Vehicle motor control method and vehicle

Abstract

The application discloses a kind of vehicle motor control method and vehicle.Therein, the method includes: in response to engine on the vehicle is in engine shutdown state, the current stage of shutdown that motor on the vehicle is in is obtained, and the power mode of the power assembly of vehicle, wherein, the stage is obtained by dividing the shutdown process of engine;Based on shutdown stage and power mode, the target operating parameter of motor is obtained;Based on target operating parameter, control motor operation.The application solves the technical problem that the stability of vehicle is poor in related art when controlling the shutdown of motor on vehicle.

Description

Technical Field

[0001] The present invention relates to the field of vehicle control, and in particular to a vehicle motor control method and a vehicle. Background Art

[0002] Compared to traditional vehicles, hybrid vehicles incorporate a drive motor and a power battery into their powertrain. These systems utilize hybrid system control strategies to provide superior power while ensuring vehicle economy. Generally, during engine shutdown in a hybrid vehicle, different power sources, such as the drive motor, must be controlled at different stages of the shutdown process. Due to the wide variety of parameters that must be considered when controlling the motor during shutdown, incorrect control parameters may be used to control the motor during shutdown, leading to vehicle instability during the shutdown process.

[0003] To address the above-mentioned problems, no effective solutions have been proposed so far. Summary of the Invention

[0004] Embodiments of the present invention provide a vehicle motor control method and a vehicle, so as to at least solve the technical problem in the related art that the vehicle has poor stability when the motor on the vehicle is controlled to stop.

[0005] According to one aspect of an embodiment of the present invention, a vehicle motor control method is provided, the method comprising: in response to an engine on a vehicle being in an engine shutdown state, obtaining the current shutdown stage of the motor on the vehicle and the power mode of the vehicle's powertrain, wherein the shutdown stage is a stage obtained by dividing the engine shutdown process; based on the shutdown stage and the power mode, obtaining target operating parameters of the motor; and controlling the operation of the motor based on the target operating parameters.

[0006] Optionally, based on the shutdown phase and the power mode, the target operating parameters of the motor are obtained, including: determining the current operating state of the motor based on the shutdown phase and the power mode; obtaining initial operating parameters based on the operating state; and converting the initial operating parameters to obtain target operating parameters.

[0007] Optionally, the shutdown phase at least comprises a torque reduction phase, a disconnection phase and a shutdown phase, and the power mode at least comprises a driving mode and a non-driving mode, and the current operation state of the motor is determined based on the shutdown phase and the power mode, including: in response to the shutdown phase being the torque reduction phase and the power mode being the driving mode, determining that the operation state is a first torque control state, wherein the torque control state is used to represent a state of controlling the motor to operate based on a required torque of the motor; in response to the shutdown phase being the torque reduction phase and the power mode being the non-driving mode, determining that the operation state is a first speed control state; in response to the shutdown phase being the disconnection phase and the power mode being the driving mode, determining that the operation state is a second torque control state; in response to the shutdown phase being the disconnection phase and the power mode being the non-driving mode, determining that the operation state is a second speed control state; and in response to the shutdown phase being the shutdown phase, determining that the operation state is a motor shutdown state.

[0008] Optionally, the initial operation parameter at least comprises one of the following: an input shaft torque of a gearbox on the vehicle, an input shaft required torque, a current torque of the engine, a first loss torque of the engine, a transmission torque of a clutch on the vehicle, a second loss torque of the clutch, a shutdown torque after the motor is shutdown, a gearbox required speed of the gearbox and an idle target speed of the engine, and the initial operation parameter is obtained based on the operation state, including: in response to the operation state being the first torque control state, obtaining the input shaft torque and the current torque to obtain the initial operation parameter; in response to the operation state being the second torque control state, obtaining the input shaft required torque, the first loss torque, the transmission torque and the second loss torque to obtain the initial operation parameter; in response to the operation state being the first speed control state or the second speed control state, obtaining the gearbox required speed and the idle target speed to obtain the initial operation parameter; and in response to the operation state being the motor shutdown state, obtaining the shutdown torque to obtain the initial operation parameter.

[0009] Optionally, converting the initial operating parameters to obtain target operating parameters includes: in response to the operating state being the first torque control state, performing torque filtering processing on a first difference between the input shaft torque and the current torque to obtain the target operating parameters; in response to the operating state being the second torque control state, converting the input shaft required torque, the first loss torque, the transmission torque, and the second loss torque based on the current disconnected state of the clutch to obtain the target operating parameters; in response to the operating state being the motor shutdown state, determining target operating parameters of the motor at multiple preset moments based on the shutdown torque and a preset curve, wherein the preset curve has a monotonically decreasing trend, and the multiple preset moments are obtained by dividing the time period corresponding to the moment when the motor enters the motor shutdown state to the moment when the motor torque decreases to the shutdown torque; in response to the operating state being the first speed control state or the second speed control state and the vehicle's current driving gear being the preset gear, determining the idle target speed as the target operating parameter; in response to the operating state being the first speed control state or the second speed control state and the driving gear not being the preset gear, using the maximum value of the transmission required speed and the idle target speed as the target operating parameter.

[0010] Optionally, a first difference between the input shaft torque and the current torque is subjected to torque filtering processing to obtain a target operating parameter, including: obtaining a change speed and a change trend of a torque signal, wherein the torque signal refers to a transmission signal of the input shaft torque and the current torque; in response to the change speed not being within a preset speed range, filtering and adjusting the first difference based on the change trend to obtain a target operating parameter; in response to the change speed being within the preset speed range, determining the first difference as the target operating parameter.

[0011] Optionally, based on the current disconnection state of the clutch, the input shaft required torque, the first loss torque, the transmission torque and the second loss torque are converted to obtain target operating parameters, including: in response to the disconnection state being that the clutch is disconnected, obtaining the minimum value of the first loss torque and the transmission torque, and determining the sum of the input shaft torque and the minimum value as the target operating parameter; in response to the disconnection state being that the clutch is disconnected, determining the sum of the input shaft torque and the second loss torque as the target operating parameter.

[0012] Optionally, obtaining the input shaft torque includes: obtaining the current opening value of the accelerator pedal on the vehicle, the current driving speed of the vehicle, and the current driving mode of the vehicle; based on the current opening value, the current driving speed and the current driving mode, determining the input shaft torque from a preset input shaft torque table, wherein the preset input shaft torque table is used to characterize the mapping relationship between the current opening value, the current driving speed, the current driving mode and the input shaft torque.

[0013] Optionally, obtaining the current shutdown stage of the motor on the vehicle includes: determining whether the engine can enter the engine shutdown state based on the engine shutdown condition, wherein the engine shutdown state is used to characterize that the engine can start to shut down; in response to the engine starting to shut down, the required torque of the clutch is greater than or equal to the disconnection identification torque of the clutch, and the second difference between the required torque of the engine and the preset torque offset is greater than or equal to the preset torque difference threshold, determining that the shutdown stage is a torque reduction stage; in response to the required torque being less than the disconnection identification torque, and the actual torque of the clutch is greater than or equal to the disconnection identification torque, or, in response to the second difference being less than the torque difference threshold, and the actual torque is greater than or equal to the disconnection identification torque, determining that the shutdown stage is a disconnection stage; in response to the actual torque being less than the disconnection identification torque, the current speed of the engine is greater than or equal to the preset speed threshold, and the current speed of the engine is greater than or equal to the preset speed threshold, or, in response to the actual torque being less than the disconnection identification torque, and the transmitted torque is greater than or equal to the shutdown torque threshold, determining that the shutdown stage is a flameout stage.

