such as longitudinal speed, lateral speed, wheel steering angle, yaw rate, longitudinal acceleration, lateral acceleration, etc., and determine the vehicle's state by analyzing the above parameters.

[0102] The motor controller 103 determines the target yaw rate based on the longitudinal vehicle speed, the wheel steering angle, and the steering characteristic factor; the motor controller 103 calculates the angular velocity error between the actual yaw rate and the target yaw rate; when the angular velocity error exceeds a set threshold range, the vehicle is determined to be in an unstable state; otherwise, the vehicle is determined to be stable.

[0103] When the motor controller 103 determines that the angular velocity error does not fall within the threshold range consisting of a first threshold and a second threshold, it determines that the state of the vehicle is unstable, wherein the first threshold is a positive number and the second threshold is a negative number.

[0104] The motor controller 103 can determine the state of the vehicle using the judgment method shown in the following formula:

[0105]

[0106] in, The first threshold, and It is a positive number. The second threshold, and Negative numbers are not applicable to this application. , The specific values ​​to be taken are limited. , The value can be set specifically according to the actual scenario and different vehicles.

[0107] When the vehicle is determined to be slipping and unstable, the front axle motor and the rear axle motor are controlled to maintain their current speeds, which can shorten the time it takes for the vehicle to return to a stable state from an unstable state, thereby further ensuring the safety of the vehicle.

[0108] Based on the same concept, this application also provides a motor controller 103, which is used to control the drive motor of a vehicle. The motor controller 103 is connected to the vehicle controller 104 and sends a first signal to the vehicle controller 104. The vehicle stability system 105 is connected to the motor controller 103 or the vehicle controller 104 and sends a second signal. The vehicle controller 104 is used to send a third signal to the motor controller 103. After the motor controller 103 sends the first signal, it outputs a control signal to the drive motor before or after receiving the second or third signal to perform stability control of the vehicle.

[0109] In one possible implementation, after the motor controller 103 sends the first signal, in response to the third signal output by the vehicle controller 104 after receiving the second signal, the motor controller 103 outputs the control signal to the drive motor to perform stability control on the vehicle.

[0110] In one possible implementation, after the motor controller 103 sends the first signal, in response to the motor controller 103 receiving the second signal and the third signal, the motor controller 103 outputs the control signal to the drive motor to perform stability control on the vehicle.

[0111] In one possible implementation, the first signal is used to indicate that the vehicle motor has reached torque saturation; the second signal includes any one or more of the following parameters: acceleration, yaw angle, wheel speed, and driver input parameters; the third signal is used to indicate the magnitude of the torque output by the motor controller.

[0112] In one possible implementation, the first signal includes the vehicle motor speed; the second signal includes any one or more of the following parameters: acceleration, yaw angle, wheel speed, and driver input parameters; and the third signal is used to indicate the magnitude of the torque output by the motor controller.

[0113] Based on the same concept, this application also provides a torque control method, see reference. Figure 4 As shown, Figure 4 A flowchart illustrating a torque control method. Figure 1 Taking the application of this method to motor controller 103 as an example, the method includes:

[0114] S401: Output torque indication information to the vehicle controller, the torque indication information being used to enable the vehicle controller to determine the torque control signal.

[0115] S402: Receive and adjust the magnitude of the front axle torque and the magnitude of the rear axle torque according to the front axle torque control signal and the rear axle torque control signal sent by the vehicle controller, so as to perform stability control on the vehicle.

[0116] See Figure 5 As shown, Figure 5 A flowchart illustrating a torque control method. Figure 2 Taking the application of the method to a vehicle controller as an example, the method includes:

[0117] S501: Receive torque indication information sent by the motor controller, the torque indication information being used to enable the vehicle controller to determine the torque control signal.

[0118] S502: Send a front axle torque control signal and a rear axle torque control signal to the motor controller so that the motor controller adjusts the magnitude of the front axle torque and the magnitude of the rear axle torque to perform stability control on the vehicle.

