Motor driving method and device in parking process, vehicle terminal and medium

Abstract

The embodiment of the application is suitable for the technical field of vehicles, and provides a motor driving method and device in a parking process, a vehicle terminal and a medium. The method comprises the following steps: when an acceleration request of a parking controller is received, a motor state is determined, the motor state comprising that the motor is in a torque zero-crossing interval or the motor is not in the torque zero-crossing interval, and the torque zero-crossing interval is a transition interval of motor speed change; based on the motor state and the acceleration request, a desired motor torque of the motor is determined; and the motor is driven to operate according to the desired motor torque, so that the vehicle travels to a target parking space. Through the above method, the vehicle can be stably controlled in the parking process, and vibration and abnormal sound in the parking process are reduced.

Description

Technical Field

[0001] This application belongs to the field of vehicle technology, and in particular relates to a motor drive method, device, vehicle terminal and medium during parking. Background Technology

[0002] During the automatic parking process, the automatic parking system can determine the parking space and route by scanning the parking spaces on both sides of the vehicle and the obstacles around the vehicle, and then automatically park the vehicle in the space.

[0003] During this process, the automatic parking system needs to perform operations such as starting, shifting gears, and braking, which causes the vehicle's acceleration to change continuously. When the vehicle's acceleration changes rapidly, the meshing surface between the drive motor and the axle changes. Because there is a gap between the drive motor and the axle, the change in the meshing surface requires the drive motor and the axle to redefine their engagement state during transmission, which may result in collision of the meshing surfaces, causing vehicle vibration and abnormal noise.

[0004] Take the permanent magnet synchronous motor commonly used in new energy vehicles as an example. The motor consists of a stator and a rotor, and can operate in two modes: drive and regenerative braking. In drive mode, the stator is in front and the rotor is behind, with the stator pulling the rotor forward. In regenerative braking mode, the stator stops moving forward and pulls the rotor, which continues to move forward due to inertia, backward. In other words, in drive mode, the stator drives the rotor; in regenerative braking mode, the stator brakes the rotor.

[0005] When the motor switches between two operating modes, it involves zero-crossing. Zero-crossing adjusts the magnitude and direction of the current in the energized coils; this process does not involve changes to the physical structure or hardware limitations. However, the vehicle's drive structure, with its microcontroller rigidly connecting the drive shaft and wheels, requires a transition time when speeds change; otherwise, abnormal noises and vibrations may occur. Summary of the Invention

[0006] In view of this, embodiments of this application provide a motor driving method, device, vehicle terminal, and medium during parking to reduce vibration and abnormal noise during parking.

[0007] A first aspect of this application provides a motor driving method during parking, including:

[0008] When an acceleration request is received from the parking controller, the motor status is determined. The motor status includes whether the motor is in the torque zero-crossing range or not in the torque zero-crossing range. The torque zero-crossing range is the transition range of the motor speed change.

[0009] Based on the motor state and the acceleration request, determine the desired motor torque;

[0010] The second aspect of this application provides a motor drive device for parking, comprising: [The device is designed to drive the motor according to the desired motor torque to move the vehicle to the target parking space].

[0011] The motor state determination module is used to determine the motor state when it receives an acceleration request from the parking controller. The motor state includes whether the motor is in the torque zero-crossing range or the motor is not in the torque zero-crossing range. The torque zero-crossing range is the transition range of the motor speed change.

[0012] The desired torque determination module is used to determine the desired motor torque of the motor based on the motor state and the acceleration request.

[0013] A motor drive module is used to drive the motor according to the desired motor torque so that the vehicle can drive to the target parking space.

[0014] A third aspect of this application provides a parking control system, including: a parking controller, a brake controller, a power controller, and a drive motor, wherein:

[0015] The parking controller is used to send an acceleration request to the brake controller during parking, the acceleration request being used to instruct the torque of the drive motor to be changed;

[0016] The brake controller is configured to determine the motor state when it receives an acceleration request from the parking controller; determine the desired motor torque based on the motor state and the acceleration request; and send the desired motor torque to the drive motor through the power controller.

[0017] The drive motor is used to receive the desired motor torque and operate according to the desired motor torque to drive the vehicle to the target parking space.

[0018] A fourth aspect of this application provides an in-vehicle terminal, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the method described in the first aspect above.

[0019] A fifth aspect of this application provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the method described in the first aspect above.