[0014] According to one aspect of an embodiment of the present invention, a vehicle motor control device is provided, which includes: a first acquisition module for acquiring the current shutdown stage of the motor on the vehicle and the power mode of the vehicle's powertrain in response to the engine on the vehicle being in an engine shutdown state, wherein the shutdown stage is a stage obtained by dividing the engine shutdown process; a second acquisition module for acquiring target operating parameters of the motor based on the shutdown stage and the power mode; and a control module for controlling the operation of the motor based on the target operating parameters.

[0015] Optionally, the second acquisition module includes: a state determination unit, used to determine the current operating state of the motor based on the shutdown stage and power mode; a parameter acquisition unit, used to obtain initial operating parameters based on the operating state; and a parameter conversion unit, used to convert the initial operating parameters to obtain target operating parameters.

[0016] Optionally, the shutdown stage includes at least: a torque reduction stage, a disconnection stage and a flameout stage, and the power mode includes at least: a driving mode and a non-driving mode. The state determination unit is further used to: in response to the shutdown stage being the torque reduction stage and the power mode being the driving mode, determine that the operating state is a first torque control state, wherein the torque control state is used to characterize the state of controlling the motor operation based on the motor demand torque; in response to the shutdown stage being the torque reduction stage and the power mode being the non-driving mode, determine that the operating state is a first speed control state; in response to the shutdown stage being the disconnection stage and the power mode being the driving mode, determine that the operating state is a second torque control state; in response to the shutdown stage being the disconnection stage and the power mode being the non-driving mode, determine that the operating state is a second speed control state; in response to the shutdown stage being the flameout stage, determine that the operating state is a motor shutdown state.

[0017] Optionally, the initial operating parameters include at least one of the following: the input shaft torque of the gearbox on the vehicle, the required input shaft torque, the current torque of the engine, the first loss torque of the engine, the transfer torque of the clutch on the vehicle, the second loss torque of the clutch, the shutdown torque after the motor is shut down, the gearbox required speed of the gearbox and the idle target speed of the engine. The parameter acquisition unit is also used to: in response to the operating state being the first torque control state, obtain the input shaft torque and the current torque to obtain the initial operating parameters; in response to the operating state being the second torque control state, obtain the required input shaft torque, the first loss torque, the transfer torque and the second loss torque to obtain the initial operating parameters; in response to the operating state being the first speed control state or the second speed control state, obtain the gearbox required speed and the idle target speed to obtain the initial operating parameters; in response to the operating state being the motor shutdown state, obtain the shutdown torque to obtain the initial operating parameters.

[0018] Optionally, the parameter conversion unit is further configured to: in response to the operating state being the first torque control state, perform torque filtering on a first difference between the input shaft torque and the current torque to obtain a target operating parameter; in response to the operating state being the second torque control state, convert the input shaft required torque, the first loss torque, the transmission torque, and the second loss torque based on the current disconnected state of the clutch to obtain the target operating parameter; in response to the operating state being the motor shutdown state, determine the target operating parameters of the motor at multiple preset moments based on the shutdown torque and a preset curve, wherein the change trend of the preset curve is monotonically decreasing, and the multiple preset moments are obtained by dividing the time period corresponding to the moment when the motor enters the motor shutdown state to the moment when the torque of the motor decreases to the shutdown torque; in response to the operating state being the first speed control state or the second speed control state and the current driving gear of the vehicle being the preset gear, determine the idle target speed as the target operating parameter; in response to the operating state being the first speed control state or the second speed control state and the driving gear not being the preset gear, use the maximum value of the transmission required speed and the idle target speed as the target operating parameter.

[0019] Optionally, the parameter conversion unit is also used to: obtain the changing speed and changing trend of the torque signal, wherein the torque signal refers to the transmission signal of the input shaft torque and the current torque; in response to the changing speed not being within the preset speed range, filtering and adjusting the first difference based on the changing trend to obtain the target operating parameter; in response to the changing speed being within the preset speed range, determining the first difference as the target operating parameter.

[0020] Optionally, the parameter conversion unit is further configured to: in response to the disengagement state being clutch disengaged, obtain a minimum value of the first loss torque and the transmission torque, and determine a sum of the input shaft torque and the minimum value as the target operating parameter; and in response to the disengagement state being clutch disengaged, determine a sum of the input shaft torque and the second loss torque as the target operating parameter.

[0021] Optionally, the parameter acquisition unit is further configured to: obtain a current opening degree value of an accelerator pedal of the vehicle, a current driving speed of the vehicle, and a current driving mode of the vehicle; and determine the input shaft torque from a preset input shaft torque table based on the current opening degree value, the current driving speed, and the current driving mode, wherein the preset input shaft torque table is used to represent a mapping relationship between the current opening degree value, the current driving speed, the current driving mode, and the input shaft torque.

[0022] Optionally, the first obtaining module includes: a state determination unit configured to determine whether the engine can enter an engine stop state based on an engine stop condition, wherein the engine stop state is used to represent that the engine can start to stop; a torque drop stage determination unit configured to determine that the stop stage is a torque drop stage in response to the engine starting to stop, the demand torque of the clutch being greater than or equal to a disengagement recognition torque of the clutch, and a second difference between the demand torque of the engine and a preset torque offset being greater than or equal to a preset torque difference threshold; a disengagement stage determination unit configured to determine that the stop stage is a disengagement stage in response to the demand torque being less than the disengagement recognition torque, and the actual torque of the clutch being greater than or equal to the disengagement recognition torque, or in response to the second difference being less than the torque difference threshold, and the actual torque being greater than or equal to the disengagement recognition torque; and a flameout stage determination unit configured to determine that the stop stage is a flameout stage in response to the actual torque being less than the disengagement recognition torque, the current speed of the engine being greater than or equal to a preset speed threshold, and the current speed of the engine being greater than or equal to the preset speed threshold, or in response to the actual torque being less than the disengagement recognition torque, and the transmission torque being greater than or equal to a stop torque threshold.

[0023] According to another aspect of the embodiments of the present application, a computer readable storage medium is also provided, including a stored program, wherein the program, when executed, controls the device where the computer readable storage medium is located to perform the vehicle motor control method of any of the above.

[0024] According to another aspect of the embodiments of the present application, a processor is also provided, wherein the program of the processor, when executed, performs the vehicle motor control method of any of the above.

[0025] According to another aspect of the embodiments of the present application, a target vehicle is also provided, including: one or more processors; and a storage device configured to store one or more programs; and wherein the one or more programs, when executed by the one or more processors, cause the one or more processors to perform the vehicle motor control method of any of the above.

[0026] In the embodiment of the present application, the current shutdown stage of the motor on the vehicle and the power mode of the power assembly of the vehicle are acquired in response to the engine on the vehicle being in an engine shutdown state, the target operating parameter of the motor is acquired based on the shutdown stage and the power mode, and the motor is controlled to operate in a manner based on the target operating parameter. The target operating parameter for controlling the motor to operate is acquired according to the current shutdown stage of the motor on the vehicle and the current power mode of the power assembly, and the motor is controlled to operate based on the target operating parameter, thereby ensuring the stability of the vehicle when the motor is shutdown, and thereby solving the technical problem of poor stability of the vehicle when the motor on the vehicle is controlled to be shutdown in the related art. BRIEF DESCRIPTION OF DRAWINGS

[0027] The accompanying drawings, which are included to provide a further understanding of the present application and constitute a part of this application, illustrate embodiments of the present application and together with the description serve to explain the present application. In the drawings:

[0028] Figure 1 FIG. 1 is a flowchart of a vehicle motor control method according to an embodiment of the present application;

[0029] Figure 2 FIG. 2 is a schematic diagram of a structure of a hybrid vehicle according to an embodiment of the present application;

[0030] Figure 3 FIG. 3 is a schematic diagram of an engine shutdown process control module according to an embodiment of the present application;

[0031] Figure 4 FIG. 4 is a schematic diagram of a torque reduction stage completion condition according to an embodiment of the present application;

[0032] Figure 5 FIG. 5 is a schematic diagram of a disconnection stage completion condition according to an embodiment of the present application;

[0033] Figure 6 FIG. 6 is a design block diagram of an architecture of a motor control process according to an embodiment of the present application;

[0034] Figure 7 FIG. 7 is a schematic diagram of a motor shutdown process according to an embodiment of the present application;

[0035] Figure 8 FIG. 8 is a structural block diagram of a vehicle motor control device according to an embodiment of the present application. DETAILED DESCRIPTION

[0036] In order to enable those skilled in the art to better understand the solutions of the present invention, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the embodiments described are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts should fall within the scope of protection of the present invention.

