Control Method for Motor Torque Commutation, Electronic Device and Storage Medium

Abstract

The present application provides a control method, an electronic device, and a storage medium for motor torque commutation. The method responds to detecting a motor torque commutation request of a vehicle, obtains the current wheel speed and the current actual motor speed of the vehicle, then calculates the current motor end speed of the vehicle by back-calculating based on the current wheel speed, obtains the current motor speed difference according to the current actual motor speed and the current motor end speed, and thus determines whether the motor enters the torque commutation interval by the change of the current motor speed difference. If so, the current torque suppression slope is determined to suppress the response torque of the motor, achieving accurate identification of the torque commutation interval and precise control of torque commutation within the torque commutation interval of the motor, so that the torque transmitted by the gear engagement surface is slowly commuted according to the suppression slope, avoiding impact and abnormal noise problems, and solving the problem of sacrificing the motor torque response speed caused by simply applying the slow gradient open-loop control in the prior art.

Description

Technical Field

[0001] The present application relates to the field of automobile technology, and in particular to a control method for motor torque commutation, an electronic device and a storage medium. Background Art

[0002] One of the most obvious features of electric vehicles is the rapid torque response and support for energy recovery. For motor torque control, when the motor changes from negative torque power generation energy recovery to positive torque driving the vehicle, the gear connections such as the motor main reducer and transmission half shaft will cause the gear mating surface to change direction due to the change in torque direction, thus causing impact and abnormal noise problems.

[0003] Existing technologies generally apply gradient control to the motor command torque, but this method has the following disadvantages: it sacrifices the motor torque response speed, which is not conducive to the motor's due capacity; it cannot effectively eliminate gear transmission abnormal noise and commutation shock problems. Summary of the invention

[0004] In view of the above-mentioned defects or deficiencies in the prior art, the present application aims to provide a control method, electronic device and storage medium for motor torque commutation, so as to solve the problem of sacrificing motor torque response speed due to the inability to accurately control the response range in the prior art, and to solve the problems of abnormal noise and commutation shock in gear transmission in the prior art.

[0005] The present application provides a method for controlling motor torque commutation, including:

[0006] In response to detecting a motor torque reversing request of the vehicle, acquiring a current wheel speed of the vehicle and a current actual motor speed;

[0007] Determining a current motor end speed of the vehicle based on the current wheel speed, and determining a current motor speed difference according to the current motor end speed and the current motor actual speed;

[0008] Based on the current motor speed difference, it is determined whether the motor of the vehicle enters a torque reversing interval. If so, a current torque suppression slope is determined, and a response torque of the motor is suppressed based on the current torque suppression slope.

[0009] Optionally, judging whether the motor of the vehicle enters a torque reversing interval based on the current motor speed difference includes:

[0010] Obtaining a first preset speed difference and a second preset speed difference, determining whether the current motor speed difference has a trend of changing from the first preset speed difference to the second preset speed difference, and whether there is a trend of changing from the second preset speed difference to the first preset speed difference, and whether the current motor speed difference is between the first preset speed difference and the second preset speed difference;

[0011] If there is a tendency for the current motor speed difference to change from a first preset speed difference to a second preset speed difference, and the current motor speed difference is between the first preset speed difference and the second preset speed difference, it is determined that the motor of the vehicle enters the torque commutation interval; or,

[0012] If there is a tendency for the current motor speed difference to change from the second preset speed difference to the first preset speed difference, and the current motor speed difference is between the first preset speed difference and the second preset speed difference, it is determined that the motor of the vehicle enters the torque commutation interval.

[0013] Optionally, the determining the current torque suppression slope includes:

[0014] Obtain the current vehicle speed and the current vehicle requested torque of the vehicle;

[0015] Based on the current vehicle speed and the current vehicle requested torque, query the corresponding current torque suppression slope in a preset first calibration table, where the preset first calibration table is used to describe the corresponding relationship between each vehicle speed, each vehicle requested torque, and each torque suppression slope.

