A torque control method, system, device and medium, a vehicle

Abstract

The application provides a torque control method, system, device and medium, and a vehicle, the method comprising: when belt slip occurs in the motor, calculating the limit torque of the motor when the belt slip occurs according to the belt drive torque when the belt slip occurs in the motor and the absolute speed difference between the motor and the engine of the vehicle, then controlling the torque of the motor according to the calculated limit torque until the belt slip of the motor is eliminated. By eliminating the belt slip of the motor, the application can overcome the negative effects brought by the belt slip of the motor in the current part of new energy vehicles, and at the same time ensure that the vehicle has good drivability and qualified emission standards. After the belt slip is eliminated, the application can gradually restore the limit torque of the motor until the limit torque of the motor reaches the set target torque. After the number of torque recovery of the motor reaches the preset upper limit number of times, the limit torque of the motor is no longer recovered, so as to reduce the interference of noise and other external factors on the driver.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to a torque control method, system, device and medium, and a vehicle. Background Technology

[0002] Currently, more and more OEMs are launching new energy vehicles such as hybrid and pure electric vehicles. Hybrid vehicles can be classified in several ways. For example, based on whether they can be charged via a plug-in charging station, they can be divided into plug-in and non-plug-in types; based on different power transmission methods, they can be divided into series, parallel, and series-parallel types; and based on the position of the motor in the drivetrain, they can be divided into P0, P1, P2, P3, and P4 types.

[0003] Due to the P0's topology, power between the motor and engine is typically transmitted via a belt, making belt slippage during operation difficult to avoid. Firstly, belts are non-rigid transmissions, making them prone to slippage during rapid acceleration or deceleration (especially when driving through water). Secondly, as mileage increases, the belt gradually ages, and failure to maintain or replace it in a timely manner can also lead to slippage. Belt slippage causes some of the torque allocated to the motor to be converted into heat, exacerbating belt wear. Furthermore, because the optimal torque allocated to the motor and engine cannot be achieved, overall vehicle emissions deteriorate. Summary of the Invention

[0004] In view of the shortcomings of the prior art described above, the purpose of this application is to provide a torque control method, system, device and medium to solve the technical problems existing in the prior art.

[0005] To achieve the above and other related objectives, this application provides a torque control method, the method comprising the following steps:

[0006] Acquire vehicle data and motor data, wherein the motor data includes belt drive torque and motor speed, and the vehicle data includes vehicle engine speed;

[0007] The limiting torque of the motor when the belt slips is calculated based on the belt drive torque when the motor slips and the absolute speed difference between the motor and the vehicle engine, and is used as the first limiting torque; the absolute speed difference between the motor and the vehicle engine is calculated based on the motor speed and the vehicle engine speed.

[0008] The motor is torque controlled according to the first limiting torque until the belt slippage is eliminated.

[0009] Optionally, the process of calculating the limiting torque of the motor when the belt slips, based on the belt drive torque when the motor experiences belt slippage and the absolute speed difference between the motor and the vehicle engine, includes:

[0010] Based on the belt drive torque when the motor experiences belt slippage and the absolute speed difference between the motor and the vehicle engine, proportional-integral control is performed to calculate the limiting torque of the motor when the belt slips. The results are as follows:

[0011] T BrmSlipLim =T Blt +k p *N DiffAbslt +k i *∫N DiffAbslt dt;

[0012] In the formula, T BrmSlipLim This indicates the limiting torque of the motor when the belt slips;

[0013] T Blt Indicates the torque of the belt drive;

[0014] k p Indicates the proportionality coefficient;

[0015] N DiffAbslt This indicates the absolute speed difference between the electric motor and the vehicle's engine;

[0016] k i This represents the coefficient of the integral term.

[0017] Optionally, the motor data further includes: motor torque, motor moment of inertia, and motor angular velocity; the process of obtaining the belt drive torque includes:

[0018] Based on the motor torque, the motor moment of inertia, and the motor angular velocity, the belt drive torque is calculated as follows:

[0019]

[0020] In the formula, T Blt Indicates the torque of the belt drive;

[0021] T Brm Indicates motor torque;

[0022] J Brm This represents the moment of inertia of the motor.

[0023] ω Brm This indicates the angular velocity of the motor.

[0024] Optionally, the vehicle data further includes: the transmission ratio between the motor and the vehicle engine; the calculation process for the absolute speed difference between the motor and the vehicle engine includes:

[0025] Based on the vehicle engine speed, the motor speed, and the transmission ratio between the motor and the vehicle engine, the absolute speed difference between the motor and the vehicle engine is calculated as follows:

[0026] N DiffAbslt =N Eng -N Brm *R Brm2Eng ;

[0027] In the formula, N DiffAbslt This indicates the absolute speed difference between the electric motor and the vehicle's engine;

[0028] N Eng Indicates the vehicle's engine speed;

[0029] N Brm Indicates the motor speed;

[0030] R Brm2Eng This indicates the transmission ratio between the electric motor and the vehicle's engine.

[0031] Optionally, before calculating the limiting torque of the motor when the belt slips, the method further includes:

[0032] Calculate the absolute speed difference between the motor and the vehicle engine at the current moment, and the relative speed difference between the motor and the vehicle engine at the current moment; and,

[0033] Calculate the difference between the absolute speed difference and the relative speed difference at the current moment, and record it as the first difference;

[0034] The absolute value of the first difference is compared with the first preset value;

[0035] If the absolute value of the difference is greater than the first preset value and continues for the first preset duration, then it is determined that the motor belt is slipping at the current moment.

[0036] If the absolute value of the difference is less than or equal to the first preset value, then it is determined that the motor has not experienced belt slippage at the current moment.

[0037] Optionally, the vehicle data further includes: a correlation coefficient between motor torque and speed; the calculation process for the relative speed difference between the motor and the vehicle engine includes:

[0038] Obtain the correlation coefficient between motor torque and speed, as well as the motor torque and motor speed;

[0039] Based on the correlation coefficient between the motor torque and the motor speed, the motor torque, and the motor speed, the relative speed difference between the motor and the vehicle engine is calculated as follows:

[0040] N DiffRel =k Rel*T Brm *N Brm ;

[0041] In the formula, N DiffRel This indicates the relative speed difference between the electric motor and the vehicle's engine;

[0042] k Rel This represents the correlation coefficient between motor torque and speed.

[0043] T Brm Indicates motor torque;

[0044] N Bm This indicates the motor speed.

[0045] Optionally, if the motor does not experience belt slippage at the current moment, the method further includes filtering the limiting torque of the motor at the current moment.

[0046] Optionally, after the belt slippage is eliminated, the method further includes:

[0047] During the torque control process of the motor under the first limiting torque, the motor torque at the inflection point of the absolute speed difference is used as the initial recovery torque of the motor.

[0048] Based on the initial recovery torque of the motor and the preset torque recovery step size, the motor is torque recovered until the actual limiting torque of the motor after torque recovery reaches the preset target torque.

[0049] Alternatively, based on the initial recovery torque of the motor and the preset torque recovery step size, the motor is torque-recovered until the number of torque recovery operations reaches the preset number.

[0050] Optionally, the process of restoring the motor torque based on the initial recovery torque and the preset torque recovery step size includes:

[0051] The initial recovery torque of the motor is added to the preset torque recovery step size to obtain the motor recovery torque limit value;

[0052] The motor is subjected to torque recovery, and the actual limiting torque of the motor after torque recovery at the current moment is obtained;

[0053] Calculate the difference between the actual limiting torque and the motor recovery torque limiting value, and record it as the second difference;

[0054] Determine whether the second difference is less than or equal to the second preset value;

[0055] If the second difference is greater than the second preset value, then torque recovery waiting will continue until the second difference is less than or equal to the second preset value.