[0119] The torque control method provided in the above embodiments can be redundant and backup to the traditional ESP control, that is, the vehicle can achieve its own stability control through two sets of torque control methods at the same time, which further improves the stability of the vehicle.

[0120] See Figure 6 As shown, Figure 6 A flowchart illustrating a torque control method. Figure 3 Taking an electric vehicle, which includes a motor controller and a vehicle controller, as an example, the method includes:

[0121] S601: When the motor controller determines that the vehicle is slipping and unstable, it controls the front axle motor and the rear axle motor to maintain their current speeds. The motor controller can determine the vehicle's state based on the angular velocity error between the actual yaw rate and the target yaw rate at the current moment. The motor controller can also determine the actual yaw rate based on the vehicle's driving parameters, such as longitudinal speed, lateral speed, wheel steering angle, yaw rate, longitudinal acceleration, lateral acceleration, etc., and determine the vehicle's state by analyzing these parameters.

[0122] S6021: The motor controller sends torque indication information to the vehicle controller. The torque indication information includes at least a front axle torque saturation state signal and / or a rear axle torque saturation state signal, the front axle motor speed output by the vehicle controller, and the rear axle motor speed. The vehicle controller can determine whether the front axle motor and the rear axle motor have reached saturation based on the front axle motor speed and the rear axle motor speed.

[0123] S6022: The motor controller sends the current front axle torque and rear axle torque of the vehicle to the vehicle controller. Upon receiving the current front axle torque and rear axle torque, the vehicle controller generates a torque control signal based on the current front axle torque when the front axle motor reaches saturation, and a torque control signal based on the current rear axle torque when the rear axle motor reaches saturation. The torque control signals allow the motor controller to maintain the original torque while controlling the motor.

[0124] S6031: The vehicle controller receives torque indication information sent by the motor controller.

[0125] S6032: The vehicle controller receives the current front axle torque and rear axle torque of the vehicle from the motor controller;

[0126] S604: The vehicle controller generates front axle torque control signals and rear axle torque control signals based on torque indication information, the current front axle torque, and the rear axle torque of the vehicle.

[0127] The torque control signal can directly carry the torque that the motor controller needs to adjust, or it can carry a torque adjustment indicator. The torque adjustment indicator can control the torque to increase, decrease, or keep the torque constant.

[0128] When the front axle motor reaches saturation, a second front axle torque control signal is sent to the motor controller. This second front axle torque control signal is used to maintain the torque of the front axle motor at a constant level. If the front axle motor has not yet reached saturation, a first front axle torque control signal is sent to the motor controller. This first front axle torque control signal is used to adjust the torque of the front axle motor to a torque determined by arbitration based on vehicle speed, wheel speed, vehicle acceleration, yaw angle signal, and driver input signal. When the rear axle motor reaches saturation, a second rear axle torque control signal is sent to the motor controller. This second rear axle torque control signal is used to maintain the torque of the rear axle motor at a constant level. If the rear axle motor has not yet reached saturation, a first rear axle torque control signal is sent to the motor controller. This first rear axle torque control signal is used to adjust the torque of the rear axle motor to a torque determined by arbitration based on vehicle speed, wheel speed, vehicle acceleration, yaw angle signal, and driver input signal.

[0129] S605: The vehicle controller sends front axle torque control signals and rear axle torque control signals to the motor controller.

[0130] S606: The motor controller determines the magnitudes of the front axle torque and the rear axle torque based on the front axle torque control signal and the rear axle torque control signal. Upon receiving the front axle torque control signal, the motor controller determines the front axle torque based on the front axle torque control signal and controls the front axle motor accordingly. Upon receiving the rear axle torque control signal, the motor controller determines the rear axle torque based on the rear axle torque control signal, so that the front axle motor and the rear axle motor apply corresponding target torques to the front and rear axles respectively, thereby achieving vehicle stability control and ensuring the stability and safety of the vehicle's operation.