[0020] A sixth aspect of this application provides a vehicle that achieves motor drive during parking by means of the method described in the first aspect above.

[0021] A seventh aspect of this application provides a computer program product that, when run on an in-vehicle terminal, causes the in-vehicle terminal to execute the method described in the first aspect above.

[0022] Compared with the prior art, the embodiments of this application have the following advantages:

[0023] When a vehicle performs automatic parking, the on-board terminal can receive acceleration requests from the parking controller and determine the motor status. The motor status describes whether the motor is in the torque zero-crossing range. Since vehicle vibrations and abnormal noises are generally caused by collisions due to reduced clearance during the motor torque zero-crossing period, the on-board terminal can determine whether to reduce abnormal noises while controlling the motor based on the motor status. The on-board terminal can determine the desired motor torque based on whether the motor is in the torque zero-crossing range and the acceleration request. This is equivalent to considering both parking requirements and smooth motor control requirements when determining the desired motor torque. Therefore, when driving the motor based on this desired motor torque, vibrations and abnormal noises during parking can be reduced. In this embodiment, motor driving based on both motor status and parking requirements can effectively ensure smooth motor control during parking and reduce abnormal noises and vibrations caused by the motor during the initial stage of the parking function. Attached Figure Description

[0024] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments or the prior art will be briefly introduced below.

[0025] Figure 1 This is a schematic diagram of the operation of an automatic parking system provided in an embodiment of this application;

[0026] Figure 2 This is a flowchart illustrating the steps of a motor driving method during parking provided in an embodiment of this application;

[0027] Figure 3 This is a schematic diagram of a parking system provided in an embodiment of this application;

[0028] Figure 4 This is a schematic diagram of a motor drive device during parking provided in an embodiment of this application;

[0029] Figure 5 This is a schematic diagram of an in-vehicle terminal provided in an embodiment of this application. Detailed Implementation

[0030] In the following description, specific details such as particular system architectures and techniques are set forth for illustrative purposes and not for limitation, in order to provide a thorough understanding of the embodiments of this application. However, those skilled in the art will understand that this application may also be implemented in other embodiments without these specific details. In other instances, detailed descriptions of well-known systems, apparatuses, circuits, and methods have been omitted so as not to obscure the description of this application with unnecessary detail.

[0031] With the development of the automotive industry, cars are increasingly integrated into our daily lives and work. To better serve users, cars can provide intelligent services to meet various scenarios and needs. Among these, the Auto Parking Assist (APA) system is an intelligent function designed to serve users.

[0032] Once the vehicle's automatic parking system is activated, the vehicle uses ultrasonic sensors and cameras to scan for parking spaces on both sides and obstacles around the vehicle. When a suitable parking space is found, the automatic parking system uses internal algorithms to automatically plan a parking path. After the driver confirms the parking, the vehicle automatically parks itself. Based on the automatic parking system, the entire parking process can be completed without driver intervention, whether the driver is inside or outside the vehicle. The automatic parking system can interact directly or indirectly with the steering, powertrain, and braking systems, allowing control of steering via the steering system, gear shifting and acceleration via the powertrain, braking via the braking system, and parking via the Electronic Park Brake (EPB) system and the Park (P) gear.

[0033] Figure 1 A schematic diagram illustrating the operation of an automatic parking system provided in an embodiment of this application is shown. Figure 1 As shown, the parking perception system can sense external environmental information. Based on this information, the parking planning system can determine a parking scheme and send acceleration requests, parking gear requests, and EPB requests to the brake controller. The brake controller may include an EPB, a deceleration module, a gear selection module, and an acceleration module. The gear selection module can send parking gear requests to the power controller, and the acceleration module can send acceleration requests to the power controller. The power controller can respond to the received requests, thereby driving the motor to move and enabling the vehicle to park.

[0034] The aforementioned parking perception system and parking planning system can form a parking controller. The parking controller can combine the vehicle's surrounding environment information and parking space information collected by the sensors to send acceleration / deceleration requests, gear requests, P gear and EPB requests to the brake controller, thereby performing longitudinal control of the vehicle. The longitudinal control of the vehicle can include vehicle acceleration, deceleration, leaving, parking, etc.