[0016] Optionally, after suppressing the response torque of the motor based on the current torque suppression slope, it further includes:

[0017] Re-obtain the current wheel speed of the vehicle, and re-determine the current motor end speed of the vehicle based on the new current wheel speed;

[0018] Re-obtain the current actual motor speed of the vehicle, and re-determine the current motor speed difference based on the new current motor end speed and the new current actual motor speed;

[0019] Based on the new current motor speed difference, determine whether the motor of the vehicle has completed torque commutation. If so, cancel suppressing the response torque of the motor based on the current torque suppression slope, and determine the current normal response slope, and control the response torque of the motor based on the current normal response slope to restore the normal response of the motor.

[0020] Optionally, the determining whether the motor of the vehicle has completed torque commutation based on the new current motor speed difference includes:

[0021] Judge whether the new current motor speed difference is between the first preset speed difference and the second preset speed difference. If not, it is determined that the motor of the vehicle has completed torque commutation.

[0022] Optionally, the method further includes:

[0023] If it is detected that the vehicle changes from negative torque energy recovery to positive torque drive, it can be determined that a motor torque commutation request of the vehicle is detected; or,

[0024] If it is detected that the vehicle changes from positive torque drive to negative torque energy recovery, it can be determined that a motor torque commutation request of the vehicle is detected.

[0025] Optionally, the method further includes:

[0026] When it is detected that the brake pedal of the vehicle is triggered or the accelerator pedal is cancelled from being triggered, it is determined that the vehicle changes from positive torque drive to negative torque energy recovery;

[0027] When it is detected that the accelerator pedal of the vehicle is triggered, it is determined that the vehicle changes from negative torque energy recovery to positive torque drive.

[0028] Optionally, the method further includes:

[0029] During the process of performing torque commutation, multiple wheel speeds of the vehicle and corresponding multiple actual motor speeds are collected;

[0030] Based on the multiple wheel speeds, corresponding multiple motor end speeds are determined, and according to the differences between the respective actual motor speeds and the corresponding respective motor end speeds, the first preset speed difference and the second preset speed difference are determined.

[0031] An embodiment of the present application further provides an electronic device, and the electronic device includes:

[0032] A processor and a memory;

[0033] The processor is configured to execute the steps of the control method for motor torque commutation provided in any embodiment of the present application by calling a program or instruction stored in the memory.

[0034] An embodiment of the present application further provides a computer-readable storage medium, and the computer-readable storage medium stores a program or instruction, and the program or instruction causes a computer to execute the steps of the control method for motor torque commutation provided in any embodiment of the present application.

[0035] In summary, the present application proposes a control method for motor torque commutation, which responds to detecting a motor torque commutation request of a vehicle, obtains the current wheel speed of the vehicle and the current actual motor speed, and then determines the current motor end speed of the vehicle according to the current wheel speed, and obtains the current motor speed difference according to the current actual motor speed and the current motor end speed, so as to judge whether the motor has entered the torque commutation interval through the current motor speed difference, and if so, determines the current torque suppression slope, and suppresses the response torque of the motor according to the current torque suppression slope. This method realizes accurate identification of the torque commutation interval, and then controls the torque response gradient when the motor enters the torque commutation interval to realize precise control of torque commutation, so that the gear joint surface transmits torque slowly to complete the change of direction control, avoiding impact and abnormal noise problems, and after the torque commutation interval is completed, the proper gradient can be quickly restored to realize the rapid response of the motor, which solves the problem of sacrificing the motor torque response speed caused by simply applying the slow gradient in the prior art, and is conducive to giving full play to the proper capacity of the motor. BRIEF DESCRIPTION OF THE DRAWINGS

[0036] In order to more clearly illustrate the specific implementation methods of the present application or the technical solutions in the prior art, the drawings required for use in the specific implementation methods or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are some implementation methods of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0037] Figure 1 is a flow chart of a motor torque commutation control method provided by an embodiment of the present application;

[0038] Figure 2 It is a structural schematic diagram of an electronic device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0039] The present application is further described in detail below in conjunction with the accompanying drawings and embodiments. It is to be understood that the specific embodiments described herein are only used to explain the relevant invention, rather than to limit the invention. It is also necessary to explain that, for ease of description, only the parts related to the invention are shown in the accompanying drawings.

[0040] It should be noted that, in the absence of conflict, the embodiments and features in the embodiments of the present application can be combined with each other. The present application will be described in detail below with reference to the accompanying drawings and in combination with the embodiments.

[0041] Before introducing in detail the motor torque commutation control method provided in the embodiment of the present application, the technical problem solved by the method is first described.