[0131] S607: The motor controller uses the magnitudes of the front axle torque and the rear axle torque to perform stability control on the vehicle. When the vehicle is in an unstable state, the motor controller can continuously execute any one or more of the above steps to ultimately determine the front axle torque and the rear axle torque, thereby continuously performing stability control on the vehicle.

[0132] Based on the same concept, this application also provides a motor controller for implementing the above-described torque control method. (See also...) Figure 7 As shown, Figure 7 This is a schematic diagram of a motor controller; according to logical functions, the motor controller 700 includes the following modules: a signal output module 701, used to output torque indication information to the vehicle controller, the torque indication information being used to enable the vehicle controller to determine the torque control signal;

[0133] The torque receiving and control module 702 is used to receive and adjust the magnitude of the front axle torque and the magnitude of the rear axle torque according to the front axle torque control signal and the rear axle torque control signal sent by the vehicle controller, so as to perform stability control on the vehicle.

[0134] As one possible implementation, the signal output module 701 is specifically used for:

[0135] Output a front axle torque saturation status signal and / or a rear axle torque saturation status signal to the vehicle controller, wherein the front axle torque saturation status signal indicates that the vehicle's front axle motor has reached saturation, and the rear axle torque saturation signal indicates that the vehicle's rear axle motor has reached saturation; or

[0136] The front axle motor speed and rear axle motor speed are output to the vehicle controller so that the vehicle controller can determine whether the front axle motor and rear axle motor have reached saturation.

[0137] As one possible implementation, the motor controller 700 further includes: a vehicle speed and wheel speed acquisition module 703, used to acquire the current vehicle speed and wheel speed;

[0138] The signal output module 701 is specifically used to: determine the front axle slip ratio based on the front wheel speed and the current vehicle speed, and determine the rear axle slip ratio based on the rear wheel speed and the current vehicle speed;

[0139] Based on the front axle slip ratio, it is determined whether the vehicle's front axle motor has reached saturation, and a front axle torque saturation signal is sent to the vehicle controller; based on the rear axle slip ratio, it is determined whether the vehicle's rear axle motor has reached saturation, and a rear axle torque saturation signal is sent to the vehicle controller.

[0140] As one possible implementation, the signal output module 701 is specifically used for:

[0141] When the front axle slip ratio is within the target slip ratio range, the front axle motor of the vehicle is determined to be saturated, and a front axle torque saturation state signal is output to the vehicle controller; when the rear axle slip ratio is within the target slip ratio range, the rear axle motor of the vehicle is determined to be saturated, and a rear axle torque saturation state signal is output to the vehicle controller.

[0142] As one possible implementation, the motor controller 700 further includes:

[0143] Yaw angle and acceleration acquisition module 704 is used to: acquire the current vehicle's yaw angle and acceleration;

[0144] The signal output module 701 is also used to: output torque indication information to the vehicle controller based on the current vehicle speed, the wheel speed, the current vehicle yaw angle and the current vehicle acceleration.

[0145] As one possible implementation, the motor controller 700 further includes:

[0146] The current torque output module 705 is used to: acquire the current front axle torque and rear axle torque of the vehicle, and send the current front axle torque and rear axle torque of the vehicle to the vehicle controller, so that the vehicle controller determines the front axle torque control signal and the rear axle torque control signal based on the torque indication information, the current front axle torque and the current rear axle torque of the vehicle.

[0147] As one possible implementation, the motor controller 700 further includes:

[0148] The instability detection module 706 is used to control the front axle motor and the rear axle motor to maintain the current speed when the vehicle is determined to be slipping and unstable.