[0035] The aforementioned vehicle brake controller can respond to acceleration / deceleration requests, gear selection requests, and EPB requests from the parking domain controller. Acceleration requests can include both positive and negative acceleration requests. The brake controller can convert positive acceleration requests into positive torque for the power controller to accelerate the vehicle. The brake controller can convert negative acceleration requests into braking torque for its own hydraulic module to decelerate the vehicle. The brake controller can relay gear selection requests to the power controller for gear changes. The brake controller can relay EPB requests to its own EPB module for vehicle EPB control. The vehicle powertrain can respond to the brake controller's acceleration and gear selection requests.

[0036] During automatic parking control, after receiving the acceleration request from the parking controller, the brake controller performs a combination of depressurization and positive torque drive power controller operation. When the power controller receives the positive torque request, it forwards it to the drive motor. When the drive motor receives the positive torque request during the start-up phase, it drives the vehicle.

[0037] Vehicles may include motors. Taking the permanent magnet synchronous motor commonly used in new energy vehicles as an example, the motor has two magnetic fields: a rotor magnetic field and a stator magnetic field. The rotor may include permanent magnets to form a stable magnetic field, which rotates with the rotor. The stator may include windings, which can be wires. Current can flow through the wires, and an induced magnetic field will be generated in the surrounding space. If alternating current is passed through the wires, a rotating induced magnetic field will be generated in the surrounding space.

[0038] When an electric motor is working, the rotating induction magnetic field generated by the stator and the permanent magnet magnetic field of the rotor are like two children holding hands and walking in step. With the stator in front and the rotor behind, the motor is in driving mode when the stator pulls the rotor forward. When the stator pulls the rotor backward due to inertia, both the stator and rotor will gradually slow down until they stop; at this point, the motor is in regenerative braking mode. The force exerted by the stator pulling the rotor, multiplied by the motor radius, equals the torque, which is the intensity of energy recovery.

[0039] Based on the stator and rotor, the motor can include two operating modes: drive or regenerative braking. Switching between these two modes indicates that the motor has crossed zero. The zero-crossing process adjusts the magnitude and direction of the current in the energized coils; this process does not involve changes to the physical structure or hardware limitations. However, the vehicle's drive structure is a rigid connection between a microcontroller and the drive shaft and wheels, requiring a transition time in scenarios involving changes in speed; otherwise, abnormal noise and vibration may occur. Therefore, how to reasonably control motor noise and vibration during the parking start-up phase in automatic parking control is an important issue. Based on this, this application provides a motor drive method during parking, aiming to reduce motor noise and vibration during parking.

[0040] The technical solution of this application will be described below through specific embodiments.

[0041] Reference Figure 2 The diagram illustrates a step-by-step flowchart of a motor driving method during parking provided in an embodiment of this application, which may specifically include the following steps:

[0042] S201, when receiving an acceleration request from the parking controller, determine the motor state, the motor state including whether the motor is in the torque zero-crossing range or the motor is not in the torque zero-crossing range, the torque zero-crossing range being the transition range of the motor speed change.

[0043] The method in this embodiment can be applied to vehicles. Specifically, the method in this embodiment can be executed by an on-board terminal to achieve motor drive during parking. Specifically, the on-board terminal may include a parking controller, a brake controller, a power controller, and a drive motor. In this embodiment, the parking controller, brake controller, power controller, and drive motor can cooperate to achieve motor drive during parking.

[0044] The on-board terminal can control the parking controller to send an acceleration request to the brake controller, so that the brake controller can determine the motor status after receiving the acceleration request from the parking controller.

[0045] The vehicle includes a drive motor, and the motor in this application is the drive motor. The drive motor is used to control the output torque of the vehicle. By controlling the output torque of the vehicle, the vehicle can be controlled to perform speed changes, braking, and driving.

[0046] The aforementioned parking controller can determine the vehicle's parking space and plan a parking route based on the perceived external environment. Based on the parking route and space, the parking controller can determine a parking plan. The parking controller can display the parking plan on the central control screen for user confirmation. Once the user confirms the parking plan, the parking controller can send an acceleration request to the brake controller to actuate the vehicle.