[0056] If the second difference is less than or equal to the second preset value and continues for a second preset duration, the motor recovery torque limit value is added to the preset torque recovery step size, and the motor torque recovery continues.

[0057] This application also provides a torque control device, the device comprising:

[0058] The data acquisition module is used to acquire vehicle data and motor data, wherein the motor data includes belt drive torque and motor speed, and the vehicle data includes vehicle engine speed.

[0059] The torque calculation module is used to calculate the limiting torque of the motor when the belt slips, based on the belt drive torque when the motor slips and the absolute speed difference between the motor and the vehicle engine, as the first limiting torque; the absolute speed difference between the motor and the vehicle engine is calculated based on the motor speed and the vehicle engine speed.

[0060] A torque control module is used to control the torque of the motor according to the first limit torque until the belt slippage is eliminated.

[0061] Optionally, the device further includes: a torque recovery module, used to, after the belt slippage is eliminated, take the motor torque at the inflection point of the absolute speed difference during the torque control of the motor with the first limiting torque as the initial recovery torque of the motor; and perform torque recovery on the motor according to the initial recovery torque and a preset torque recovery step size until the actual limiting torque of the motor after torque recovery reaches the preset target torque; or, perform torque recovery on the motor according to the initial recovery torque and the preset torque recovery step size until the number of torque recovery operations on the motor reaches a preset number.

[0062] This application also provides a torque control device, including:

[0063] processor; and,

[0064] A computer-readable medium storing instructions that, when executed by the processor, cause the device to perform the torque control method as described in any of the preceding descriptions.

[0065] This application also provides a computer-readable medium having instructions stored thereon, the instructions being loaded by a processor and executed as the torque control method described in any one of the foregoing.

[0066] This application also provides a vehicle that includes the torque control device described in any one of the above claims.

[0067] As described above, this application provides a torque control method, system, device, and medium, which has the following beneficial effects: When the motor belt slips, this application calculates the limiting torque of the motor when the belt slips based on the belt drive torque and the absolute speed difference between the motor and the vehicle engine. Then, it controls the motor torque according to the calculated limiting torque until the belt slippage is eliminated. By eliminating the motor belt slippage, this application can overcome the negative impact of belt slippage in some current new energy vehicle models (such as P0 topology models), while ensuring good drivability and compliance with emission standards. Furthermore, after the belt slippage is eliminated, this application can gradually restore the motor limiting torque until it reaches the set target torque. Simultaneously, since the noise from belt slippage may be perceived by the driver, especially with severely aged belts, this application stops restoring the motor limiting torque after the preset upper limit number of torque restorations has been reached, thereby reducing the interference of external factors such as noise on the driver. Attached Figure Description

[0068] Figure 1 This is a schematic diagram of a hybrid power topology with different motor positions provided in one embodiment of this application;

[0069] Figure 2 This is a schematic diagram of an exemplary system architecture applied to one or more embodiments of this application;

[0070] Figure 3 This is a schematic flowchart of a torque control method provided in one embodiment of this application;

[0071] Figure 4 This is a schematic diagram of the physical process of belt slippage provided in one embodiment of this application;

[0072] Figure 5 A schematic flowchart of a torque control method provided in another embodiment of this application;

[0073] Figure 6 This is a schematic diagram of the hardware structure of a torque control device provided in one embodiment of this application;

[0074] Figure 7 This is a schematic diagram of the hardware structure of a torque control device suitable for implementing one or more embodiments of this application. Detailed Implementation

[0075] The following specific examples illustrate the implementation of this application. Those skilled in the art can easily understand other advantages and effects of this application from the content disclosed in this specification. This application can also be implemented or applied through other different specific embodiments, and various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of this application. It should be noted that, unless otherwise specified, the following embodiments and features in the embodiments can be combined with each other.

[0076] It should be noted that the illustrations provided in the following embodiments are only schematic representations of the basic concept of this application. Therefore, the drawings only show the components related to this application and are not drawn according to the actual number, shape and size of the components in the actual implementation. In the actual implementation, the form, quantity and proportion of each component can be arbitrarily changed, and the layout of the components may also be more complex.

[0077] Currently, hybrid electric vehicles can be categorized into P0, P1, P2, P3, and P4 types based on the position of the electric motor in the drivetrain. As an example, Figure 1 This section showcases hybrid power topologies with different motor positions. The P0 type topology, commonly used in 48V hybrid systems, offers a cost advantage compared to other hybrid types and provides functions such as coasting, start-stop, and power assist, making it widely applicable in practical projects. However, due to the P0 topology, power between the motor and engine is typically transmitted via a belt, making it difficult to avoid belt slippage during operation. Firstly, belts are non-rigid transmissions, easily slipping during rapid acceleration or deceleration (especially when driving through water). Secondly, as mileage increases, belts age, and slippage can easily occur if not maintained or replaced in a timely manner. Belt slippage causes some of the torque allocated to the motor to be converted into heat, exacerbating belt wear. Simultaneously, because the optimal torque allocated to the motor and engine cannot be met, vehicle emissions deteriorate. Therefore, it is necessary to control P0 type and other types of new energy vehicles to minimize the impact of belt slippage on vehicle driving and emissions.

[0078] Figure 2 A schematic diagram of an exemplary system architecture that can apply the technical solutions of one or more embodiments of this application is shown. Figure 2As shown, the system architecture 100 may include terminal device 110, network 120, and server 130. Terminal device 110 may include various electronic devices such as smartphones, tablets, laptops, and desktop computers. Server 130 may be a standalone physical server, a server cluster or distributed system composed of multiple physical servers, or a cloud server providing cloud computing services. Network 120 may be a communication medium of various connection types capable of providing a communication link between terminal device 110 and server 130, such as a wired communication link or a wireless communication link.

[0079] Depending on the implementation requirements, the system architecture in this application embodiment can have any number of terminal devices, networks, and servers. For example, server 130 can be a server group composed of multiple server devices. In addition, the technical solutions provided in this application embodiment can be applied to terminal device 110, or to server 130, or can be implemented jointly by terminal device 110 and server 130. This application does not impose any special limitations on this.

[0080] In one embodiment of this application, when the motor belt slips, the terminal device 110 or server 130 can calculate the limiting torque of the motor when the belt slips, based on the belt drive torque and the absolute speed difference between the motor and the vehicle engine. Then, it performs torque control on the motor according to the calculated limiting torque until the belt slippage is eliminated. By using the terminal device 110 or server 130 to execute the torque control method, motor belt slippage can be eliminated, overcoming the negative impact of belt slippage in some current new energy vehicle models (such as P0 topology models), ensuring good vehicle drivability and compliance with emission standards.

[0081] The above section introduced an exemplary system architecture that applies the technical solution of this application. Next, we will continue to introduce the torque control method of this application.

[0082] Figure 3 A schematic flowchart of a torque control method according to an embodiment of this application is shown. Specifically, in an exemplary embodiment, as follows... Figure 3 As shown, this embodiment provides a torque control method, which includes the following steps:

[0083] S310, acquire vehicle data and motor data, wherein the motor data includes belt drive torque and motor speed, and the vehicle data includes vehicle engine speed;

[0084] S320, based on the belt drive torque when the motor belt slips and the absolute speed difference between the motor and the vehicle engine, calculate the limiting torque of the motor when the belt slips, and use it as the first limiting torque; the absolute speed difference between the motor and the vehicle engine is calculated based on the motor speed and the vehicle engine speed;

[0085] S330, the motor is torque controlled according to the first limiting torque until the belt slippage is eliminated.