[0149] Based on the same concept, this application also provides a motor controller for implementing the above-described torque control method. See also... Figure 8As shown, Figure 8 This is a schematic diagram of the structure of a vehicle controller; according to logical functions, the vehicle controller 800 includes the following modules: a torque indication information receiving module 801, used to: receive torque indication information sent by the motor controller, the torque indication information being used to enable the vehicle controller 800 to determine the torque control signal.

[0150] The torque distribution module 802 is used to send front axle torque control signals and rear axle torque control signals to the motor controller 700, so that the motor controller 700 adjusts the magnitude of the front axle torque and the magnitude of the rear axle torque to perform stability control on the vehicle.

[0151] As one possible implementation, the torque indication information receiving module 801 is specifically used to: receive a front axle torque saturation state signal and / or a rear axle torque saturation state signal sent by the motor controller 700, wherein the front axle torque saturation state signal is used to indicate that the vehicle's front axle motor has reached saturation, and the rear axle torque saturation signal is used to indicate that the vehicle's rear axle motor has reached saturation; or

[0152] The front axle motor speed and rear axle motor speed sent by the motor controller 700 are received to determine whether the front axle motor and rear axle motor have reached saturation.

[0153] As one possible implementation, the torque indication information receiving module 801 is specifically used for:

[0154] The front axle slip ratio is determined based on the front axle motor speed, the rear axle motor speed, and the current vehicle speed; the rear axle slip ratio is determined based on the rear wheel speed and the current vehicle speed.

[0155] Based on the front axle slip ratio, determine whether the vehicle's front axle motor has reached saturation; based on the rear axle slip ratio, determine whether the vehicle's rear axle motor has reached saturation.

[0156] As one possible implementation, the torque indication information receiving module 801 is specifically used for:

[0157] When the front axle slip ratio is within the target slip ratio range, the vehicle's front axle motor is determined to be saturated; when the rear axle slip ratio is within the target slip ratio range, the vehicle's rear axle motor is determined to be saturated.

[0158] As one possible implementation, the torque distribution module 802 is specifically used for:

[0159] Based on vehicle speed, wheel speed, vehicle acceleration, yaw angle signal, driver input signal, and total front and rear torque, the first front axle torque control signal and the first rear axle torque control signal are determined. The first front axle torque control signal is used to control the front axle motor to a first torque, and the first rear axle torque control signal is used to control the rear axle motor to a second torque. The sum of the first torque and the second torque is the total front and rear torque.

[0160] When the front axle motor reaches saturation, a second front axle torque control signal is sent to the motor controller. The second front axle torque control signal is used to control the torque of the front axle motor to remain constant. Otherwise, the first front axle torque control signal is sent to the motor controller.

[0161] When the rear axle motor reaches saturation, a second rear axle torque control signal is sent to the motor controller. The second rear axle torque control signal is used to control the torque of the rear axle motor to remain constant. Otherwise, the first rear axle torque control signal is sent to the motor controller.

[0162] As one possible implementation, the vehicle controller 800 further includes: a current torque receiving module 803, used to receive the current front axle torque and rear axle torque of the vehicle sent by the motor controller; and a torque distribution module 802, specifically used to send a front axle torque control signal and a rear axle torque control signal to the motor controller based on the torque indication information, the current front axle torque of the vehicle, and the current rear axle torque of the vehicle.

[0163] Using the motor controller and vehicle controller provided in this application, when vehicle instability is detected, the motor controller controls the front axle motor and rear axle motor to maintain their current speeds. The motor controller outputs torque indication information to the vehicle controller. The vehicle controller determines whether the front axle motor and rear axle motor have reached saturation based on the front axle torque saturation signal and / or the rear axle torque saturation signal, the front axle motor speed, and the rear axle motor speed. Based on the motor saturation state, the torque control signal is adjusted, thereby allowing the motor controller to adjust the torque of the front and rear axles according to the torque control signal. This significantly reduces the slippage rate on slippery surfaces, shortens the closed-loop speed from instability to stability from seconds to milliseconds, and also enables front and rear axle torque distribution, greatly improving vehicle handling.