[0042] New energy vehicles recover energy when coasting. At this time, the motor is in a power generation state, and the car drives the motor to generate electricity. When the driver steps on the accelerator pedal, the motor switches from a power generation state to a driving state. At this time, the motor torque changes rapidly, from negative torque power generation energy recovery being dragged by the vehicle to positive torque driving the vehicle. At this time, the torque direction of the transmission system gear changes, which can easily lead to problems such as abnormal noise and impact in the transmission system.

[0043] The existing motor torque control method is open-loop control, which controls the motor command torque rising gradient. However, this method cannot accurately control the motor torque response gradient according to the actual state of the transmission system, and thus cannot effectively avoid the impact caused by the change of the transmission system from the driven state to the driving state and the gear collision noise ("clang, clang") problem. In addition, simply applying a slow gradient will sacrifice the rapid response of the motor torque, which is not conducive to the motor's due performance.

[0044] Therefore, in order to solve the above problems, the embodiment of the present application provides a control method for motor torque commutation. The method can identify the torque commutation interval through the actual speed signal of the motor, and then control the torque response gradient of the motor within the interval to achieve precise control of torque commutation. After the torque commutation is completed, the required gradient is quickly restored to achieve rapid response of the motor. The method realizes commutation control by suppressing the motor torque gradient only within the torque commutation interval, solving the problem of sacrificing motor response speed caused by continuously applying a lower torque gradient through open-loop control in the prior art, as well as the problem of being unable to avoid impact and abnormal noise. In addition, the method provided by the embodiment of the present application can reduce the requirements for the machining accuracy of parts gears, reduce the requirements for the filling of gear joint grease, and reduce the requirements for the installation accuracy of components.

[0045] As mentioned in the background technology, in response to the problems in the prior art, the present application proposes a control method for motor torque commutation. The control method for motor torque commutation can be executed by a control device for motor torque commutation, and the control device for motor torque commutation can be integrated into electronic devices such as an electronic control unit (ECU), a vehicle control unit (VCU), a power controller or a domain controller. Figure 1 is a flow chart of a motor torque commutation control method provided by an embodiment of the present application. Figure 1 , the motor torque commutation control method specifically includes:

[0046] S110 . In response to detecting a motor torque reversing request of the vehicle, obtaining a current wheel speed of the vehicle and a current actual motor speed.

[0047] Among them, the motor torque commutation request can be used to request a change in the direction of the motor torque. For example, it can request a change from negative torque to positive torque, or from positive torque to negative torque.

[0048] In a specific embodiment, if it is detected that the vehicle changes from negative torque energy recovery to positive torque drive, it can be determined that a motor torque commutation request of the vehicle is detected; or, if it is detected that the vehicle changes from positive torque drive to negative torque energy recovery, it can be determined that a motor torque commutation request of the vehicle is detected.

[0049] That is, it can be determined that there is a motor torque commutation request of the vehicle when it is detected that the vehicle changes from coasting energy recovery or braking energy recovery to positive torque drive, that is, when the motor switches from the power generation state to the drive state; or, it can also be determined that there is a motor torque commutation request of the vehicle when it is detected that the vehicle changes from positive torque drive to coasting energy recovery or braking energy recovery, that is, when the motor switches from the drive state to the power generation state.

[0050] Through the above method, it is possible to accurately identify the torque commutation interval when the motor changes from positive torque to negative torque and from negative torque to positive torque, and then perform precise torque commutation control.

[0051] In an example, it further includes: when it is detected that the brake pedal of the vehicle is triggered or the accelerator pedal is cancelled from being triggered, it is determined that the vehicle changes from positive torque drive to negative torque energy recovery; when it is detected that the accelerator pedal of the vehicle is triggered, it is determined that the vehicle changes from negative torque energy recovery to positive torque drive.

[0052] That is, when it is detected that the user steps on the brake pedal of the vehicle or it is detected that the user releases the accelerator pedal, it is determined that the vehicle needs to change from positive torque drive to negative torque energy recovery; when it is detected that the user releases the brake pedal or it is detected that the user steps on the accelerator pedal, it is determined that the vehicle needs to change from negative torque energy recovery to positive torque drive. Through this method, it is possible to achieve torque commutation control when the user steps on the brake pedal or releases the accelerator pedal, and torque commutation control when the user steps on the accelerator pedal, solving the problems of impact and abnormal noise when the user steps on or releases the pedal.