[0037] It should be noted that the terms "first", "second", etc. in the description and claims of the present invention and the above-mentioned drawings are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that the numbers used in this way can be interchanged where appropriate, so that the embodiments of the present invention described herein can be implemented in an order other than those illustrated or described herein. In addition, the terms "including" and "having" and any variations thereof are intended to cover non-exclusive inclusions. For example, a process, method, system, product or device that includes a series of steps or units is not necessarily limited to those steps or units clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0038] Example 1

[0039] According to an embodiment of the present invention, an embodiment of a vehicle motor control method is provided. It should be noted that the steps shown in the flowchart of the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions, and although a logical order is shown in the flowchart, in some cases, the steps shown or described can be executed in an order different from that shown here.

[0040] Figure 1 FIG. 1 is a flow chart of a vehicle motor control method according to an embodiment of the present invention. Figure 1 As shown, the method includes the following steps:

[0041] Step S102 , in response to the engine on the vehicle being in an engine shutdown state, obtaining the current shutdown stage of the motor on the vehicle and the power mode of the powertrain of the vehicle.

[0042] Among them, the shutdown stage is a stage obtained by dividing the engine shutdown process;

[0043] The engine stop state can refer to that the engine on the vehicle is currently in a process of stopping; the stop stage can refer to a specific stage in the process of stopping of the motor, such as a stop start stage, a stop end stage, etc. It is considered that the engine and the motor on the vehicle are usually operated together in the process of stopping of the vehicle, and therefore, the stop stage of the motor can be determined according to the stop stage of the engine.

[0044] It is considered that the operating parameters for controlling the engine or the motor to stop are changed in the process of stopping of the engine or the motor of the hybrid vehicle, i.e., the operating parameters corresponding to different stop stages are different, and in order to better control the motor to stop and ensure the stability and safety of the vehicle in the process of stopping of the motor in different stop stages, the stop stage can be divided according to a preset division rule, and the stop stage of the engine is obtained, such as a stage in which the engine speed is greater than a preset speed threshold can be regarded as a stop start stage, a stage in which the engine speed is less than or equal to the preset speed threshold and the clutch torque is less than a preset torque threshold can be regarded as a stop end stage, etc.

[0045] Correspondingly, when determining the stop stage of the motor, the current operating parameters of the engine, such as the current speed, and the current torque of the clutch, can be used to determine the stop stage of the engine, so as to obtain the stop stage of the motor. For example, if the current speed of the engine is greater than a preset speed threshold, it can be determined that the motor is in a stop start stage; if the current speed of the engine is less than or equal to the preset speed threshold and the clutch torque is less than a preset torque threshold, it can be determined that the motor is in a stop end stage. It should be noted that the division of the stop stage and the process of determining the stop stage are only exemplary, and the specific division and determination process are described below.

[0046] In an optional solution of the embodiment, as shown above, in order to ensure the stability and safety of the vehicle in the process of stopping of the motor in different stop stages, the motor control system can determine the stop stage of the motor after detecting that the engine is in an engine stop state, and it is considered that the parameters for controlling the motor to stop are different in different power modes, such as a driving mode or an idle mode, of different vehicles, for example, the torque of the motor can be used to control the motor to stop in the driving mode to ensure the stability of the motor in the process of stopping, and the speed of the motor can be used to control the motor to stop in the idle mode to ensure the efficiency of the motor in the process of stopping, and therefore, the current power mode of the powertrain on the vehicle can be further obtained when obtaining the stop stage of the motor, so that the motor control system can better control the motor to stop.

[0047] Step S104: Obtain the target operation parameter of the motor based on the shutdown stage and the power mode.

[0048] The target operation parameter can be an operation parameter for controlling the motor shutdown, which can ensure the stable operation of the vehicle during the process of controlling the motor shutdown, such as the operation torque and the operation speed of the motor.

[0049] In an optional solution of the embodiment, as described above, the motor exhibits different shutdown performances in different shutdown stages and different power modes, and the corresponding operation parameters for controlling the motor shutdown are also different. Therefore, after obtaining the current shutdown stage of the motor and the power mode of the power assembly, the motor control system can obtain the target operation parameter of the motor according to the shutdown stage and the power mode.

[0050] In an optional solution of the embodiment, in order to ensure the accuracy of the obtained target operation parameter and improve the stability of the vehicle during the shutdown of the motor, the motor control system can determine the target operation parameter in real time according to the current operation parameters of the power assembly on the vehicle, such as the current torque of the gearbox, the current loss torque of the engine, and the current transmission torque of the clutch, according to a preset determination formula.

[0051] In an optional solution of the embodiment, in order to ensure the efficiency of obtaining the target operation parameter, the worker can simulate the operation parameters of the motor in different shutdown stages and different power modes to determine the operation parameters that can ensure the stable operation of the vehicle during the shutdown of the motor, and construct an operation parameter table according to the different shutdown stages, the different power modes, and the corresponding operation parameters. Then, when controlling the motor shutdown, the motor control system can directly determine the target operation parameter required at present from the operation parameter table according to the obtained shutdown stage and power mode.

[0052] Step S106: Control the operation of the motor based on the target operation parameter.

[0053] After obtaining the target operation parameter, the motor can be controlled to operate according to the operation parameter, i.e., the motor is controlled to shutdown.

[0054] In order to facilitate the understanding of the motor control system, Figure 2 is a schematic diagram of the structure of a hybrid vehicle according to an embodiment of the present application, as Figure 2As shown, a hybrid vehicle may include but is not limited to: BMS (Battery Management System), EMS (Engine Management System), HCU (Hybrid Control Unit), MCU (Motor Control Unit), TCU (Transmission Control Unit), CAN (Controller Area Network), engine, clutch, motor, gearbox and other power equipment, which are used to control the vehicle speed, thereby realizing the operation of vehicle driving and vehicle stopping.

[0055] In an embodiment of the present invention, in response to the engine on the vehicle being in an engine shutdown state, the current shutdown stage of the motor on the vehicle and the power mode of the vehicle's powertrain are obtained; based on the shutdown stage and the power mode, the target operating parameters of the motor are obtained; based on the target operating parameters, the operation of the motor is controlled. By obtaining the target operating parameters for controlling the operation of the motor according to the current shutdown stage of the motor on the vehicle and the current power mode of the powertrain, and controlling the operation of the motor based on the target operating parameters, the stability of the vehicle is ensured when the motor is shut down, thereby solving the technical problem in the related art of poor vehicle stability when controlling the shutdown of the motor on the vehicle.

[0056] Optionally, based on the shutdown phase and the power mode, the target operating parameters of the motor are obtained, including: determining the current operating state of the motor based on the shutdown phase and the power mode; obtaining initial operating parameters based on the operating state; and converting the initial operating parameters to obtain target operating parameters.

[0057] The above-mentioned operating state may refer to a control state for controlling the operation of the motor that can show the vehicle in different shutdown stages and power modes. The type or size of the parameters used to control the shutdown of the motor may be different in different operating states. The above-mentioned initial operating parameters may refer to the current parameters of the powertrain on the vehicle, such as the engine, gearbox, clutch and other equipment, such as the current loss torque of the engine, the current transmission torque of the clutch, the current required torque of the gearbox, etc. The above-mentioned target operating parameters can be obtained by converting the initial operating parameters.