[0086] Therefore, this embodiment can overcome the negative impact of belt slippage in some current new energy vehicle models (such as P0 topology models) by eliminating the slippage of the motor belt, while ensuring that the vehicle has good drivability and meets the emission standards.

[0087] In an exemplary embodiment, step S320, which calculates the limiting torque of the motor when the belt slips based on the belt drive torque when the motor experiences belt slippage and the absolute speed difference between the motor and the vehicle engine, includes:

[0088] Based on the belt drive torque when the motor experiences belt slippage and the absolute speed difference between the motor and the vehicle engine, proportional-integral control is performed to calculate the limiting torque of the motor when the belt slips. The results are as follows:

[0089] T BrmSlipLim =T Blt +k p *N DiffAbslt +k i *∫N DiffAbslt dt;

[0090] In the formula, T BrmSlipLim This represents the limiting torque of the motor when the belt slips, i.e., the first limiting torque; T Blt Indicates the torque of the belt drive; k p N represents the proportionality coefficient; DiffAbslt This represents the absolute speed difference between the electric motor and the vehicle engine; k iThis represents the integral term coefficient. In this embodiment, after calculating the first limiting torque, the first limiting torque can be further judged, for example, whether it exceeds the torque limit value when there was no slippage, or whether it is higher than the preset target torque. If the first limiting torque does not exceed the torque limit value when there was no slippage, nor is it higher than the preset target torque, it indicates that the calculated first limiting torque is relatively ideal. Using this calculated first limiting torque to control the motor's torque can more efficiently eliminate motor belt slippage. If the first limiting torque exceeds the torque limit value when there was no slippage, or is higher than the preset target torque, it indicates that the calculated first limiting torque is not particularly ideal. However, this first limiting torque can still control the motor's torque, only the efficiency or operating state will be slightly slower.

[0091] In an exemplary embodiment, the motor data further includes: motor torque, motor moment of inertia, and motor angular velocity. In this embodiment, the process of obtaining the belt drive torque includes: calculating the belt drive torque based on the motor torque, the motor moment of inertia, and the motor angular velocity, resulting in: In the formula, T Blt T represents the torque of the belt drive; Brm J represents motor torque; Brm ω represents the moment of inertia of the motor. Brm This indicates the angular velocity of the motor.

[0092] In an exemplary embodiment, the vehicle data further includes the transmission ratio between the motor and the vehicle engine. In this embodiment, the calculation process for the absolute speed difference between the motor and the vehicle engine includes: calculating the absolute speed difference between the motor and the vehicle engine based on the vehicle engine speed, the motor speed, and the transmission ratio between the motor and the vehicle engine, resulting in: N DiffAbslt =N Eng -N Brm *R Brm2Eng In the formula, N DiffAbslt N represents the absolute speed difference between the electric motor and the vehicle engine. Eng Indicates the vehicle's engine speed; N Brm Indicates motor speed; R Brm2Eng This indicates the transmission ratio between the electric motor and the vehicle's engine.

[0093] In an exemplary embodiment, before calculating the limiting torque of the motor when the belt slips, this embodiment may further include: calculating the absolute speed difference between the motor and the vehicle engine at the current moment, and the relative speed difference between the motor and the vehicle engine at the current moment; and calculating the difference between the absolute speed difference and the relative speed difference at the current moment, denoted as a first difference; comparing the absolute value of the first difference with a first preset value; if the absolute value of the difference is greater than the first preset value and continues for a first preset duration, then it is determined that the motor has experienced belt slippage at the current moment; if the absolute value of the difference is less than or equal to the first preset value, then it is determined that the motor has not experienced belt slippage at the current moment. In this embodiment or other embodiments, the first preset value can be set according to actual conditions, for example, after considering factors such as engine coolant temperature, the first preset value can be set. Since the belt is a non-rigid transmission, even under normal transmission conditions, there will be some speed difference between the engine and the motor, which is referred to as the relative speed difference in this embodiment. Therefore, in this embodiment, when determining whether the motor belt is slipping, this relative speed difference needs to be excluded to make the judgment result more accurate. Specifically, if the difference between the absolute speed difference and the relative speed difference exceeds a certain limit (this limit mainly considers factors such as engine coolant temperature) and persists for a short period of time (i.e., the diagnostic confirmation time), then the belt is considered to have slipped. Here, the first preset value is defined as Lim, and when belt slippage occurs, we have: |N DiffAbslt -N DiffRel |>Lim; where N is the formula. DiffAbslt N represents the absolute speed difference between the electric motor and the vehicle engine. DiffRel This represents the relative speed difference between the motor and the vehicle engine. Furthermore, in this embodiment, when belt slippage is detected, a first preset duration is set. This ensures that even if slippage is detected during the engine starting phase, motor torque control will not be performed, thus prioritizing vehicle startability. In this embodiment, the first preset duration can be set according to actual conditions; no specific numerical limit is specified.

[0094] According to the above description, in an exemplary embodiment, the vehicle data further includes: a correlation coefficient between motor torque and speed. In this embodiment, the calculation process of the relative speed difference between the motor and the vehicle engine includes: calculating the relative speed difference between the motor and the vehicle engine based on the correlation coefficient between motor torque and speed, the motor torque, and the motor speed, resulting in: N DiffRel =k Rel *T Brm *N Brm In the formula, N DiffRel This represents the relative speed difference between the electric motor and the vehicle engine; k Rel T represents the correlation coefficient between motor torque and speed. Brm N represents motor torque.Brm This indicates the motor speed.

[0095] According to the above description, in an exemplary embodiment, if the motor belt is not slipping at the current moment, this embodiment may further include filtering the limiting torque of the motor at the current moment. Therefore, if the belt is not slipping, this embodiment can filter the calculated limiting torque of the motor. By filtering the limiting torque of the motor, the impact of sudden changes in motor torque on drivability can be reduced. If the belt has slipped, torque limiting is applied, and filtering is not performed. Furthermore, the process of filtering the limiting torque of the motor can refer to other filtering methods; this embodiment does not impose specific limitations.

[0096] In an exemplary embodiment, after the belt slippage is eliminated, this embodiment may further include: using the motor torque at the inflection point of the absolute speed difference during the torque control process of the motor with the first limiting torque as the initial recovery torque of the motor; performing torque recovery on the motor according to the initial recovery torque and a preset torque recovery step size until the actual limiting torque of the motor after torque recovery reaches a preset target torque; or, performing torque recovery on the motor according to the initial recovery torque and the preset torque recovery step size until the number of torque recovery operations reaches a preset number. Because the noise from belt slippage may be perceived by the driver, especially with severely aged belts, this embodiment sets an upper limit number of belt slippage recovery operations within a driving cycle. After reaching this number, motor torque recovery is no longer allowed to effectively reduce interference to the driver. The preset number or upper limit number in this embodiment can be set according to actual conditions, for example, it can be set to three times, five times, etc. In this embodiment, the torque recovery step length is mainly determined by drivability, and is generally estimated to reach the maximum torque of the motor in about 20 steps. For example, if the maximum torque of the motor is 120 Nm, the torque recovery step length can be set to 6 Nm.