[0164] It should be noted that the module division in the above embodiments is illustrative and only represents one logical functional division. In actual implementation, there may be other division methods. Furthermore, the functional units in the various embodiments of this application can be integrated into one processing unit, exist as separate physical entities, or have two or more units integrated into one unit. The integrated units described above can be implemented in hardware or as software functional units.

[0165] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) or processor to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0166] Based on the above embodiments, this application also provides a torque control device, which is suitable for vehicles with distributed front and rear axle drive, for implementing the above-described torque control method, and has the following characteristics: Figure 7 The motor controller 700 shown and Figure 8 The functions of the vehicle controller 800 are shown. (See also...) Figure 9 As shown, the torque control device 900 includes: a communication interface 901, a processor 902, and a memory 903.

[0167] The communication interface 901 and the memory 903 are interconnected with the processor 902. Optionally, the communication interface 901 and the memory 903 are interconnected with the processor 902 via a bus; the bus can be a peripheral component interconnect (PCI) bus or an extended industry standard architecture (EISA) bus, etc. The bus can be divided into an address bus, a data bus, a control bus, etc. For ease of representation, Figure 9 The bus is represented by a single thick line, but this does not mean that there is only one bus or one type of bus.

[0168] The communication interface 901 is used to communicate with other components in the vehicle. For example, the communication interface 901 acquires vehicle speed, wheel speed, vehicle acceleration, yaw angle signal, and driver input signal from onboard sensors and driver input devices. As another example, the communication interface 901 sends the calculated front axle torque and rear axle torque to the front axle motor and rear axle motor for final torque control.

[0169] The processor 902 is used to implement, for example Figure 4 , Figure 5 or Figure 6 The torque control method shown can be specifically referred to the description in the above embodiments, and will not be repeated here. Optionally, the processor 902 can be a central processing unit (CPU) or other hardware chip. The aforementioned hardware chip can be an application-specific integrated circuit (ASIC), a programmable logic device (PLD), or a combination thereof. The aforementioned PLD can be a complex programmable logic device (CPLD), a field-programmable gate array (FPGA), a generic array logic (GAL), or any combination thereof. When the processor 902 implements the above functions, it can be implemented in hardware, or it can be implemented by hardware executing corresponding software.

[0170] The memory 903 is used to store program instructions and data. Specifically, the program instructions may include program code, which includes instructions for computer operation. The memory 903 may include random access memory (RAM) and may also include non-volatile memory, such as at least one disk storage device. The processor 902 executes the program stored in the memory 903 and, through the aforementioned components, implements the above-described functions, thereby ultimately realizing the method provided in the above embodiments.

[0171] Based on the above embodiments, this application also provides a computer program that, when run on a computer, causes the computer to execute the methods provided in the above embodiments.

[0172] Based on the above embodiments, this application also provides a computer storage medium storing a computer program, which, when executed by a computer, causes the computer to perform the method provided in the above embodiments.

[0173] Based on the above embodiments, this application also provides a chip for reading a computer program stored in a memory to implement the method provided in the above embodiments.

[0174] Based on the above embodiments, this application provides a chip system including a processor for supporting a computer device in implementing the functions involved in the terminal device in the methods provided above. In one possible design, the chip system further includes a memory for storing necessary programs and data of the computer device. This chip system may be composed of chips or may include chips and other discrete components.

[0175] Based on the above embodiments, this application provides an electric vehicle, which includes the motor controller and vehicle controller described in the above embodiments, for achieving final stability control.

[0176] Based on the above embodiments, this application provides a powertrain, including the motor controller and vehicle controller described in the above embodiments.

[0177] Those skilled in the art will understand that embodiments of this application can be provided as methods, systems, or computer program products. Therefore, this application can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, this application can take the form of a computer program product embodied 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.