[0058] In an optional scheme of this embodiment, the target operating parameters under different operating states can be determined based on different initial operating parameters. Correspondingly, when obtaining the target operating parameters, the motor control system can first determine the current operating state of the motor based on the acquired shutdown stage and power mode, and then obtain the initial operating parameters used to determine the target operating parameters based on the current operating state, and finally convert the initial operating parameters to obtain the above-mentioned target operating parameters.

[0059] Optionally, the shutdown stage includes at least: a torque reduction stage, a disconnection stage and a flameout stage, and the power mode includes at least: a driving mode and a non-driving mode. Based on the shutdown stage and the power mode, the current operating state of the motor is determined, including: in response to the shutdown stage being the torque reduction stage and the power mode being the driving mode, determining that the operating state is a first torque control state, wherein the torque control state is used to characterize the state of controlling the motor operation based on the motor demand torque; in response to the shutdown stage being the torque reduction stage and the power mode being the non-driving mode, determining that the operating state is a first speed control state; in response to the shutdown stage being the disconnection stage and the power mode being the driving mode, determining that the operating state is a second torque control state; in response to the shutdown stage being the disconnection stage and the power mode being the driving mode, determining that the operating state is a second speed control state; in response to the shutdown stage being the flameout stage, determining that the operating state is a motor shutdown state.

[0060] The above-mentioned torque reduction stage may refer to a transmission system torque reduction stage, the above-mentioned disconnection stage may refer to a clutch disconnection stage, and the above-mentioned flameout stage may refer to an engine flameout stage.

[0061] Figure 3 FIG. 1 is a schematic diagram of an engine shutdown process control module according to an embodiment of the present invention. Figure 3 As shown, the engine shutdown process can be divided into three shutdown stages, namely the above-mentioned torque reduction stage, disconnection stage and flameout stage, and the corresponding control units are: transmission system torque reduction judgment unit, clutch disconnection judgment unit, and engine flameout judgment unit, among which, the torque reduction stage is before the disconnection stage, and the disconnection stage is before the flameout stage. The transmission system torque reduction judgment unit is used to judge whether the torque reduction stage is completed, the clutch disconnection judgment unit is used to judge whether the disconnection stage is completed, and the engine flameout judgment unit is used to judge whether the flameout stage is completed.

[0062] The driving mode may refer to a power mode for controlling the vehicle's forward motion, and the non-driving mode may refer to a power mode other than the driving mode, such as an idle mode or a stationary mode. The torque control state may refer to a state in which the primary parameter for controlling the motor's operation is the motor's required torque, and the speed control state may refer to a state in which the primary parameter for controlling the motor's operation is the motor's required speed.

[0063] In an optional scheme of this embodiment, in order to ensure the stability of the vehicle when the motor is stopped, when the motor is in the motor shutdown state, the HCU can determine the parameters used to control the operation of the motor according to the power mode of the powertrain. Specifically, when the power mode of the powertrain is DrvMode (driving mode), the parameter type used to control the operation of the motor can be determined to be the motor required torque; when the power mode is NoDrvMode (non-driving mode), the parameter type used to control the operation of the motor can be determined to be the motor required speed.

[0064] In an optional scheme of this embodiment, in order to improve the accuracy of controlling the motor shutdown using the target operating parameters, the motor shutdown process can be further divided into multiple operating states according to the above-mentioned shutdown stage and power mode. Specifically, when the shutdown stage is the torque reduction stage and the power mode is the driving mode, the motor's operating state can be determined to be the first torque control state; when the shutdown stage is the torque reduction stage and the power mode is the non-driving mode, the motor's operating state can be determined to be the first speed control state; when the shutdown stage is the disconnection stage and the power mode is the driving mode, the motor's operating state can be determined to be the second torque control state; when the shutdown stage is the disconnection stage and the power mode is the non-driving mode, the motor's operating state can be determined to be the second speed control state; when the shutdown stage is the flameout stage, the motor's operating state can be determined to be the motor shutdown state.

[0065] Optionally, the initial operating parameters include at least one of the following: the input shaft torque of the gearbox on the vehicle, the required input shaft torque, the current torque of the engine, the first loss torque of the engine, the transfer torque of the clutch on the vehicle, the second loss torque of the clutch, the shutdown torque after the motor is shut down, the gearbox required speed of the gearbox and the idle target speed of the engine. Based on the operating state, the initial operating parameters are obtained, including: in response to the operating state being the first torque control state, obtaining the input shaft torque and the current torque to obtain the initial operating parameters; in response to the operating state being the second torque control state, obtaining the required input shaft torque, the first loss torque, the transfer torque and the second loss torque to obtain the initial operating parameters; in response to the operating state being the first speed control state or the second speed control state, obtaining the gearbox required speed and the idle target speed to obtain the initial operating parameters; in response to the operating state being the motor shutdown state, obtaining the shutdown torque to obtain the initial operating parameters.

[0066] The initial operation parameters described above can be divided into torque parameters for determining the required torque of the motor and speed parameters for determining the required speed of the motor, wherein the torque parameters can include but are not limited to: the input shaft torque of the gearbox on the vehicle, the input shaft required torque, the current torque of the engine, the first loss torque of the engine, the transmission torque of the clutch on the vehicle, the second loss torque of the clutch, and the shutdown torque after the motor is stopped; the speed parameters can include but are not limited to: the gearbox required speed of the gearbox and the idle target speed of the engine.

[0067] Specifically, when the operating state of the motor is the first torque control state, the initial operation parameters obtained by the motor control system can include but are not limited to: the input shaft torque and the current torque. The input shaft torque can be determined according to the current driving parameters of the vehicle, such as driving speed, accelerator pedal opening degree and other parameters, according to the preset input shaft torque table. The preset input shaft torque table can be a torque table obtained by simulating the vehicle under different driving parameters by the staff, and the current torque of the engine can be obtained according to the CAN network signal reported by the EMS.

[0068] When the operating state of the motor is the second torque control state, the initial operation parameters obtained by the motor control system can include but are not limited to: the input shaft required torque, the first loss torque, the transmission torque and the second loss torque. The input shaft required torque and the transmission torque can be sent to the HCU by the TCU, the first loss torque can be sent to the HCU by the EMS, and the second loss torque can be determined according to the current lubrication parameters of the lubricating liquid medium in the vehicle motor, such as temperature, flow and other parameters, according to the preset loss torque table. The preset loss torque table can be a torque table obtained by simulating the vehicle under different lubrication parameters by the staff.

[0069] When the operating state of the motor is the first speed control state or the second speed control state, the initial operation parameters obtained by the motor control system can include but are not limited to: the gearbox required speed and the idle target speed. The gearbox required speed can be sent to the HCU by the TCU, and the idle target speed can be sent to the HCU by the EMS.

[0070] When the operating state of the motor is the motor shutdown state, the initial operation parameters obtained by the motor control system can include but are not limited to: the shutdown torque. The shutdown torque can be the motor torque in the motor shutdown state preset by the staff, and the shutdown torque is generally 0.

[0071] Optionally, converting the initial operating parameters to obtain target operating parameters includes: in response to the operating state being the first torque control state, performing torque filtering processing on a first difference between the input shaft torque and the current torque to obtain the target operating parameters; in response to the operating state being the second torque control state, converting the input shaft required torque, the first loss torque, the transmission torque, and the second loss torque based on the current disconnected state of the clutch to obtain the target operating parameters; in response to the operating state being the motor shutdown state, determining target operating parameters of the motor at multiple preset moments based on the shutdown torque and a preset curve, wherein the preset curve has a monotonically decreasing trend, and the multiple preset moments are obtained by dividing the time period corresponding to the moment when the motor enters the motor shutdown state to the moment when the motor torque decreases to the shutdown torque; in response to the operating state being the first speed control state or the second speed control state and the vehicle's current driving gear being the preset gear, determining the idle target speed as the target operating parameter; in response to the operating state being the first speed control state or the second speed control state and the driving gear not being the preset gear, using the maximum value of the transmission required speed and the idle target speed as the target operating parameter.