[0097] According to the above description, in an exemplary embodiment, the process of torque recovery of the motor based on the initial recovery torque and the preset torque recovery step size includes: adding the initial recovery torque of the motor to the preset torque recovery step size to obtain a motor recovery torque limit value; performing torque recovery on the motor and obtaining the actual limit torque of the motor after torque recovery at the current moment; calculating the difference between the actual limit torque and the motor recovery torque limit value, and recording it as a second difference value; determining whether the second difference value is less than or equal to a second preset value; if the second difference value is greater than the second preset value, then torque recovery waiting is performed until the second difference value is less than or equal to the second preset value; if the second difference value is less than or equal to the second preset value and continues for a second preset duration, then the motor recovery torque limit value is added to the preset torque recovery step size, and torque recovery of the motor continues. In this embodiment, the second preset value, the second preset duration, and the preset target torque can be set according to actual conditions, and this embodiment does not impose specific numerical limitations. In this embodiment, if belt slippage occurs again during the torque recovery process, the belt slippage elimination process and the torque recovery process will be re-entered. The physical processes of belt slippage and torque recovery are as follows: Figure 4 As shown.

[0098] As an example, the target torque can be preset to 100 Nm, the torque recovery step size to 6 Nm, the second preset value to 0.2 Nm, the second preset duration to 100 ms, and the preset number of times to 3. Then, when the initial recovery torque of the motor is 90 Nm, the torque recovery process can be as follows: add the initial recovery torque of 90 Nm to the torque recovery step size of 6 Nm to obtain a motor recovery torque limit value of 96 Nm. Since this limit value is less than the target torque of 100 Nm, torque recovery is performed on the motor, and the actual limit torque after torque recovery at the current moment is obtained. If the actual limit torque after torque recovery at the current moment is 95.7 Nm, the difference between the actual limit torque and the motor recovery torque limit value is 0.3 Nm, i.e., the second difference is 0.3 Nm. Since this second difference is greater than the second preset value of 0.2 Nm, the torque recovery waiting state is entered. If, during the torque recovery waiting phase, the actual limiting torque of the motor changes from 95.7 Nm to 95.9 Nm, and the second difference is 0.1 Nm, which is less than the second preset value of 0.2 Nm, then after a second preset duration of 100 ms, the motor recovery torque limit value is added to the preset torque recovery step size. Specifically, the motor recovery torque limit value of 96 Nm is added to the torque recovery step size of 6 Nm, resulting in a motor recovery torque limit value of 102 Nm. Since this motor recovery torque limit value of 102 Nm is greater than the target torque of 100 Nm, torque recovery continues until the actual limiting torque after torque recovery reaches 100 Nm, at which point torque recovery stops.

[0099] As another example, the target torque can be preset to 110 Nm, the torque recovery step size can be preset to 6 Nm, the second preset value can be preset to 0.2 Nm, the second preset duration can be preset to 100 ms, and the preset number of times can be set to 3. Then, when the initial recovery torque of the motor is 90 Nm, the process of torque recovery of the motor can be as follows: add the initial recovery torque of the motor 90 Nm to the torque recovery step size of 6 Nm to obtain the motor recovery torque limit value of 96 Nm. At this time, the motor recovery torque limit value of 96 Nm is less than the target torque of 110 Nm, so the motor is torque recovered, and the actual limit torque of the motor after torque recovery at the current moment is obtained. If the actual limited torque of the motor after torque recovery at the current moment is 95.9 Nm, then the difference between the actual limited torque and the motor recovery torque limit value is 0.1 Nm, i.e., the second difference is 0.1 Nm. This second difference of 0.1 Nm is less than the second preset value of 0.2 Nm. Therefore, after a second preset duration of 100 ms, the motor recovery torque limit value is added to the preset torque recovery step size, i.e., the motor recovery torque limit value of 96 Nm is added to the torque recovery step size of 6 Nm, resulting in a motor recovery torque limit value of 102 Nm. This motor recovery torque limit value of 102 Nm is less than the target torque of 110 Nm, so torque recovery continues. Repeating the above torque recovery process, it is found that after three torque recovery cycles, the motor recovery torque limit value is 108 Nm, still less than the target torque of 110 Nm. Furthermore, the maximum number of torque recovery cycles has been reached, and no further torque recovery is performed. This is because the noise from belt slippage can be perceived by the driver, especially with severely aged belts. Therefore, this embodiment sets an upper limit on the number of times the belt slips and recovers within a driving cycle. Once this number is reached, the motor torque is no longer allowed to recover, so as to effectively reduce the interference of external factors such as noise on the driver.

[0100] like Figure 5 As shown, in another exemplary embodiment of this application, this embodiment also provides a torque control method, including the following steps:

[0101] After the engine starts, the belt slippage is diagnosed in real time. The slippage diagnosis is mainly determined by the speed difference between the engine and the motor. The absolute speed difference between the engine and the motor is calculated as follows:

[0102] N DiffAbslt =N Eng -N Brm *R Brm2Eng ;

[0103] Where: N DiffAbslt This represents the absolute speed difference between the motor and the engine (already taking into account transmission ratio conversion); N Eng Indicates engine speed; N BrmIndicates motor speed; R Brm2Eng This indicates the transmission ratio between the electric motor and the engine.

[0104] Because belt drive is a non-rigid transmission, even under normal transmission conditions, there will be some speed difference between the engine and the motor. This embodiment refers to this as the relative speed difference, which needs to be excluded when determining whether the belt is slipping. The relative speed difference is mainly estimated based on the motor's torque and speed, and includes:

[0105] N DiffRel =k Rel *T Brm *N Brm ;

[0106] Where: N DiffRel Indicates the relative speed difference between the motor and the engine; k Rel T represents the coefficient related to the motor's torque and speed. Brm This indicates the motor torque.

[0107] If the difference between the absolute speed difference and the relative speed difference exceeds a threshold (which mainly considers factors such as engine coolant temperature) and persists for a short period of time (i.e., the diagnostic confirmation time), then the belt is truly considered to be slipping.

[0108] |N DiffAbslt -N DiffRel |>Lim;

[0109] Where Lim represents the threshold value of the speed difference.

[0110] After belt slippage is diagnosed, the motor torque limiting control is initiated. Based on the calculated belt drive torque and the absolute speed difference between the motor and the engine, PI control is used to calculate the motor torque limit when the belt slips, as shown in the following formula:

[0111]

[0112] T BrmSlipLim =T Blt +k p *N DiffAbslt +k i *∫N DiffAbsltdt ;

[0113] Where, T represents Blt J represents belt torque; Brm ω represents the moment of inertia of the motor. Brm T represents the angular velocity of the motor. BrmSlipLim This indicates the motor torque limit when the belt slips; k p k represents the coefficient of the P term; iThis represents the coefficient of the I term. PI control refers to proportional-integral control, which involves using the control deviation between the given value and the actual output value as a basis, and then linearly combining the proportional and integral components of this deviation to form the control quantity, thereby controlling the controlled object.

[0114] Furthermore, this embodiment also imposes certain limitations on the calculated limiting torque; it cannot exceed the torque limit value when there was no slippage, nor can it exceed the target torque value after recovery. This process can also identify the absolute speed difference N. DiffAbslt Record the inflection point from rising to falling, and record the absolute speed difference N. DiffAbslt The motor torque at the inflection point is theoretically equal to the torque transmission limit of the pulley at that moment. This torque can also be used as the first step to restore the torque when the motor torque limit is restored.