[0047] The brake controller can receive acceleration requests from the parking controller. Upon receiving an acceleration request, the brake controller indicates a need to actuate the drive motor for parking. At this point, the brake controller can obtain the drive motor's status. The drive motor's status can include whether the motor is in the torque zero-crossing range or not. The torque zero-crossing range is the transitional range of motor speed change. When the motor is in the torque zero-crossing range, it indicates that the motor needs to eliminate gear backlash and engage the gears. If the speed is too high at this time, a strong collision will occur during gear engagement. To avoid this strong collision, the speed within this range can be controlled to remain at a low level, thereby achieving smooth gear engagement and avoiding strong motor collisions, thus preventing abnormal noises during parking. Based on this, in this embodiment, it is necessary to determine whether the motor is in the torque zero-crossing range during parking control.

[0048] In one possible implementation, the brake controller can send a motor status request to the drive motor. This request may include an acceleration request or a desired torque calculated based on the acceleration request. Upon receiving the motor status request, the drive motor can determine its motor status and then send it back to the brake controller. The drive motor can store received drive commands, and based on these commands, it can determine its current motor status. For example, if the last command received by the drive motor was a braking command, and the motor status request included a positive acceleration request or a positive torque request, then the drive motor can determine that its current motor status is within the torque zero-crossing range.

[0049] It should be noted that in this application, communication between the drive motor and the brake controller can be achieved through the power controller. Specifically, the brake controller can send a motor status request to the drive motor in this embodiment: the brake controller can send a motor status request to the power controller; after receiving the motor status request, the power controller can send the request to the drive motor; after determining its motor status, the drive motor can send the motor status back to the power controller, and the power controller can return the motor status to the brake controller. Similarly, other information interactions between the drive motor and the brake controller can also be performed in this manner. Of course, some information processing can also be migrated to the power controller for execution according to user needs. In one possible implementation, the brake controller can also interact directly with the drive motor.

[0050] In one possible implementation, the drive motor can determine whether it is in the torque zero-crossing range by checking the vehicle's gear position. For example, the drive motor can determine the vehicle's current gear. The drive motor can determine the current gear based on its current operating state, or it can request the vehicle's current gear from the vehicle controller. Based on the acceleration request or desired torque in the motor state request, the target gear can be determined. For example, when the acceleration is positive, the target gear could be a forward gear; when the acceleration is negative, the target gear could be a reverse gear. The onboard terminal can then determine the motor state based on the current gear and the target gear. For example, if the current gear is parking, the vehicle will be driven upon receiving an acceleration request during parking. This requires the gears to mesh, thus indicating the motor is in the zero-torque range. If the current gear is forward and the target gear is reverse, the motor needs to change its rotation direction. This requires the meshing surfaces to switch, and the gears need to eliminate backlash and re-mesh, potentially causing a collision. Therefore, the motor is in the zero-torque range. Similarly, if the current gear is reverse and the target gear is forward, the motor needs to change its rotation direction, again indicating the motor is in the zero-torque range.

[0051] In another possible implementation, the motor state can be determined by the brake controller. When the brake controller receives an acceleration request, it can obtain the current gear of the drive motor. The brake controller can send a gear request to the drive motor; the drive motor can receive the gear request and send its current gear to the brake controller. The brake controller can determine the target gear based on the acceleration request, and based on the received current gear and the calculated target gear, the brake controller can determine the motor state. S202, based on the motor state and the acceleration request, the desired motor torque is determined.

[0052] The aforementioned desired motor torque refers to the torque expected to be output by the drive motor during actual control. Determining the desired motor torque requires considering both the acceleration request from the parking controller and the torque that the drive motor itself can output. The torque that the drive motor can output includes two aspects: firstly, the drive motor itself has a torque upper limit; secondly, the drive motor has a zero-crossing torque range within the zero-crossing torque interval.

[0053] If the motor is in the zero-torque range, the drive motor needs to be kept in a low torque range to eliminate wheel backlash. In this case, the desired motor torque can be controlled within the zero-torque range of the motor. For example, if the zero-torque range of the motor can be less than or equal to 3nm, the desired motor torque can be set to 2nm, so that the motor can be smoothly controlled in the zero-torque range and collisions can be avoided.

[0054] If the motor is not in the torque zero-crossing range, the target torque corresponding to the acceleration request can be determined. Since the motor itself has a torque upper limit, the desired motor torque can be determined based on the target torque and the torque upper limit. Specifically, if the target torque determined based on the acceleration request is less than or equal to the torque upper limit, the target torque can be determined as the desired motor torque; if the target torque determined based on the acceleration request is greater than the torque upper limit, the torque upper limit can be determined as the desired motor torque.