[0072] The preset curve may be a monotonically decreasing curve for smoothly controlling the current torque reduction of the motor. The preset gears may be P gear (parking gear) and N gear (neutral gear).

[0073] In an optional scheme of this embodiment, after obtaining the initial operating parameters corresponding to different operating states, the initial operating parameters can be converted to obtain target operating parameters for controlling the motor shutdown, as shown below: When the operating state is the first torque control state, the difference between the input shaft torque and the current torque, that is, the above-mentioned first difference, can be determined first, and then the first difference can be torque filtered to obtain the above-mentioned target operating parameters, thereby ensuring the accuracy of the converted target operating parameters.

[0074] When the operating state is the second torque control state, the motor control system can further obtain the current disconnection state of the clutch, that is, whether the clutch is currently disconnected or has been disconnected, and convert the above-mentioned input shaft required torque, first loss torque, transmission torque and second loss torque according to the disconnection state to obtain the above-mentioned target operating parameters, thereby ensuring the accuracy of the converted target operating parameters.

[0075] When the operating state is the motor shutdown state, the motor control system can further obtain the above-mentioned preset curve, and use the preset curve and the shutdown torque to determine the target operating parameters of the motor at multiple preset moments, thereby ensuring the stability of the process of controlling the motor shutdown using the target operating parameters, wherein the multiple preset moments can refer to multiple moments obtained by dividing the process of the motor reducing from the current torque to the shutdown torque.

[0076] When the operating state is the first speed control state or the second speed control state, the motor control system can further obtain the current driving gear of the vehicle, such as P gear, N gear, etc. When the driving gear is the above-mentioned preset gear, the motor control system can directly determine the above-mentioned idle target speed as the target operating parameter for controlling the motor shutdown; when the driving gear is not the above-mentioned preset gear, the motor control system can compare the gearbox required speed and the idle target speed, and use the maximum value thereof as the above-mentioned target operating parameter, thereby ensuring the accuracy of the converted target operating parameter.

[0077] Optionally, a first difference between the input shaft torque and the current torque is subjected to torque filtering processing to obtain a target operating parameter, including: obtaining a change speed and a change trend of a torque signal, wherein the torque signal refers to a transmission signal of the input shaft torque and the current torque; in response to the change speed not being within a preset speed range, filtering and adjusting the first difference based on the change trend to obtain a target operating parameter; in response to the change speed being within the preset speed range, determining the first difference as the target operating parameter.

[0078] When filtering the first difference, the motor control system can first extract features of the torque signals corresponding to the input shaft torque and the current torque, obtain features such as the changing speed and changing trend of the torque signal, and determine whether the current changing speed of the torque signal is within the preset speed range. If the changing speed is within the preset speed range, the above-mentioned first difference can be used as the target operating parameter to control the motor operation; if the changing speed is not within the preset speed range, the changing trend of the torque signal can be used to filter and adjust the first difference so that the adjusted first difference can be within the preset speed range, and the adjusted first difference can be used as the above-mentioned target operating parameter to control the motor operation.

[0079] Optionally, based on the current disconnection state of the clutch, the input shaft required torque, the first loss torque, the transmission torque and the second loss torque are converted to obtain target operating parameters, including: in response to the disconnection state being that the clutch is disconnected, obtaining the minimum value of the first loss torque and the transmission torque, and determining the sum of the input shaft torque and the minimum value as the target operating parameter; in response to the disconnection state being that the clutch is disconnected, determining the sum of the input shaft torque and the second loss torque as the target operating parameter.

[0080] When converting the initial operating parameters according to the clutch disconnection state, if the above-mentioned disconnection state is that the clutch is in the process of being disconnected, the motor control system can compare the first loss torque and the transmission torque, determine the minimum value between the two, and use the sum of the minimum value and the above-mentioned input shaft torque as the above-mentioned target operating parameters; if the above-mentioned disconnection state is that the clutch has been disconnected, the motor control system can determine the sum of the above-mentioned input shaft torque and the second loss torque as the above-mentioned target operating parameters.

[0081] Optionally, based on the shutdown torque and the preset curve, the target operating parameters of the motor at multiple preset moments are determined, including: obtaining the model of the motor and the current second torque of the motor; determining the time period based on the model, the second torque and the shutdown torque, and determining the preset curve from the preset curve library, wherein the preset curve library is used to characterize the mapping relationship between the model and the preset curve; dividing the time period based on the model to obtain multiple preset moments; determining the target operating parameters based on the second torque, the preset curve and the multiple preset moments.

[0082] The above-mentioned second torque may refer to the current torque of the vehicle. Generally, considering that the current operating state is the motor shutdown state and the previous operating state is the second torque control state or the second speed control state, the above-mentioned second torque may refer to the motor torque in the second torque control state or the second speed control state.

[0083] In order to ensure that the determined preset curve can meet the shutdown requirements of the motor and avoid an unstable shutdown process of the motor due to an error in obtaining the preset curve, the motor control system can first obtain the model of the motor on the vehicle and the current second torque of the motor, and then determine the above-mentioned preset curve from the preset curve library based on the model, and determine the running time of the motor in the shutdown state of the motor based on the preset curve, the second torque and the shutdown torque, that is, the above-mentioned time period, and divide the time period according to the model of the motor to determine multiple preset moments, and finally determine the target operating parameters corresponding to the multiple preset moments based on the above-mentioned second torque and the preset curve.

[0084] Optionally, obtaining the input shaft torque includes: obtaining the current opening value of the accelerator pedal on the vehicle, the current driving speed of the vehicle, and the current driving mode of the vehicle; based on the current opening value, the current driving speed and the current driving mode, determining the input shaft torque from a preset input shaft torque table, wherein the preset input shaft torque table is used to characterize the mapping relationship between the current opening value, the current driving speed, the current driving mode and the input shaft torque.

[0085] The input shaft torque is generally related to the opening value of the accelerator pedal on the vehicle, the driving speed of the vehicle and the current driving mode of the vehicle. Therefore, when the input shaft torque is obtained, the motor control system can first obtain the current opening value of the accelerator pedal on the vehicle, the current driving speed and the current driving mode, wherein the driving mode of the vehicle can include but is not limited to a comfortable mode, an economic mode and a sports mode, and different driving modes correspond to different preset input torque tables. Then the motor control system can determine the preset input shaft torque table currently used to determine the input shaft torque according to the obtained current driving mode, and determine the current input shaft torque from the preset input shaft torque table according to the obtained current opening value and current driving speed. Table 1 is an input shaft torque table in a comfortable mode according to an embodiment of the application, as shown in Table 1 below, the input shaft torque corresponding to different opening values of the accelerator pedal and different driving speeds is different, and the input shaft torque table can be obtained by staff according to different opening values of the accelerator pedal and driving speeds through simulation test.

[0086] Table 1

[0087]

[0088] Optionally, obtaining the second loss torque comprises: obtaining a lubrication flow and a lubrication temperature of the lubricating liquid medium in the clutch; and determining the second loss torque from a preset loss torque table based on the lubrication flow and the lubrication temperature, wherein the preset loss torque table is used to represent a mapping relationship between the lubrication flow, the lubrication temperature and the second loss torque.

[0089] The second loss torque is generally related to the current flow and the current temperature of the lubricating medium, such as lubricating oil, on the motor. Therefore, when the second loss torque, i.e. the clutch loss torque, is determined, the motor control system can first obtain the lubrication flow and the lubrication temperature of the lubricating liquid medium in the clutch, and then determine the second loss torque from the preset loss torque table according to the lubrication flow and the lubrication temperature. Table 2 is a preset loss torque table according to an embodiment of the application, as shown in Table 2 below, the second loss torque corresponding to different lubrication temperatures and different lubrication flows is different, and the preset loss torque table can be obtained by staff according to different lubrication temperatures and lubrication flows through simulation test.