[0115] Then, after the belt slippage is eliminated, the motor limiting torque recovery process begins. This recovery process involves multiple steps; the first step directly restores the motor to the speed difference N at the time of slippage. DiffAbslt The torque at the inflection point. The subsequent torque recovery step size is mainly determined by drivability, generally estimated at around 20 steps to reach the motor's maximum torque. For example, if the motor's maximum torque is 120 Nm, the torque recovery step size can be set to 6 Nm. The specific sub-steps are: First, after slippage is eliminated, a waiting phase begins. Once the waiting time is reached, the motor torque limit is released by one step, and the next phase begins. Second, a torque confirmation phase begins. This phase requires motor torque intervention, i.e., determining whether the motor torque is close to the current motor torque limit value. If it is close to the limit value and has persisted for a period of time, torque confirmation is complete, and the first step of recovery is considered fully completed, then the next phase begins. Third, an interval waiting phase begins. After each recovery step is completed, a waiting period is required before proceeding to the next recovery step to ensure the stability of the recovery process as much as possible. The second and third phases are then repeated continuously. Finally, once the motor torque limit reaches the set recovery target torque, the limit is lifted, and torque recovery is complete. If slippage occurs again during torque recovery, the slippage limiting process will be re-entered. The physical process of belt slippage and torque recovery is as follows: Figure 4 As shown.

[0116] Therefore, this embodiment diagnoses belt slippage and implements closed-loop control to limit the motor torque based on the speed difference between the motor and engine. Once the slippage is eliminated, the motor torque limit is gradually released in a progressive manner, achieving a control effect that balances drivability and emissions. During engine start-up, even if slippage is detected, motor torque control is not performed, prioritizing vehicle startability. Simultaneously, this embodiment filters the calculated motor torque limit. If there is no belt slippage, the motor torque limit is filtered to reduce the impact of sudden motor torque changes on drivability; if the belt has slipped, filtering is unnecessary. Furthermore, this embodiment sets a limit on the number of torque recovery cycles; because the noise from belt slippage can be perceived by the driver, especially with severely aged belts, an upper limit is set for the number of belt slippage recovery cycles within a driving cycle. After reaching this limit, motor torque recovery is no longer allowed to effectively reduce driver interference. Therefore, the technical solution described in this embodiment is not only applicable to belt-driven engines and motors but also to rigid transmission types such as gear drives or chains.

[0117] In summary, this application provides a torque control method that can detect whether the motor belt slips. When belt slippage occurs, it calculates the limiting torque for the motor based on the belt drive torque at the time of slippage and the absolute speed difference between the motor and the vehicle engine. The calculated limiting torque is then used to control the motor's torque until the belt slippage is eliminated. Furthermore, after the slippage is eliminated, the motor torque at the inflection point of the absolute speed difference during torque control is used as the initial recovery torque. The motor's torque is then restored based on the initial recovery torque and a preset torque recovery step size until the actual limiting torque after torque restoration reaches a preset target torque. Alternatively, the motor's torque can be restored based on the initial recovery torque and the preset torque recovery step size until the number of torque restoration operations reaches a preset number. Therefore, this method, by eliminating motor belt slippage, can overcome the negative impact of belt slippage in some current new energy vehicle models (e.g., P0 topology models), while ensuring good drivability and compliance with emission standards. Furthermore, this method does not control the motor torque during engine start-up, even if slippage is detected, prioritizing vehicle startability. Simultaneously, after belt slippage is eliminated, this method gradually restores the motor's limiting torque until it reaches the set target torque. Moreover, this method allows setting a limit on the number of torque restoration attempts; since the noise from belt slippage can be perceived by the driver, especially with severely aged belts, this application stops restoring the motor's limiting torque after the preset upper limit is reached, reducing interference from noise and other external factors on the driver. Therefore, this method achieves good drivability and emissions while minimizing slippage; it is applicable not only to belt-driven engines and motors but also to rigid transmission types such as gear drives or chains.

[0118] like Figure 6 As shown, this application also provides a torque control device, the device comprising:

[0119] Data acquisition module 610 is used to acquire vehicle data and motor data, wherein the motor data includes belt drive torque and motor speed, and the vehicle data includes vehicle engine speed.

[0120] The torque calculation module 620 is used to calculate the limiting torque of the motor when the belt slips, based on the belt drive torque when the motor slips and the absolute speed difference between the motor and the vehicle engine, as the first limiting torque; the absolute speed difference between the motor and the vehicle engine is calculated based on the motor speed and the vehicle engine speed.

[0121] The torque control module 630 is used to control the torque of the motor according to the first limiting torque until the belt slippage is eliminated.

[0122] Therefore, this embodiment can overcome the negative impact of belt slippage in some current new energy vehicle models (such as P0 topology models) by eliminating the slippage of the motor belt, while ensuring that the vehicle has good drivability and meets the emission standards.

[0123] In an exemplary embodiment, the device further includes a torque recovery module 640, configured to, after belt slippage is eliminated, use the motor torque at the inflection point of the absolute speed difference during torque control of the motor with the first limiting torque as the initial motor recovery torque; and perform torque recovery on the motor according to the initial motor recovery torque and a preset torque recovery step size until the actual limiting torque of the motor after torque recovery reaches a preset target torque; or, perform torque recovery on the motor according to the initial motor recovery torque and the preset torque recovery step size until the number of torque recovery operations reaches a preset number. Because the noise from belt slippage can be perceived by the driver, especially with severely aged belts, this embodiment sets an upper limit number of belt slippage recovery operations within a driving cycle. After reaching this number, motor torque recovery is no longer permitted to effectively reduce interference to the driver. The preset number or upper limit number in this embodiment can be set according to actual conditions, for example, it can be set to three times, five times, etc. In this embodiment, the torque recovery step length is mainly determined by drivability, and is generally estimated to reach the maximum torque of the motor in about 20 steps. For example, if the maximum torque of the motor is 120 Nm, the torque recovery step length can be set to 6 Nm.

[0124] According to the above description, in an exemplary embodiment, the process of torque recovery of the motor based on the initial recovery torque and the preset torque recovery step size includes: adding the initial recovery torque of the motor to the preset torque recovery step size to obtain a motor recovery torque limit value; performing torque recovery on the motor and obtaining the actual limit torque of the motor after torque recovery at the current moment; calculating the difference between the actual limit torque and the motor recovery torque limit value, and recording it as a second difference value; determining whether the second difference value is less than or equal to a second preset value; if the second difference value is greater than the second preset value, then torque recovery waiting is performed until the second difference value is less than or equal to the second preset value; if the second difference value is less than or equal to the second preset value and continues for a second preset duration, then the motor recovery torque limit value is added to the preset torque recovery step size, and torque recovery of the motor continues. In this embodiment, the second preset value, the second preset duration, and the preset target torque can be set according to actual conditions, and this embodiment does not impose specific numerical limitations. In this embodiment, if belt slippage occurs again during the torque recovery process, the belt slippage elimination process and the torque recovery process will be re-entered. The physical processes of belt slippage and torque recovery are as follows: Figure 4 As shown.

[0125] As an example, the target torque can be preset to 100 Nm, the torque recovery step size to 6 Nm, the second preset value to 0.2 Nm, the second preset duration to 100 ms, and the preset number of times to 3. Then, when the initial recovery torque of the motor is 90 Nm, the torque recovery process can be as follows: add the initial recovery torque of 90 Nm to the torque recovery step size of 6 Nm to obtain a motor recovery torque limit value of 96 Nm. Since this limit value is less than the target torque of 100 Nm, torque recovery is performed on the motor, and the actual limit torque after torque recovery at the current moment is obtained. If the actual limit torque after torque recovery at the current moment is 95.7 Nm, the difference between the actual limit torque and the motor recovery torque limit value is 0.3 Nm, i.e., the second difference is 0.3 Nm. Since this second difference is greater than the second preset value of 0.2 Nm, the torque recovery waiting state is entered. If, during the torque recovery waiting phase, the actual limiting torque of the motor changes from 95.7 Nm to 95.9 Nm, and the second difference is 0.1 Nm, which is less than the second preset value of 0.2 Nm, then after a second preset duration of 100 ms, the motor recovery torque limit value is added to the preset torque recovery step size. Specifically, the motor recovery torque limit value of 96 Nm is added to the torque recovery step size of 6 Nm, resulting in a motor recovery torque limit value of 102 Nm. Since this motor recovery torque limit value of 102 Nm is greater than the target torque of 100 Nm, torque recovery continues until the actual limiting torque after torque recovery reaches 100 Nm, at which point torque recovery stops.