[0055] The on-board terminal can control the brake controller to determine the desired torque of the motor based on the motor status and acceleration request. The brake controller can receive acceleration requests from the parking controller and then determine the corresponding target torque based on the acceleration request. If the motor status is within the torque zero-crossing range, the brake controller can send a zero-crossing torque range request to the drive motor. After receiving the zero-crossing torque range request, the drive motor can send the zero-crossing torque range to the brake controller, which can then control the desired motor torque within that range. If the motor is not within the torque zero-crossing range, the brake controller can determine the upper limit of the motor torque. If the target torque is less than or equal to the upper limit, the brake controller can set the target torque as the desired motor torque; if the target torque is greater than the upper limit, the brake controller can set the upper limit as the desired motor torque.

[0056] S203, drive the motor to run according to the desired motor torque so that the vehicle can drive to the target parking space.

[0057] After determining the desired motor torque, the vehicle can control the motor to operate according to the desired motor torque, output the corresponding torque, and thus control the vehicle to drive to the target parking space to complete automatic parking.

[0058] The on-board terminal can control the brake controller to send the desired motor torque to the drive motor, so as to control the drive motor to output the corresponding torque.

[0059] In one possible implementation, the motor needs to change from its current torque to the desired torque during response. In the torque zero-crossing range, if the rate of torque change is too rapid, it can cause abnormal noise and vibration in the motor. Therefore, a desired torque slope can be determined, which represents the amount of torque change per unit time. For example, if the motor is in the zero-crossing torque range, a smaller desired torque slope can be set, allowing the torque to gradually increase. Then, the desired motor torque can be controlled to reach the desired torque at the rate of change corresponding to the desired torque slope, achieving smooth motor control.

[0060] In one possible implementation, if the desired motor torque is within the zero-crossing torque range, the desired motor torque can be re-determined based on the acceleration request and the torque upper limit after a preset time, and the motor can be driven to run according to the desired motor torque. If the desired motor torque is within the zero-crossing torque range, gear engagement can be achieved after the drive motor outputs the desired torque for a preset time, meaning the motor will not be in the torque zero-crossing period. At this time, there is no need to consider abnormal noise and collisions caused by gear backlash. Therefore, the desired motor torque can be directly re-determined based on the target torque and the torque upper limit, allowing the drive motor to quickly output the corresponding larger torque, achieving a rapid response in parking operations.

[0061] In this embodiment, the acceleration request and motor status of the parking controller can be obtained, and the desired motor torque can be determined based on the acceleration request and motor status. This allows the output torque of the motor to be kept at a low level when the motor is in the zero torque range, so that the gear backlash can be smoothly eliminated, avoiding abnormal noise and vibration of the motor in the zero torque range, achieving smooth control of the vehicle and improving the driving experience.

[0062] It should be noted that the sequence number of each step in the above embodiments does not imply the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of this application.

[0063] Reference Figure 3 This illustrates a parking control system provided in an embodiment of this application. For example... Figure 3 As shown, the parking control system may include: a parking controller, a brake controller, a power controller, and a drive motor, wherein:

[0064] The parking controller is used to send an acceleration request to the brake controller during parking, the acceleration request being used to instruct the torque of the drive motor to be changed;

[0065] The brake controller is configured to determine the motor state when it receives an acceleration request from the parking controller; determine the desired motor torque based on the motor state and the acceleration request; and send the desired motor torque to the drive motor through the power controller; wherein the motor state is determined by the drive motor and sent to the brake controller.

[0066] The drive motor is used to receive the desired motor torque and operate according to the desired motor torque to drive the vehicle to the target parking space.