[0090] Table 2

[0091]

[0092] Optionally, obtaining the current shutdown stage of the motor on the vehicle includes: determining whether the engine can enter the engine shutdown state based on the engine shutdown condition, wherein the engine shutdown state is used to characterize that the engine can start to shut down; in response to the engine starting to shut down, the required torque of the clutch is greater than or equal to the disconnection identification torque of the clutch, and the second difference between the required torque of the engine and the preset torque offset is greater than or equal to the preset torque difference threshold, determining that the shutdown stage is a torque reduction stage; in response to the required torque being less than the disconnection identification torque, and the actual torque of the clutch is greater than or equal to the disconnection identification torque, or, in response to the second difference being less than the torque difference threshold, and the actual torque is greater than or equal to the disconnection identification torque, determining that the shutdown stage is a disconnection stage; in response to the actual torque being less than the disconnection identification torque, the current speed of the engine is greater than or equal to the preset speed threshold, and the current speed of the engine is greater than or equal to the preset speed threshold, or, in response to the actual torque being less than the disconnection identification torque, and the transmitted torque is greater than or equal to the shutdown torque threshold, determining that the shutdown stage is a flameout stage.

[0093] In an optional solution of this embodiment, the motor control system can determine the current shutdown stage of the motor based on current engine parameters. Specifically, the motor control system can first determine whether the engine is currently in the motor shutdown state based on preset engine shutdown conditions. The engine shutdown conditions may include, but are not limited to: 1) the vehicle speed gradually decreases to 0; 2) the brake pedal is currently in the braking state, and the brake master cylinder pressure is greater than a preset cylinder pressure threshold value, such as 0.3 MPa; 3) the vehicle's power system is fault-free; 4) the motor's torque capacity meets the engine starting requirements; 5) the vehicle has no cooling or heating requirements, or the onboard air conditioner has a start request but the time is less than a preset time value, such as 2 seconds; 6) the vacuum meets the braking requirements; 7) the SOC value is greater than a preset power value, such as 36%; 8) the engine water temperature is greater than a preset temperature value, such as 65°C. The preset cylinder pressure threshold value, preset time value, preset power value, and preset temperature value are all calibrable parameters that can be set by the operator.

[0094] When the aforementioned engine shutdown conditions are met, the motor control system can determine the current motor shutdown phase based on the current operating parameters of the clutch and engine. Specifically, when the clutch's required torque is greater than or equal to the clutch's disconnection identification torque, e.g., 5 Nm or 3 Nm, and a second difference between the engine's required torque and a preset torque offset is greater than or equal to a preset torque difference threshold, e.g., 5 Nm or 3 Nm, the shutdown phase can be determined to be a torque reduction phase. The disconnection identification torque and the preset torque threshold are calibrable parameters that can be set by the operator.

[0095] Figure 4FIG. 1 is a schematic diagram showing a condition for completing the torque reduction phase according to an embodiment of the present invention. Figure 4 As shown, corresponding to determining that the shutdown stage is the torque reduction stage, when the clutch torque reduction is completed, or the engine torque reduction is completed, it can be determined that the transmission system torque reduction stage is completed, wherein the judgment condition for the clutch torque reduction is completed is that the clutch demand torque is less than the clutch disconnection identification torque, and the engine shutdown request flag is 1, that is, the engine is currently in the engine shutdown state.

[0096] When the required torque is less than the disconnection identification torque and the actual torque of the clutch is greater than or equal to the disconnection identification torque, or the second difference is less than the torque difference threshold and the actual torque is greater than or equal to the disconnection identification torque, the above-mentioned shutdown stage can be determined to be the disconnection stage.

[0097] The shutdown phase can be determined as a flameout phase when the actual torque is less than the disconnection identification torque and the current engine speed is greater than or equal to a preset speed threshold, such as 50 rpm, and persists for a preset time, such as 3 seconds. Alternatively, when the actual torque is less than the disconnection identification torque and the transmitted torque is greater than or equal to a shutdown torque threshold, such as 5 Nm, and persists for a preset time, such as 3 seconds. The preset speed threshold, preset time, and shutdown torque threshold are calibrable parameters that can be set by the operator.

[0098] Figure 5 FIG. 1 is a schematic diagram showing a completion condition of a disconnection phase according to an embodiment of the present invention. Figure 5 As shown, corresponding to determining that the shutdown stage is the flameout stage, when the engine shutdown is completed and the clutch is disconnected, it can be determined that the above-mentioned flameout stage is completed, wherein the judgment condition for the completion of engine shutdown is that the current engine speed is less than the above-mentioned preset speed threshold and the duration is greater than the preset specified time, and the judgment condition for the completion of clutch disconnection is that the transmission torque of the clutch is less than the shutdown torque threshold and the duration is greater than the preset specified time.

[0099] Optionally, the method also includes: obtaining the vehicle's current driving parameters and the vehicle's expected driving mode, wherein the expected driving mode is used to characterize the vehicle switching from a hybrid driving mode to other driving modes; in response to the expected driving mode being a preset mode, processing the driving parameters using a torque prediction model to obtain the driver's required torque, wherein the preset mode is that the vehicle switches from a hybrid driving mode to a pure electric driving mode; and controlling the motor operation based on the driver's required torque.

[0100] In an optional solution of this embodiment, considering that after the engine is turned off, the user may control the vehicle to stop or operate in another drive mode, such as switching from a hybrid drive mode to a pure electric drive mode, the motor control system, while controlling motor operation according to target operating parameters, may further obtain the vehicle's current driving parameters and the vehicle's intended drive mode (i.e., the vehicle switching from a hybrid drive mode to another power drive mode). The vehicle's current driving parameters may include, but are not limited to, vehicle shifting operations, accelerator pedal opening, brake pedal opening, and the vehicle's current speed. When the intended drive mode is a preset mode (i.e., the vehicle switching from a hybrid drive mode to a pure electric drive mode), the motor control system may utilize a preset torque prediction model to process the driving parameters and determine the driver's requested torque. When the driver's requested torque is greater than a preset torque value, such as 5 Nm, the motor control system may use the driver's requested torque as the target operating parameter to control motor operation. When the expected driving mode is not the preset mode, for example, when the vehicle switches from hybrid driving mode to parking mode, the motor control system can directly determine that the driver's required torque is 0, and gradually control the motor torque to decrease to 0, thereby completing the parking operation.

[0101] In order to clearly show the above process of controlling the motor operation, Figure 6 FIG. 1 is a block diagram showing a motor control process architecture according to an embodiment of the present invention. Figure 6 As shown, the process of controlling the motor can be divided into three parts. The first part is the input of relevant conditions, which may include but not be limited to the operating status of the powertrain, whether the engine enters the engine shutdown state, the power mode of the powertrain and other parameters. The second part is the different shutdown stages determined according to the engine shutdown state, which may include but not be limited to: the transmission torque reduction stage, the clutch disconnection stage, the engine shutdown stage, etc. The third part is to control the motor operation according to the corresponding target control parameters according to different shutdown stages.

[0102] Figure 7 FIG. 1 is a schematic diagram showing a motor shutdown process according to an embodiment of the present invention. Figure 7As shown, when the vehicle is in hybrid drive mode, the motor control system can first determine whether the engine meets the engine shutdown conditions, that is, whether the engine is in a motor shutdown state. If so, the motor's current shutdown stage is determined based on the engine's operating parameters, and the motor operation is controlled according to the target operating parameters corresponding to different shutdown stages. It can also further determine whether the driver's required torque is greater than the preset torque specified value. If it is greater, the motor control system can control the motor to operate according to the driver's required torque and control the vehicle to switch from hybrid drive mode to pure electric power drive mode; if it is not greater, the motor control system can control the vehicle to switch from hybrid drive mode to parking mode.