[0126] As another example, the target torque can be preset to 110 Nm, the torque recovery step size can be preset to 6 Nm, the second preset value can be preset to 0.2 Nm, the second preset duration can be preset to 100 ms, and the preset number of times can be set to 3. Then, when the initial recovery torque of the motor is 90 Nm, the process of torque recovery of the motor can be as follows: add the initial recovery torque of the motor 90 Nm to the torque recovery step size of 6 Nm to obtain the motor recovery torque limit value of 96 Nm. At this time, the motor recovery torque limit value of 96 Nm is less than the target torque of 110 Nm, so the motor is torque recovered, and the actual limit torque of the motor after torque recovery at the current moment is obtained. If the actual limited torque of the motor after torque recovery at the current moment is 95.9 Nm, then the difference between the actual limited torque and the motor recovery torque limit value is 0.1 Nm, i.e., the second difference is 0.1 Nm. This second difference of 0.1 Nm is less than the second preset value of 0.2 Nm. Therefore, after a second preset duration of 100 ms, the motor recovery torque limit value is added to the preset torque recovery step size, i.e., the motor recovery torque limit value of 96 Nm is added to the torque recovery step size of 6 Nm, resulting in a motor recovery torque limit value of 102 Nm. This motor recovery torque limit value of 102 Nm is less than the target torque of 110 Nm, so torque recovery continues. Repeating the above torque recovery process, it is found that after three torque recovery cycles, the motor recovery torque limit value is 108 Nm, still less than the target torque of 110 Nm. Furthermore, the maximum number of torque recovery cycles has been reached, and no further torque recovery is performed. This is because the noise from belt slippage can be perceived by the driver, especially with severely aged belts. Therefore, this embodiment sets an upper limit on the number of times the belt slips and recovers within a driving cycle. Once this number is reached, the motor torque is no longer allowed to recover, so as to effectively reduce the interference of external factors such as noise on the driver.

[0127] In an exemplary embodiment, the process by which the torque calculation module 620 calculates the limiting torque of the motor when the belt slips, based on the belt drive torque when the motor experiences belt slippage and the absolute speed difference between the motor and the vehicle engine, includes:

[0128] Based on the belt drive torque when the motor experiences belt slippage and the absolute speed difference between the motor and the vehicle engine, proportional-integral control is performed to calculate the limiting torque of the motor when the belt slips. The results are as follows:

[0129] T BrmSlipLim =T Blt +k p *N DiffAbslt +k i *∫N DiffAbslt dt;

[0130] In the formula, T BrmSlipLimThis represents the limiting torque of the motor when the belt slips, i.e., the first limiting torque; T Blt Indicates the torque of the belt drive; k p N represents the proportionality coefficient; DiffAbslt This represents the absolute speed difference between the electric motor and the vehicle engine; k i This represents the integral term coefficient. In this embodiment, after calculating the first limiting torque, the first limiting torque can be further judged, for example, whether it exceeds the torque limit value when there was no slippage, or whether it is higher than the preset target torque. If the first limiting torque does not exceed the torque limit value when there was no slippage, nor is it higher than the preset target torque, it indicates that the calculated first limiting torque is relatively ideal. Using this calculated first limiting torque to control the motor's torque can more efficiently eliminate motor belt slippage. If the first limiting torque exceeds the torque limit value when there was no slippage, or is higher than the preset target torque, it indicates that the calculated first limiting torque is not particularly ideal. However, this first limiting torque can still control the motor's torque, only the efficiency or operating state will be slightly slower.

[0131] In an exemplary embodiment, the motor data further includes: motor torque, motor moment of inertia, and motor angular velocity. In this embodiment, the process of obtaining the belt drive torque includes: calculating the belt drive torque based on the motor torque, the motor moment of inertia, and the motor angular velocity, resulting in: In the formula, T Blt T represents the torque of the belt drive; Brm J represents motor torque; Brm ω represents the moment of inertia of the motor. Brm This indicates the angular velocity of the motor.

[0132] In an exemplary embodiment, the vehicle data further includes the transmission ratio between the motor and the vehicle engine. In this embodiment, the calculation process for the absolute speed difference between the motor and the vehicle engine includes: calculating the absolute speed difference between the motor and the vehicle engine based on the vehicle engine speed, the motor speed, and the transmission ratio between the motor and the vehicle engine, resulting in: N DiffAbslt =N Eng -N Brm *R Brm2Eng In the formula, N DiffAbslt N represents the absolute speed difference between the electric motor and the vehicle engine. Eng Indicates the vehicle's engine speed; N Brm Indicates motor speed; R Brm2Eng This indicates the transmission ratio between the electric motor and the vehicle's engine.

[0133] In an exemplary embodiment, before calculating the limiting torque of the motor when the belt slips, this embodiment may further include: calculating the absolute speed difference between the motor and the vehicle engine at the current moment, and the relative speed difference between the motor and the vehicle engine at the current moment; and calculating the difference between the absolute speed difference and the relative speed difference at the current moment, denoted as a first difference; comparing the absolute value of the first difference with a first preset value; if the absolute value of the difference is greater than the first preset value and continues for a first preset duration, then it is determined that the motor has experienced belt slippage at the current moment; if the absolute value of the difference is less than or equal to the first preset value, then it is determined that the motor has not experienced belt slippage at the current moment. In this embodiment or other embodiments, the first preset value can be set according to actual conditions, for example, after considering factors such as engine coolant temperature, the first preset value can be set. Since the belt is a non-rigid transmission, even under normal transmission conditions, there will be some speed difference between the engine and the motor, which is referred to as the relative speed difference in this embodiment. Therefore, in this embodiment, when determining whether the motor belt is slipping, this relative speed difference needs to be excluded to make the judgment result more accurate. Specifically, if the difference between the absolute speed difference and the relative speed difference exceeds a certain limit (this limit mainly considers factors such as engine coolant temperature) and persists for a short period of time (i.e., the diagnostic confirmation time), then the belt is considered to have slipped. Here, the first preset value is defined as Lim, and when belt slippage occurs, we have: |N DiffAbslt -N DiffRel |>Lim; where N is the formula. DiffAbslt N represents the absolute speed difference between the electric motor and the vehicle engine. DiffRel This represents the relative speed difference between the motor and the vehicle engine. Furthermore, in this embodiment, when belt slippage is detected, a first preset duration is set. This ensures that even if slippage is detected during the engine starting phase, motor torque control will not be performed, thus prioritizing vehicle startability. In this embodiment, the first preset duration can be set according to actual conditions; no specific numerical limit is specified.

[0134] According to the above description, in an exemplary embodiment, the vehicle data further includes: a correlation coefficient between motor torque and speed. In this embodiment, the calculation process of the relative speed difference between the motor and the vehicle engine includes: calculating the relative speed difference between the motor and the vehicle engine based on the correlation coefficient between motor torque and speed, the motor torque, and the motor speed, resulting in: N DiffRel =k Rel *T Brm *N Brm In the formula, N DiffRel This represents the relative speed difference between the electric motor and the vehicle engine; k Rel T represents the correlation coefficient between motor torque and speed. Brm N represents motor torque.Brm This indicates the motor speed.