[0053] Specifically, when a motor torque commutation request of the vehicle is detected, the current wheel speed and the current actual motor speed of the vehicle can be obtained. Among them, the current wheel speed can be collected by a sensor installed on the wheel; the current actual motor speed can be collected by a sensor installed on the motor.

[0054] S120. Determine the current motor end speed of the vehicle based on the current wheel speed, and determine the current motor speed difference according to the current motor end speed and the current actual motor speed.

[0055] Among them, the current motor-end speed can be the speed transmitted from the current wheel speed to the motor end through the transmission system. Specifically, the current motor-end speed can be calculated through the current wheel speed and the transmission information in the transmission system.

[0056] Exemplarily, the current motor-end speed can be calculated by the following formula:

[0057]

[0058] In the formula, N wheel2motor is the current motor-end speed, the unit can be rpm, Nwheel is the current wheel speed, the unit can be km / h, i g is the transmission ratio, i o is the final drive ratio, and r is the tire radius of the vehicle.

[0059] Furthermore, the difference between the current actual motor speed and the current motor-end speed can be calculated to obtain the current motor speed difference, so as to describe the gap between the actual speed of the motor at the current moment and the speed transmitted to the motor shaft end calculated based on the wheel speed through the current motor speed difference.

[0060] S130. Determine whether the motor of the vehicle enters the torque commutation interval based on the current motor speed difference. If so, determine the current torque suppression slope and suppress the response torque of the motor based on the current torque suppression slope.

[0061] Among them, when the vehicle is normally performing negative torque energy recovery or positive torque drive, the difference between the actual motor speed and the motor-end speed usually stabilizes within a fixed interval. For example, when the vehicle is performing negative torque energy recovery, the difference between the actual motor speed and the motor-end speed can be between -150 rpm and -120 rpm (different results may be caused by different vehicles, transmission systems, and filters). When the vehicle is performing positive torque drive, the difference between the actual motor speed and the motor-end speed is usually between 120 rpm and 150 rpm.

[0062] Specifically, during the entire torque commutation process of the vehicle's motor, the difference between the actual motor speed and the motor-end speed can change from between -150 rpm and -120 rpm to between 120 rpm and 150 rpm; or, from between 120 rpm and 150 rpm to between -150 rpm and -120 rpm.

[0063] In this embodiment, in order to accurately identify the interval where torque commutation is performed during the entire torque commutation process, so as to perform torque suppression within the interval where torque commutation is performed and solve the problem of affecting the motor response speed caused by suppressing torque during the entire torque commutation process in the prior art, it is possible to identify whether the torque commutation interval is entered through the current motor speed difference.

[0064] In a specific implementation manner, determining whether the motor of the vehicle enters the torque commutation interval based on the current motor speed difference includes the following steps:

[0065] Obtain a first preset speed difference and a second preset speed difference, and determine whether there is a trend of the current motor speed difference changing from the first preset speed difference to the second preset speed difference, and whether there is a trend of changing from the second preset speed difference to the first preset speed difference, and whether the current motor speed difference is between the first preset speed difference and the second preset speed difference;

[0066] If there is a trend of the current motor speed difference changing from the first preset speed difference to the second preset speed difference, and the current motor speed difference is between the first preset speed difference and the second preset speed difference, it is determined that the motor of the vehicle enters the torque commutation interval; or, if there is a trend of the current motor speed difference changing from the second preset speed difference to the first preset speed difference, and the current motor speed difference is between the first preset speed difference and the second preset speed difference, it is determined that the motor of the vehicle enters the torque commutation interval.

[0067] In the above steps, the first preset speed difference and the second preset speed difference can be the critical values of the difference between the motor terminal speed and the actual motor speed when the motor performs the torque commutation action determined in advance. The first preset speed difference and the second preset speed difference are less than the fixed interval of the speed difference under normal negative torque energy recovery or positive torque drive of the vehicle. Exemplarily, the first preset speed difference can be 50 rpm, and the second preset speed difference can be -50 rpm; or, the first preset speed difference can be -50 rpm, and the second preset speed difference can be 50 rpm.