[0103] Example 2

[0104] According to another aspect of the embodiment of the present invention, corresponding to the above-mentioned vehicle motor control method embodiment, this specification also provides a vehicle motor control device, please refer to Figure 8 , Figure 8 FIG. 1 is a structural block diagram of a vehicle motor control device according to an embodiment of the present invention. Figure 8 As shown, the device includes: a first acquisition module 802 , a second acquisition module 804 , and a control module 806 .

[0105] Among them, the first acquisition module 802 is used to obtain the current shutdown stage of the motor on the vehicle and the power mode of the vehicle's powertrain in response to the engine on the vehicle being in the engine shutdown state, wherein the shutdown stage is a stage obtained by dividing the engine shutdown process; the second acquisition module 804 is used to obtain the target operating parameters of the motor based on the shutdown stage and the power mode; the control module 806 is used to control the motor operation based on the target operating parameters.

[0106] Optionally, the second acquisition module 804 includes: a state determination unit, used to determine the current operating state of the motor based on the shutdown stage and the power mode; a parameter acquisition unit, used to obtain initial operating parameters based on the operating state; and a parameter conversion unit, used to convert the initial operating parameters to obtain target operating parameters.

[0107] Optionally, the shutdown stage includes at least: a torque reduction stage, a disconnection stage and a flameout stage, and the power mode includes at least: a driving mode and a non-driving mode. The state determination unit is further used to: in response to the shutdown stage being the torque reduction stage and the power mode being the driving mode, determine that the operating state is a first torque control state, wherein the torque control state is used to characterize the state of controlling the motor operation based on the motor demand torque; in response to the shutdown stage being the torque reduction stage and the power mode being the non-driving mode, determine that the operating state is a first speed control state; in response to the shutdown stage being the disconnection stage and the power mode being the driving mode, determine that the operating state is a second torque control state; in response to the shutdown stage being the disconnection stage and the power mode being the non-driving mode, determine that the operating state is a second speed control state; in response to the shutdown stage being the flameout stage, determine that the operating state is a motor shutdown state.

[0108] Optionally, the initial operating parameters include at least one of the following: the input shaft torque of the gearbox on the vehicle, the required input shaft torque, the current torque of the engine, the first loss torque of the engine, the transfer torque of the clutch on the vehicle, the second loss torque of the clutch, the shutdown torque after the motor is shut down, the gearbox required speed of the gearbox and the idle target speed of the engine. The parameter acquisition unit is also used to: in response to the operating state being the first torque control state, obtain the input shaft torque and the current torque to obtain the initial operating parameters; in response to the operating state being the second torque control state, obtain the required input shaft torque, the first loss torque, the transfer torque and the second loss torque to obtain the initial operating parameters; in response to the operating state being the first speed control state or the second speed control state, obtain the gearbox required speed and the idle target speed to obtain the initial operating parameters; in response to the operating state being the motor shutdown state, obtain the shutdown torque to obtain the initial operating parameters.

[0109] Optionally, the parameter conversion unit is further configured to: in response to the operating state being the first torque control state, perform torque filtering on a first difference between the input shaft torque and the current torque to obtain a target operating parameter; in response to the operating state being the second torque control state, convert the input shaft required torque, the first loss torque, the transmission torque, and the second loss torque based on the current disconnected state of the clutch to obtain the target operating parameter; in response to the operating state being the motor shutdown state, determine the target operating parameters of the motor at multiple preset moments based on the shutdown torque and a preset curve, wherein the change trend of the preset curve is monotonically decreasing, and the multiple preset moments are obtained by dividing the time period corresponding to the moment when the motor enters the motor shutdown state to the moment when the torque of the motor decreases to the shutdown torque; in response to the operating state being the first speed control state or the second speed control state and the current driving gear of the vehicle being the preset gear, determine the idle target speed as the target operating parameter; in response to the operating state being the first speed control state or the second speed control state and the driving gear not being the preset gear, use the maximum value of the transmission required speed and the idle target speed as the target operating parameter.

[0110] Optionally, the parameter conversion unit is also used to: obtain the changing speed and changing trend of the torque signal, wherein the torque signal refers to the transmission signal of the input shaft torque and the current torque; in response to the changing speed not being within the preset speed range, filtering and adjusting the first difference based on the changing trend to obtain the target operating parameter; in response to the changing speed being within the preset speed range, determining the first difference as the target operating parameter.

[0111] Optionally, the parameter conversion unit is also used to: in response to the clutch being disconnected in the disconnection state, obtain the minimum value of the first loss torque and the transmission torque, and determine the sum of the input shaft torque and the minimum value as the target operating parameter; in response to the clutch being disconnected in the disconnection state, determine the sum of the input shaft torque and the second loss torque as the target operating parameter.

[0112] Optionally, the parameter acquisition unit is also used to: obtain the current opening value of the accelerator pedal on the vehicle, the current driving speed of the vehicle, and the current driving mode of the vehicle; based on the current opening value, the current driving speed and the current driving mode, determine the input shaft torque from a preset input shaft torque table, wherein the preset input shaft torque table is used to characterize the mapping relationship between the current opening value, the current driving speed, the current driving mode and the input shaft torque.

[0113] Optionally, the first acquisition module 802 includes: a state determination unit for determining whether the engine can enter an engine stop state based on an engine stop condition, wherein the engine stop state is used to indicate that the engine can start to stop; a torque reduction phase determination unit for determining that the stop phase is a torque reduction phase in response to the engine starting to stop, the clutch demand torque being greater than or equal to the clutch disconnection identification torque, and the second difference between the engine demand torque and the preset torque offset being greater than or equal to a preset torque difference threshold; a disconnection phase determination unit for determining that the stop phase is a disconnection phase in response to the demand torque being less than the disconnection identification torque and the actual torque of the clutch being greater than or equal to the disconnection identification torque, or in response to the second difference being less than the torque difference threshold and the actual torque being greater than or equal to the disconnection identification torque; and a flameout phase determination unit for determining that the stop phase is a flameout phase in response to the actual torque being less than the disconnection identification torque, the current engine speed being greater than or equal to a preset speed threshold, and the current engine speed being greater than or equal to the preset speed threshold, or in response to the actual torque being less than the disconnection identification torque and the transmitted torque being greater than or equal to the shutdown torque threshold.

[0114] Example 3

[0115] According to another aspect of an embodiment of the present invention, a computer-readable storage medium is further provided, characterized in that the computer-readable storage medium includes a stored program, wherein when the program is running, the device where the computer-readable storage medium is located is controlled to execute any one of the above-mentioned vehicle motor control methods.

[0116] Example 4

[0117] According to another aspect of an embodiment of the present invention, a processor is further provided, characterized in that the processor is used to run a program, wherein any one of the above-mentioned vehicle motor control methods is executed when the program is run.

[0118] Example 5

[0119] According to another aspect of an embodiment of the present invention, a vehicle is also provided, comprising: at least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores instructions executable by the at least one processor, and the instructions are executed by the at least one processor so that the at least one processor can execute any one of the above-mentioned vehicle motor control methods.

[0120] The serial numbers of the above embodiments of the present invention are for description only and do not represent the advantages or disadvantages of the embodiments.

[0121] In the above embodiments of the present invention, the description of each embodiment has its own focus. For parts that are not described in detail in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0122] In several embodiments provided in the present application, it should be understood that the disclosed technology can be implemented in other manners. For example, the described unit embodiments can be divided into other ways, for example, the division of units can be a logical function division, and there can be another division manner in actual implementation; for example, a plurality of units or components can be combined or integrated into another system, or some features can be ignored or not executed. In addition, the displayed or discussed coupling or direct coupling or communication connection between units can be indirect coupling or communication connection through some interfaces, and can be electrical or other forms.