[0135] According to the above description, in an exemplary embodiment, if the motor belt is not slipping at the current moment, this embodiment may further include filtering the limiting torque of the motor at the current moment. Therefore, if the belt is not slipping, this embodiment can filter the calculated limiting torque of the motor. By filtering the limiting torque of the motor, the impact of sudden changes in motor torque on drivability can be reduced. If the belt has slipped, torque limiting is applied, and filtering is not performed. Furthermore, the process of filtering the limiting torque of the motor can refer to other filtering methods; this embodiment does not impose specific limitations.

[0136] In summary, this application provides a torque control device that can detect whether a motor belt slips. When belt slippage occurs, it calculates a limiting torque for the motor based on the belt drive torque at the time of slippage and the absolute speed difference between the motor and the vehicle engine. The device then controls the motor's torque based on this calculated limiting torque until the belt slippage is eliminated. Furthermore, after the slippage is eliminated, the motor torque at the inflection point of the absolute speed difference during torque control is used as the initial recovery torque. The motor's torque is then restored based on this initial recovery torque and a preset torque recovery step size until the actual limiting torque after torque restoration reaches a preset target torque. Alternatively, the motor's torque can be restored based on the initial recovery torque and the preset torque recovery step size until the number of torque restoration operations reaches a preset number. Therefore, this device, by eliminating motor belt slippage, can overcome the negative impacts of belt slippage in some current new energy vehicle models (e.g., P0 topology models), while ensuring good drivability and compliance with emission standards. Furthermore, this device will not control the motor torque even if slippage is detected during engine start-up, prioritizing vehicle startability. Simultaneously, after belt slippage is eliminated, the device can gradually restore the motor's limiting torque until it reaches the set target torque. Moreover, the device can be configured to limit the number of torque restorations; since the noise from belt slippage can be perceived by the driver, especially with severely aged belts, this application stops restoring the motor's limiting torque after the preset upper limit is reached, reducing noise and other external factors that interfere with the driver. Therefore, this device achieves good drivability and emissions while minimizing slippage; it is applicable not only to belt-driven engines and motors but also to rigid transmission types such as gear drives or chains.

[0137] It should be noted that the torque control device provided in the above embodiments and the torque control method provided in the above embodiments belong to the same concept. The specific ways in which each module and unit performs its operation have been described in detail in the method embodiments, and will not be repeated here. In practical applications, the torque control device provided in the above embodiments can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above, and this is not a limitation here.

[0138] In another exemplary embodiment of this application, a vehicle is also provided, the vehicle including any of the torque control devices described above. Since the technical solutions and effects of the torque control devices have been described in detail in some of the above embodiments, they will not be repeated here.

[0139] This application also provides a torque control device, which may include: one or more processors; and one or more machine-readable media storing instructions thereon, which, when executed by the one or more processors, cause the device to perform... Figure 3 The torque control method described above. Figure 7 A schematic diagram of a torque control device 700 is shown. (See also...) Figure 7 As shown, the torque control device 700 includes: a processor 710, a memory 720, a power supply 730, a display unit 740, and an input unit 760.

[0140] The processor 710 is the control center of the torque control device 700. It connects various components via interfaces and lines, and executes various functions of the torque control device 700 by running or executing software programs and / or data stored in the memory 720, thereby providing overall monitoring of the torque control device 700. In this embodiment, when the processor 710 calls the computer program stored in the memory 720, it executes... Figure 3 The torque control method is described above. Optionally, the processor 710 may include one or more processing units; preferably, the processor 710 may integrate an application processor and a modem processor, wherein the application processor mainly handles the operating system, user interface, and applications, and the modem processor mainly handles wireless communication. In some embodiments, the processor and memory can be implemented on a single chip; in some embodiments, they can also be implemented separately on independent chips.

[0141] The memory 720 may primarily include a program storage area and a data storage area. The program storage area may store the operating system, various applications, etc.; the data storage area may store data created based on the use of the torque control device 700, etc. In addition, the memory 720 may include high-speed random access memory, and may also include non-volatile memory, such as at least one disk storage device, flash memory device, or other volatile solid-state storage device.

[0142] The torque control device 700 also includes a power supply 730 (such as a battery) that supplies power to various components. The power supply can be logically connected to the processor 710 through a power management system, thereby enabling the management of charging, discharging, and power consumption.

[0143] The display unit 740 can be used to display information input by the user or information provided to the user, as well as various menus of the torque control device 700. In this embodiment, it is mainly used to display the display interface of each application in the torque control device 700, as well as text, images, and other objects displayed on the display interface. The display unit 740 may include a display panel 750. The display panel 750 may be configured in the form of a liquid crystal display (LCD), an organic light-emitting diode (OLED), or the like.

[0144] The input unit 760 can be used to receive information such as numbers or characters input by the user. The input unit 760 may include a touch panel 770 and other input devices 780. The touch panel 770, also known as a touch screen, can collect touch operations on or near the user (such as operations performed by the user using a finger, stylus, or any suitable object or accessory on or near the touch panel 770).

[0145] Specifically, the touch panel 770 can detect user touch operations and the signals generated by these operations, converting them into touch point coordinates and sending them to the processor 710. It can also receive and execute commands from the processor 710. Furthermore, the touch panel 770 can be implemented using various types of sensors, including resistive, capacitive, infrared, and surface acoustic wave sensors. Other input devices 780 can include, but are not limited to, one or more of the following: a physical keyboard, function keys (such as volume control buttons, power buttons, etc.), a trackball, a mouse, and a joystick.

[0146] Of course, the touch panel 770 can cover the display panel 750. When the touch panel 770 detects a touch operation on or near it, it transmits the information to the processor 710 to determine the type of touch event. Subsequently, the processor 710 provides corresponding visual output on the display panel 750 based on the type of touch event. Although in Figure 7In this embodiment, the touch panel 770 and the display panel 750 are two separate components to realize the input and output functions of the torque control device 700. However, in some embodiments, the touch panel 770 and the display panel 750 can be integrated to realize the input and output functions of the torque control device 700.

[0147] The torque control device 700 may also include one or more sensors, such as a pressure sensor, a gravity acceleration sensor, a proximity light sensor, etc. Of course, depending on the specific application requirements, the torque control device 700 may also include other components such as a camera.

[0148] This application also provides a computer-readable storage medium storing instructions that, when executed by one or more processors, enable the device to perform the functions described in this application. Figure 3 The torque control method described above.

[0149] It will be understood by those skilled in the art that Figure 7 This is merely an example of a torque control device and does not constitute a limitation on the device. The device may include more or fewer components than illustrated, or a combination of certain components, or different components. For ease of description, the above sections are divided into modules (or units) according to their functions and described separately. Of course, in implementing this application, the functions of each module (or unit) can be implemented in one or more software or hardware components.

[0150] Those skilled in the art will understand that this application may 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. This application is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of this application, and should be understood to be achievable by computer program instructions for each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams. These computer program instructions may be applied 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 The 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 operate 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 1One or more processes and / or boxes Figure 1 The functions specified in one or more boxes. These computer program instructions may also be loaded onto a computer or other programmable data processing apparatus to cause a series of operational steps to be performed on the computer or other programmable apparatus to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable apparatus 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.

[0151] It should be understood that although terms such as first, second, third, etc., may be used to describe preset ranges in the embodiments of this application, these preset ranges should not be limited to these terms. These terms are only used to distinguish preset ranges from one another. For example, without departing from the scope of the embodiments of this application, the first preset range may also be referred to as the second preset range, and similarly, the second preset range may also be referred to as the first preset range.