[0067] When parking, the vehicle's automatic parking function can be activated. Once activated, the parking controller determines the parking space and plans the parking route based on the perceived external environment. Based on the parking route and space, the parking controller determines the parking plan. This plan is displayed on the central control screen for user confirmation. After confirmation, the parking controller sends an acceleration request to the brake controller to drive the vehicle. Upon receiving the acceleration request, the brake controller determines the motor status. If the motor is not in the zero-torque range, it calculates the target torque based on the acceleration request and then determines the desired motor torque from the target torque and the upper limit of the drive motor's torque. This desired torque is then sent to the power controller, which in turn sends it to the drive motor. Upon receiving the desired torque, the drive motor outputs the corresponding torque to perform the parking operation. If the motor is in the torque zero-crossing range, the brake controller can obtain the torque zero-crossing range of the drive motor, thereby controlling the desired motor torque of the drive motor within this range. The desired torque is then sent to the power controller, which in turn sends it to the drive motor. In one possible implementation, after the brake controller sends the desired motor torque within the zero-crossing range to the drive motor for a preset time, the drive motor can smoothly pass through the torque zero-crossing range based on the desired torque, eliminating gear backlash and engaging the gears. At this point, the brake controller can determine the desired motor torque of the drive motor from the target torque and the upper limit of the drive motor's torque, and then send the desired torque to the drive motor. After receiving the desired torque from the power controller, the drive motor can output the corresponding torque. Based on this, when the drive motor is in the torque zero-crossing range, it can output a smaller torque, thus slowly closing the gear backlash and avoiding violent collisions. When the drive motor is not in the torque zero-crossing range, it can directly output the desired torque required for parking, thus enabling a rapid response during parking operations.

[0068] In one possible implementation, during parking, the parking controller can send multiple acceleration requests to the brake controller. After receiving the acceleration requests, the brake controller can respond according to the method in this embodiment, thereby controlling the drive motor to output different torques to achieve vehicle parking control.

[0069] In this embodiment, the brake controller can determine the target torque required for parking based on the acceleration request from the parking controller. The drive motor can send its motor status to the brake controller based on whether it is in the torque zero-crossing range. If the brake controller detects the motor status, it can request the drive motor's desired torque request information, which may include the zero-crossing torque range of the drive motor. The brake controller can send a torque request to the drive motor based on the target torque and the motor status. For example, when the motor is in the torque zero-crossing range, the brake controller can send a torque request to the drive motor based on its desired torque request information, allowing the drive motor to smoothly transition within the torque zero-crossing range.

[0070] In one possible implementation, within the parking control system, the drive motor can output the desired torque and slope to cross the zero-crossing characteristic based on its current stator and rotor state and the motor's own zero-crossing characteristics. The brake controller requests torque from the drive motor according to the desired torque information, i.e., the aforementioned torque limit and slope requirement, thereby achieving smooth vehicle control. When the drive motor is no longer in the zero-crossing range, the desired torque information can be set to the upper limit of the motor's execution torque. At this point, the brake controller will request torque according to the acceleration information sent by the parking controller.

[0071] In existing automatic parking systems, the positive torque request is determined based on acceleration and vehicle speed, and the power controller requests the positive torque from the motor. No special processing is performed at the brake controller and power controller levels. In contrast, the parking control system in this application allows the motor to determine the desired upper-level torque request state based on its stator and rotor states and zero-crossing characteristics. The brake controller then requests the drive motor according to this state, thereby achieving smooth control.

[0072] In this embodiment, if the motor is in the torque zero-crossing range, torque can be requested through the zero-crossing torque range of the drive motor itself, thereby effectively ensuring smooth motor control during the parking start-up phase and preventing abnormal noise and vibration caused by the motor during the parking function start-up phase. If the motor is not in the torque zero-crossing range, torque can be requested from the drive motor based on the acceleration request, achieving rapid vehicle response.

[0073] Reference Figure 4 This illustration shows a schematic diagram of a motor drive device during parking provided in an embodiment of this application. Specifically, it may include a motor state determination module 41, a desired torque determination module 42, and a motor drive module 43, wherein:

[0074] The motor state determination module 41 is used to determine the motor state when it receives an acceleration request from the parking controller. The motor state includes whether the motor is in the torque zero-crossing range or the motor is not in the torque zero-crossing range. The torque zero-crossing range is the transition range of the motor speed change.

[0075] The desired torque determination module 42 is used to determine the desired motor torque of the motor based on the motor state and the acceleration request.

[0076] The motor drive module 43 is used to drive the motor to run according to the desired motor torque so that the vehicle can drive to the target parking space.

[0077] In one possible implementation, the motor state determination module 41 includes:

[0078] The current gear determination submodule is used to determine the current gear of the vehicle;

[0079] The target gear determination submodule is used to determine the target gear of the vehicle based on the acceleration request.

[0080] The motor status determination submodule is used to determine the motor status of the vehicle based on the current gear and the target gear.

[0081] In one possible implementation, the above-mentioned motor state determination submodule includes:

[0082] The first judgment unit is used to determine that the motor is in the torque zero-crossing range if the current gear is the parking gear.