[0123] The units described as separate components may or can not be physically separate, and the components shown as units may or can not be physical units, i.e., they can be located in one place, or can be distributed to multiple units. Some or all of the units can be selected according to actual needs to achieve the purpose of the embodiment.

[0124] In addition, the functional units in each embodiment of the present application can be integrated into a processing unit, or each unit can be physically present alone, or two or more units can be integrated into one unit. The integrated unit can be realized in the form of hardware or in the form of a software functional unit.

[0125] If the integrated unit is realized in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer readable storage medium. Based on this understanding, the technical solutions of the present application essentially or the part that contributes to the prior art or the whole or part of the technical solutions can be embodied in the form of a software product. The computer software product is stored in a storage medium, and includes a number of instructions for causing a computer device (which can be a personal computer, a server or a network device, etc.) to execute all or part of the steps of the embodiments of the present application. The aforementioned storage medium includes: a U disk, a read-only memory (ROM, Read-Only Memory), a random access memory (RAM, Random Access Memory), a mobile hard disk, a magnetic disk or an optical disk, and various media that can store program codes.

[0126] The above is only the preferred embodiment of the present application, and it should be pointed out that for ordinary skilled in the art, without departing from the principles of the present application, a number of improvements and refinements can be made, and these improvements and refinements should be considered as the protection scope of the present application.

Claims

1. A vehicle motor control method, characterized in that: The method comprises: In response to an engine on a vehicle being in an engine shutdown state, obtaining a current shutdown stage of a motor on the vehicle and a power mode of a powertrain of the vehicle, wherein the shutdown stage is a stage obtained by dividing a shutdown process of the engine; Based on the shutdown phase and the power mode, obtaining target operating parameters of the motor; controlling the operation of the motor based on the target operating parameters; Wherein, obtaining the target operating parameters of the motor based on the shutdown phase and the power mode includes: determining a current operating state of the motor based on the shutdown phase and the power mode; obtaining initial operating parameters based on the operating state; and converting the initial operating parameters to obtain the target operating parameters. The shutdown stage at least includes: a torque reduction stage, a disconnection stage and a flameout stage, and the power mode at least includes: a driving mode and a non-driving mode. Based on the shutdown stage and the power mode, the current operating state of the motor is determined, including: in response to the shutdown stage being the torque reduction stage and the power mode being the driving mode, determining that the operating state is a first torque control state, wherein the torque control state is used to characterize a state in which the motor operation is controlled based on the motor demand torque; in response to the shutdown stage being the torque reduction stage and the power mode being the non-driving mode, determining that the operating state is a first speed control state; in response to the shutdown stage being the disconnection stage and the power mode being the driving mode, determining that the operating state is a second torque control state; in response to the shutdown stage being the disconnection stage and the power mode being the driving mode, determining that the operating state is a second speed control state; in response to the shutdown stage being the flameout stage, determining that the operating state is a motor shutdown state.

2. The method according to claim 1, characterized in that The initial operating parameters include at least one of the following: an input shaft torque of a transmission on the vehicle, a required input shaft torque, a current torque of the engine, a first loss torque of the engine, a transmission torque of a clutch on the vehicle, a second loss torque of the clutch, a shutdown torque after the motor is shut down, a required transmission speed of the transmission, and an idle target speed of the engine. Acquiring the initial operating parameters based on the operating state includes: In response to the operating state being the first torque control state, acquiring the input shaft torque and the current torque to obtain the initial operating parameters; In response to the operating state being the second torque control state, acquiring the input shaft required shaft torque, the first loss torque, the transmission torque, and the second loss torque to obtain the initial operating parameters; In response to the operating state being the first speed control state or the second speed control state, acquiring the transmission required speed and the idle target speed to obtain the initial operating parameters; In response to the operating state being the motor shutdown state, the shutdown torque is acquired to obtain the initial operating parameters.

3. The method according to claim 2, characterized in that Converting the initial operating parameters to obtain the target operating parameters includes: In response to the operating state being the first torque control state, performing torque filtering processing on a first difference between the input shaft torque and the current torque to obtain the target operating parameter; In response to the operating state being the second torque control state, converting the input shaft required torque, the first loss torque, the transmission torque, and the second loss torque based on a current disconnection state of the clutch to obtain the target operating parameter; In response to the operating state being the motor shutdown state, determining the target operating parameters of the motor at a plurality of preset moments based on the shutdown torque and a preset curve, wherein a change trend of the preset curve is monotonically decreasing, and the plurality of preset moments are obtained by dividing a time period corresponding to a moment when the motor enters the motor shutdown state to a moment when the torque of the motor decreases to the shutdown torque; In response to the operating state being the first speed control state or the second speed control state, and the current driving gear of the vehicle being a preset gear, determining the idle target speed as the target operating parameter; In response to the operating state being the first speed control state or the second speed control state, and the driving gear being not the preset gear, the maximum value of the transmission required speed and the idle target speed is used as the target operating parameter.

4. The method according to claim 3, characterized in that Performing torque filtering on a first difference between the input shaft torque and the current torque to obtain the target operating parameter includes: Obtaining a change speed and a change trend of a torque signal, wherein the torque signal refers to a transmission signal of the input shaft torque and the current torque; In response to the change speed not being within a preset speed range, filtering and adjusting the first difference based on the change trend to obtain the target operating parameter; In response to the change speed being within the preset speed range, the first difference is determined as the target operating parameter.

5. The method according to claim 3, characterized in that Based on the current disconnection state of the clutch, the input shaft required torque, the first loss torque, the transmission torque, and the second loss torque are converted to obtain the target operating parameters, including: In response to the clutch being disconnected, obtaining a minimum value between the first loss torque and the transmission torque, and determining a sum of the input shaft torque and the minimum value as the target operating parameter; In response to the disconnection state being that the clutch is disconnected, a sum of the input shaft torque and the second loss torque is determined as the target operating parameter.

6. The method according to claim 2, characterized in that Obtaining the input shaft torque includes: Obtaining a current opening value of an accelerator pedal on the vehicle, a current speed of the vehicle, and a current driving mode of the vehicle; Based on the current opening value, the current driving speed and the current driving mode, the input shaft torque is determined from a preset input shaft torque table, wherein the preset input shaft torque table is used to characterize the mapping relationship between the current opening value, the current driving speed, the current driving mode and the input shaft torque.

7. The method according to claim 1, characterized in that Get the current shutdown stage of the motor on the vehicle, including: determining, based on an engine shutdown condition, whether the engine can enter the engine shutdown state, wherein the engine shutdown state is used to indicate that the engine can start to shut down; In response to the engine starting to shut down, the clutch demand torque is greater than or equal to the clutch disconnection identification torque, and a second difference between the engine demand torque and the preset torque offset is greater than or equal to a preset torque difference threshold, determining that the shutdown phase is a torque reduction phase; In response to the required torque being less than the disconnection identification torque and the actual torque of the clutch being greater than or equal to the disconnection identification torque, or in response to the second difference being less than the torque difference threshold and the actual torque being greater than or equal to the disconnection identification torque, determining that the shutdown phase is a disconnection phase; In response to the actual torque being less than the disconnection identification torque and the current speed of the engine being greater than or equal to a preset speed threshold, or in response to the actual torque being less than the disconnection identification torque and the transmission torque being greater than or equal to a shutdown torque threshold, the shutdown phase is determined to be a flameout phase.

8. A vehicle comprising: at least one processor; as well as a memory communicatively connected to the at least one processor; wherein, The memory stores instructions that can be executed by the at least one processor, and the instructions are executed by the at least one processor to enable the at least one processor to perform the vehicle motor control method according to any one of claims 1 to 7.

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