[0178] This application is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to this application. It should be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the flowchart illustrations and / or block diagrams. Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0179] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0180] These computer program instructions may also be loaded onto a computer or other programmable data processing equipment to cause a series of operational steps to be performed on the computer or other programmable equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0181] Obviously, those skilled in the art can make various modifications and variations to this application without departing from the spirit and scope of this application. Therefore, if such modifications and variations fall within the scope of the claims of this application and their equivalents, this application also intends to include such modifications and variations.

Claims

1. A vehicle controller, characterized in that, The vehicle controller is connected to at least one motor controller and is used to receive a first signal sent by the at least one motor controller, wherein the first signal is at least one of motor torque or speed indicating that the motor has reached torque saturation; the vehicle controller is connected to a vehicle stability system and receives a second signal sent by the vehicle stability system, wherein the second signal is used to indicate the vehicle's driving state; the vehicle controller is used to: In response to the first signal, a third signal is sent to any one or more of the at least one motor controllers before the second signal is received, causing the motor controller receiving the third signal to adjust the torque to perform stability control of the vehicle. In response to the second signal, the third signal is sent to any one or more of the at least one motor controller, causing the motor controller receiving the third signal to adjust the torque for vehicle stability control.

2. The vehicle controller according to claim 1, characterized in that, The vehicle controller is used for: In response to receiving the first signal and the second signal, the third signal is sent to any one or more of the at least one motor controller, causing the motor controller receiving the third signal to adjust the torque to perform stability control of the vehicle.

3. The vehicle controller according to claim 1 or 2, characterized in that, The signal transmission period of the first signal sent by the at least one motor controller is less than the signal transmission period of the second signal sent by the vehicle stability system.

4. The vehicle controller according to claim 1 or 2, characterized in that, The second signal includes one or more of the following parameters: acceleration, yaw angle, wheel speed, and driver input parameters; The third signal is used to indicate the magnitude of the torque output by the motor controller.

5. The vehicle controller according to claim 1 or 2, characterized in that, The vehicle controller receives a fourth signal from the at least one motor controller, the fourth signal indicating the actual torque of the vehicle motor, and the vehicle controller is used to: In response to the fourth signal, and the first signal and / or the second signal, a third signal is sent to any one or more of the at least one motor controller.

6. The vehicle controller according to claim 1 or 2, characterized in that, The vehicle controller is used for: A fifth signal is sent to the vehicle stability system, the fifth signal being used to indicate the actual torque of the vehicle's motor.

7. A motor controller for controlling a vehicle's drive motor, characterized in that, The motor controller is connected to the vehicle controller and sends a first signal to the vehicle controller. The first signal is at least one of the motor torque or speed indicating that the motor has reached torque saturation. The vehicle stability system is connected to the motor controller or the vehicle controller and sends a second signal. The second signal is used to indicate the vehicle driving status. The vehicle controller is used to send a third signal to the motor controller. After the motor controller sends the first signal, it outputs a control signal to the drive motor before receiving the second signal or the third signal to perform stability control on the vehicle. After the motor controller sends the first signal, in response to the third signal output by the vehicle controller after receiving the second signal, the motor controller outputs the control signal to the drive motor to perform stability control on the vehicle.

8. The motor controller according to claim 7, characterized in that, After the motor controller sends the first signal, in response to the motor controller receiving the second signal and the third signal, the motor controller outputs the control signal to the drive motor to perform stability control on the vehicle.

9. The motor controller according to claim 7 or 8, characterized in that, The second signal includes one or more of the following parameters: acceleration, yaw angle, wheel speed, and driver input parameters; The third signal is used to indicate the magnitude of the torque output by the motor controller.

10. A powertrain, characterized in that, include: The vehicle controller as described in any one of claims 1-6, or the motor controller as described in any one of claims 7-9.

11. An electric vehicle, characterized in that, include: The vehicle controller as described in any one of claims 1-6, or the motor controller as described in any one of claims 7-9.

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