[0152] The above embodiments are merely illustrative of the principles and effects of this application and are not intended to limit this application. Any person skilled in the art can modify or alter the above embodiments without departing from the spirit and scope of this application. Therefore, all equivalent modifications or alterations made by those skilled in the art without departing from the spirit and technical concept disclosed in this application should still be covered by the claims of this application.

Claims

1. A torque control method characterized by, The method comprises the following steps: acquiring vehicle data and motor data, the motor data comprising a belt drive torque and a motor speed, the vehicle data comprising a vehicle engine speed; calculating a limit torque of the motor when belt slip occurs according to the belt drive torque when belt slip occurs, and an absolute speed difference between the motor and the vehicle engine, as a first limit torque; the absolute speed difference between the motor and the vehicle engine is calculated based on the motor speed and the vehicle engine speed; controlling the torque of the motor according to the first limit torque until the belt slip is eliminated; the process of calculating the limit torque of the motor when belt slip occurs according to the belt drive torque when belt slip occurs, and the absolute speed difference between the motor and the vehicle engine comprises: performing proportional integral control according to the belt drive torque when belt slip occurs, and the absolute speed difference between the motor and the vehicle engine, to calculate the limit torque of the motor when belt slip occurs, and T BrmSlipLim = T Blt + k p * N DiffAbslt + k i *∫N DiffAbslt dt; In the formula, T BrmSlipLim represents the limiting torque of the electric motor when the belt slips. T Blt represents the belt drive torque; k p represents a proportional term coefficient; N DiffAbslt N represents the absolute speed difference of the motor and the vehicle engine; k i represents the integral term coefficient.

2. The torque control method according to claim 1, characterized by, the motor data further comprises a motor torque, a motor moment of inertia and a motor angular velocity; the process of acquiring the belt drive torque comprises: calculating the belt drive torque according to the motor torque, the motor moment of inertia and the motor angular velocity, and In the formula, T Blt represents the belt drive torque; T Brm represents the motor torque; J Brm denotes the moment of inertia of the motor; ω Brm denotes the angular speed of the electric machine.

3. The torque control method according to claim 1, characterized by, the vehicle data further comprises a transmission ratio of the motor and the vehicle engine; the process of calculating the absolute speed difference between the motor and the vehicle engine comprises: calculating the absolute speed difference between the motor and the vehicle engine according to the vehicle engine speed, the motor speed and the transmission ratio of the motor and the vehicle engine, and N DiffAbslt = N Eng - N Brm * R Brm2Eng ; In the formula, N DiffAbslt represents the absolute speed difference of the motor and the vehicle engine; N Eng denotes the vehicle engine speed; N Brm represents the motor speed; R Brm2Eng denotes the transmission ratio of the electric machine to the vehicle engine.

4. The torque control method according to claim 1, characterized by, before calculating the limit torque of the motor when belt slip occurs, the method further comprises: calculating an absolute speed difference between the motor and the vehicle engine at the current time, and a relative speed difference between the motor and the vehicle engine at the current time; and calculating a difference value between the absolute speed difference and the relative speed difference at the current time, denoted as a first difference value; comparing the absolute value of the first difference value with a first preset value; if the absolute value of the difference value is greater than the first preset value and lasts for a first preset time length, it is determined that the motor is in belt slip at the current time; if the absolute value of the difference value is less than or equal to the first preset value, it is determined that the motor is not in belt slip at the current time.

5. The torque control method according to claim 4, characterized by, the vehicle data further comprises a correlation coefficient of the motor torque and speed; the process of calculating the relative speed difference between the motor and the vehicle engine comprises: calculating the relative speed difference between the motor and the vehicle engine according to the correlation coefficient of the motor torque and speed, the motor torque and the motor speed, and N DiffRel = k Rel T Brm N Brm ; In the formula, N DiffRel represents the relative speed difference of the motor and the vehicle engine; k Rel a relationship between the torque of the electric motor and the rotational speed; T Brm represents the motor torque; N Brm represents the motor speed.

6. The torque control method according to claim 4, characterized by, if the motor is not in belt slip at the current time, the method further comprises filtering the limit torque of the motor at the current time.

7. The torque control method according to any one of claims 1 to 6, characterized by, after the belt slip is eliminated, the method further comprises: taking the motor torque when the absolute speed difference appears an inflection point in the process of controlling the torque of the motor according to the first limit torque as an initial recovery torque of the motor; controlling the torque of the motor according to the initial recovery torque of the motor and a preset torque recovery step, until the actual limit torque of the motor after torque recovery reaches a preset target torque; Or, according to the initial recovery torque of the motor and the preset torque recovery step, the torque of the motor is recovered until the number of times of torque recovery of the motor reaches the preset number.

8. The torque control method according to claim 7, characterized by, The process of recovering the torque of the motor according to the initial recovery torque of the motor and the preset torque recovery step includes: The initial recovery torque of the motor is added to the preset torque recovery step to obtain a motor recovery torque limit value; The torque of the motor is recovered, and the actual limit torque of the motor after torque recovery at the current time is obtained; The difference between the actual limit torque and the motor recovery torque limit value is calculated, and is recorded as a second difference value; Determine whether the second difference value is less than or equal to a second preset value; If the second difference value is greater than the second preset value, torque recovery is waited until the second difference value is less than or equal to the second preset value; If the second difference value is less than or equal to the second preset value and lasts for a second preset time, the motor recovery torque limit value is added to the preset torque recovery step, and the torque of the motor is continued to be recovered.

9. A torque control device characterized by comprising: The device includes: A data acquisition module for acquiring vehicle data and motor data, the motor data including belt drive torque and motor speed, and the vehicle data including vehicle engine speed; The torque calculation module is configured to calculate a limit torque of the motor when the belt slips as a first limit torque according to a belt transmission torque when the motor slips and an absolute speed difference between the motor and the vehicle engine, and the absolute speed difference between the motor and the vehicle engine is calculated based on the motor speed and the vehicle engine speed; wherein the process of calculating the limit torque of the motor when the belt slips according to the belt transmission torque when the motor slips and the absolute speed difference between the motor and the vehicle engine includes: performing proportional integral control according to the belt transmission torque when the motor slips and the absolute speed difference between the motor and the vehicle engine to calculate the limit torque of the motor when the belt slips, and T BrmSlipLim = T Blt + k p * N DiffAbslt + k i *∫N DiffAbslt dt; wherein, T BrmSlipLim represents the limit torque of the motor when the belt slips; T Blt represents the belt transmission torque; k p represents the proportional term coefficient; N DiffAbslt represents the absolute speed difference between the motor and the vehicle engine; k i represents the integral term coefficient. A torque control module for controlling the torque of the motor according to the first limit torque until the belt slip is eliminated.

10. The torque control device of claim 9, wherein, The device further includes: A torque recovery module for taking the motor torque as the initial recovery torque of the motor when the absolute speed difference appears an inflection point in the process of torque control of the motor according to the first limit torque after the belt slip is eliminated; And according to the initial recovery torque of the motor and the preset torque recovery step, the torque of the motor is recovered until the actual limit torque of the motor after torque recovery reaches a preset target torque; or, according to the initial recovery torque of the motor and the preset torque recovery step, the torque of the motor is recovered until the number of times of torque recovery of the motor reaches the preset number.

11. A torque control apparatus characterized by comprising: Including: A processor; And A computer readable medium storing instructions, when the processor executes the instructions, the device executes the torque control method as claimed in any one of claims 1 to 8.

12. A computer readable medium characterized by An instruction is stored thereon, the instruction is loaded and executed by the processor, and the torque control method as claimed in any one of claims 1 to 8.

13. A vehicle characterized by comprising: The vehicle includes the torque control device as claimed in claim 9 or 10.

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