[0083] The second judgment unit is used to determine that the motor is in the torque zero-crossing range if the current gear is a forward gear and the target gear is a reverse gear.

[0084] The third judgment unit is used to determine that the motor is in the torque zero-crossing range if the current gear is reverse gear and the target gear is forward gear.

[0085] In one possible implementation, the aforementioned desired torque determination module 42 includes:

[0086] The first determining submodule is used to control the desired motor torque within the zero-crossing torque range of the motor if the motor is in the zero-crossing torque range.

[0087] The second determining submodule is used to determine the target torque corresponding to the acceleration request if the motor is not in the torque zero-crossing range; and to determine the desired motor torque based on the target torque and the torque upper limit.

[0088] In one possible implementation, the second determining submodule mentioned above includes:

[0089] The first determination unit is configured to determine the target torque as the desired motor torque if the target torque determined according to the acceleration request is less than or equal to the upper limit of torque.

[0090] The second determination unit is used to determine the upper limit of torque as the desired motor torque if the target torque determined according to the acceleration request is greater than the upper limit of torque.

[0091] In one possible implementation, the above-mentioned device further includes:

[0092] The slope determination module is used to determine the desired torque slope of the motor, which represents the change in the torque of the motor per unit time.

[0093] The aforementioned motor drive module 43 includes:

[0094] The control submodule is used to control the torque of the desired motor to reach the desired motor torque according to the rate of change corresponding to the slope of the desired torque.

[0095] As the apparatus embodiments are basically similar to the method embodiments, they are described in a relatively simple manner. For relevant details, please refer to the description in the method embodiment section.

[0096] Figure 5 This is a schematic diagram of the structure of a vehicle-mounted terminal provided in an embodiment of this application. Figure 5 As shown, the vehicle-mounted terminal 5 in this embodiment includes: at least one processor 50 ( Figure 5 (Only one is shown) a processor, a memory 51, and a computer program 52 stored in the memory 51 and executable on the at least one processor 50, wherein the processor 50 executes the computer program 52 to implement the steps in any of the above method embodiments.

[0097] The vehicle-mounted terminal may include, but is not limited to, a processor 50 and a memory 51. Those skilled in the art will understand that... Figure 5 This is merely an example of vehicle terminal 5 and does not constitute a limitation on vehicle terminal 5. It may include more or fewer components than shown in the figure, or combine certain components, or different components, such as input / output devices, network access devices, etc.

[0098] The processor 50 may be a Central Processing Unit (CPU), or it may be other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. A general-purpose processor may be a microprocessor or any conventional processor.

[0099] In some embodiments, the memory 51 may be an internal storage unit of the vehicle terminal 5, such as a hard drive or memory of the vehicle terminal 5. In other embodiments, the memory 51 may be an external storage device of the vehicle terminal 5, such as a plug-in hard drive, smart media card (SMC), secure digital card (SD), flash card, etc., equipped on the vehicle terminal 5. Furthermore, the memory 51 may include both internal and external storage units of the vehicle terminal 5. The memory 51 is used to store the operating system, applications, bootloader, data, and other programs, such as the program code of the computer program. The memory 51 can also be used to temporarily store data that has been output or will be output.

[0100] This application also provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the steps described in the various method embodiments above.

[0101] This application provides a computer program product that, when run on an in-vehicle terminal, enables the in-vehicle terminal to execute the steps described in the above-described method embodiments.

[0102] This application provides a vehicle that controls the motor during the parking process through the steps described in the above-described method embodiments.

[0103] The embodiments described above are only used to illustrate the technical solutions of this application, and are not intended to limit it. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application, and should all be included within the protection scope of this application.

Claims

1. A motor driving method during parking, characterized in that, Applied to brake controllers, the method enables motor drive during parking through the cooperation of a parking controller, brake controller, power controller, and motor. The method includes: When an acceleration request is received from the parking controller, the motor status is determined. The motor status includes whether the motor is in the torque zero-crossing range or not in the torque zero-crossing range. The torque zero-crossing range is the transition range of the motor speed change. Based on the motor state and the acceleration request, determine the desired motor torque; The motor is driven to run according to the desired motor torque so that the vehicle can drive to the target parking space. The motor determines the desired upper torque request state based on the current state of its stator and rotor and the combination of zero-crossing characteristics. The brake controller requests the drive motor according to the torque request state. The determination of the motor status includes: The current gear of the vehicle is determined by the motor, which is used to determine the current gear based on the current operating state or to request the current gear from the vehicle controller. Based on the acceleration request, determine the target gear of the vehicle; If the current gear is the parking gear, then the motor is determined to be in the torque zero-crossing range; If the current gear is a forward gear and the target gear is a reverse gear, then the motor is determined to be in the torque zero-crossing range; If the current gear is reverse and the target gear is forward, then the motor is determined to be in the torque zero-crossing range.