[0068] Specifically, it can be determined whether the change trend of the current motor speed difference is a trend of changing from the first preset speed difference to the second preset speed difference, or from the second preset speed difference to the first preset speed difference. Exemplarily, the change trend of the current motor speed difference can be determined according to the motor speed differences at the previous m historical moments adjacent to the current moment and the current motor speed difference at the current moment. And it is determined whether the current motor speed difference is between the first preset speed difference and the second preset speed difference.

[0069] Furthermore, if there is a trend of the current motor speed difference changing from the first preset speed difference to the second preset speed difference, and the current motor speed difference takes a value between the first preset speed difference and the second preset speed difference, it can be determined that the motor enters the torque commutation interval; or, if there is a trend of the current motor speed difference changing from the second preset speed difference to the first preset speed difference, and the current motor speed difference takes a value between the first preset speed difference and the second preset speed difference, it can be determined that the motor enters the torque commutation interval.

[0070] Through the above embodiments, the accurate identification of the torque commutation interval in the entire torque commutation process is achieved. Furthermore, torque suppression is only performed within the torque commutation interval, avoiding the problem of affecting the motor response speed caused by continuous torque suppression during the entire torque commutation process. The commutation impact and abnormal noise problems are mainly generated when the motor changes from driving to being driven by the wheel, or from being driven by the wheel to driving. Due to the clearance of the gear, the change of the gear engagement surface is caused. By inversely calculating the speed from the wheel to the motor end and comparing it with the actual speed of the motor, the working condition interval of the motor commutation can be accurately identified.

[0071] In the above process, the first preset speed difference and the second preset speed difference can be determined by means of calibration. Optionally, the method provided in this embodiment further includes: during the execution of torque commutation, collecting multiple wheel speeds of the vehicle and the corresponding multiple actual motor speeds; determining the corresponding multiple motor end speeds based on the multiple wheel speeds, and determining the first preset speed difference and the second preset speed difference according to the differences between the respective actual motor speeds and the corresponding motor end speeds.

[0072] Specifically, during the execution of torque commutation of the vehicle, multiple wheel speeds and the corresponding multiple actual motor speeds can be collected, and then multiple motor end speeds can be calculated to obtain the differences between the multiple actual motor speeds and the corresponding motor end speeds. The first preset speed difference and the second preset speed difference are calibrated according to the multiple differences.

[0073] Through the above embodiments, the accurate determination of the first preset speed difference and the second preset speed difference can be achieved, ensuring the flexibility of the method provided in this embodiment. Different first preset speed differences and second preset speed differences can be calibrated according to different transmission system structures, which is applicable to various types of vehicles.

[0074] After it is determined that the motor enters the torque commutation interval, specifically, the motor torque that the motor needs to respond to can be determined according to the current torque suppression slope, so as to suppress the motor torque through the current torque suppression slope, and then control the motor to respond to the motor torque suppressed by the current torque suppression slope, so that the gear engagement surface slowly transmits torque, avoiding abnormal noise and impact problems. The current torque suppression slope can describe the gradient of torque change, that is, the change rate of the motor torque. The current torque suppression slope can be used to calculate the motor torque that needs to be responded to at the current moment based on the motor torque at the previous moment.

[0075] In one example, determining the current torque suppression slope includes: obtaining the current vehicle speed and the current vehicle requested torque; based on the current vehicle speed and the current vehicle requested torque, querying the corresponding current torque suppression slope in a preset first calibration table, where the preset first calibration table is used to describe the corresponding relationship between various vehicle speeds, various vehicle requested torques, and various torque suppression slopes, and each torque suppression slope is less than the slope adopted in the prior art during the entire torque commutation process.

[0076] Among them, the preset first calibration table may include the torque suppression slopes corresponding to various vehicle speeds and various vehicle requested torques respectively. The vehicle requested torque may be the required torque determined based on the pedal travel of the vehicle (such as pedal depth and pedal change rate). Specifically, according to the current vehicle speed and the current vehicle requested torque, the current torque suppression slope corresponding to the current vehicle speed and the current vehicle requested torque can be queried in the preset first calibration table.

[0077] Through the above method, the determination of the suppression slope based on the vehicle speed and the vehicle requested torque is realized. Compared with directly adopting a fixed suppression slope, this method can further ensure the smoothness of vehicle driving and driving comfort.