2. The method as described in claim 1, characterized in that, Determining the desired motor torque based on the motor state and the acceleration request includes: If the motor is in the torque zero-crossing range, then the desired motor torque is controlled within the zero-crossing torque range of the motor; If the motor is not in the torque zero-crossing range, then the target torque corresponding to the acceleration request is determined; and the desired motor torque is determined based on the target torque and the torque upper limit.

3. The method as described in claim 2, characterized in that, Determining the desired motor torque based on the target torque and the upper limit of torque includes: If the target torque determined based on the acceleration request is less than or equal to the upper limit of torque, then the target torque is determined as the desired motor torque; If the target torque determined based on the acceleration request is greater than the upper limit of torque, then the upper limit of torque is determined as the desired motor torque.

4. The method as described in claim 2, characterized in that, The method further includes: Determine the desired torque slope of the motor, which represents the change in the motor's torque per unit time. The step of driving the motor to operate according to the desired motor torque includes: The torque of the desired motor is controlled to reach the desired motor torque according to the rate of change corresponding to the slope of the desired torque.

5. A parking control system, characterized in that, include: Parking controller, brake controller, power controller, and motor, among which: The parking controller is used to send an acceleration request to the brake controller during parking, the acceleration request being used to instruct the motor to change its torque; The brake controller is configured to determine the motor state when it receives an acceleration request from the parking controller; determine the desired motor torque based on the motor state and the acceleration request; and send the desired motor torque to the motor through the power controller. The motor is used to receive the desired motor torque and operate according to the desired motor torque to drive the vehicle to the target parking space. The motor determines the desired upper torque request state at this time based on the current state of its stator and rotor and the combination of zero-crossing characteristics. The brake controller requests the drive motor according to the torque request state. The determination of the motor status includes: The current gear of the vehicle is determined by the motor, which is used to determine the current gear based on the current operating state or to request the current gear from the vehicle controller. Based on the acceleration request, determine the target gear of the vehicle; If the current gear is the parking gear, then the motor is determined to be in the torque zero-crossing range; If the current gear is a forward gear and the target gear is a reverse gear, then the motor is determined to be in the torque zero-crossing range; If the current gear is reverse and the target gear is forward, then the motor is determined to be in the torque zero-crossing range.

6. A motor drive device for parking, characterized in that, Applied to brake controllers, in which the vehicle achieves motor drive during parking through the cooperation of a parking controller, brake controller, power controller, and motor, the device includes: The motor state determination module is used to determine the motor state when it receives an acceleration request from the parking controller. The motor state includes whether the motor is in the torque zero-crossing range or the motor is not in the torque zero-crossing range. The torque zero-crossing range is the transition range of the motor speed change. The desired torque determination module is used to determine the desired motor torque of the motor based on the motor state and the acceleration request. The motor drive module is used to drive the motor to run according to the desired motor torque so that the vehicle can drive to the target parking space. The motor determines the desired upper torque request state at this time based on the current state of its stator and rotor and the combination of zero-crossing characteristics. The brake controller requests the drive motor according to the torque request state. The motor state determination module is used to perform: The current gear of the vehicle is determined by the motor, which is used to determine the current gear based on the current operating state or to request the current gear from the vehicle controller. Based on the acceleration request, determine the target gear of the vehicle; If the current gear is the parking gear, then the motor is determined to be in the torque zero-crossing range; If the current gear is a forward gear and the target gear is a reverse gear, then the motor is determined to be in the torque zero-crossing range; If the current gear is reverse and the target gear is forward, then the motor is determined to be in the torque zero-crossing range.

7. A vehicle-mounted terminal, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the computer program, it implements the method as described in any one of claims 1-4.

8. A computer-readable storage medium storing a computer program, characterized in that, When the computer program is executed by a processor, it implements the method as described in any one of claims 1-4.

Images