[0078] Optionally, after suppressing the response torque of the motor based on the current torque suppression slope, it further includes: re-obtaining the current wheel speed of the vehicle, and re-determining the current motor end speed of the vehicle based on the new current wheel speed; re-obtaining the current actual motor speed of the vehicle, and re-determining the current motor speed difference based on the new current motor end speed and the new current actual motor speed; judging whether the motor of the vehicle has completed torque commutation based on the new current motor speed difference. If so, cancel the suppression of the response torque of the motor based on the current torque suppression slope, and determine the current normal response slope, and control the response torque of the motor based on the current normal response slope to restore the normal response of the motor.

[0079] Specifically, after determining that the motor is in the torque commutation interval and performing torque suppression, it is also possible to continuously detect in real time whether the motor has completed torque commutation to end the torque suppression. For example, the current motor speed difference can be re-determined at each moment, and based on the newly obtained current motor speed difference, it can be judged whether the vehicle has left the torque commutation interval.

[0080] In one example, judging whether the motor of the vehicle has completed torque commutation based on the new current motor speed difference includes: judging whether the new current motor speed difference is between a first preset speed difference and a second preset speed difference. If not, it is determined that the motor of the vehicle has completed torque commutation.

[0081] Specifically, if the new current motor speed difference takes a value between the first preset speed difference and the second preset speed difference, that is, a value between -50rpm and 50rpm, it means that the motor is still in the torque commutation range; if the new current motor speed difference does not take a value between the first preset speed difference and the second preset speed difference, such as less than or equal to -50rpm, greater than or equal to 50rpm, it means that the motor has completed torque commutation. In this way, it is possible to accurately identify whether the motor has completed torque commutation, and then restore the original gradient in time to achieve rapid response of the motor.

[0082] Furthermore, after determining that the motor has completed torque commutation, the suppression of the motor's response torque by the current torque suppression slope can be canceled, and the motor torque that the motor needs to respond to can be determined through the current normal response slope, that is, the torque suppression slope is exited, and the normal response slope is restored, and then the motor is controlled to respond to the motor torque to restore the normal response of the motor and cancel the suppression of the motor's response torque.

[0083] In the above-mentioned embodiment, when it is determined that the motor enters the torque reversing interval, the current torque suppression slope that controls the torque to rise or fall is applied to suppress the motor torque response, so that the gear joint surface transmits the torque slowly to complete the change of direction control, thereby avoiding the occurrence of impact and abnormal noise problems; and when it is determined that the torque reversal is completed, the proper gradient is restored in time to ensure the motor's proper rapid response speed.

[0084] The control method for motor torque commutation provided in the embodiment of the present application obtains the current wheel speed of the vehicle and the current actual motor speed in response to detecting the motor torque commutation request of the vehicle, and then determines the current motor end speed of the vehicle according to the current wheel speed, and obtains the current motor speed difference according to the current actual motor speed and the current motor end speed, so as to judge whether the motor has entered the torque commutation interval through the current motor speed difference. If so, the current torque suppression slope is determined, and the response torque of the motor is suppressed according to the current torque suppression slope. The method realizes accurate identification of the torque commutation interval, and then controls the torque response gradient to realize precise control of torque commutation when the motor enters the torque commutation interval, so that the gear joint surface transmits torque slowly to complete the change of direction control, avoids impact and abnormal noise problems, and after the torque commutation interval is completed, the proper gradient can be quickly restored to realize the rapid response of the motor, which solves the problem of sacrificing the motor torque response speed caused by simply applying the slow gradient in the prior art, and is conducive to giving full play to the proper capacity of the motor.

[0085] Figure 2 Schematic diagram of the structure of an electronic device provided in an embodiment of the present application. Figure 2 As shown, the electronic device 500 includes one or more processors 501 and a memory 502 .

[0086] The processor 501 can be a central processing unit (CPU) or other forms of processing units with data processing capabilities and / or instruction execution capabilities, and can control other components in the electronic device 500 to perform desired functions.

[0087] The memory 502 can include one or more computer program products, and the computer program products can include various forms of computer-readable storage media, such as volatile memory and / or non-volatile memory. The volatile memory can include, for example, random access memory (RAM) and / or cache memory, etc. The non-volatile memory can include, for example, read-only memory (ROM), hard disk, flash memory, etc. One or more computer program instructions can be stored on the computer-readable storage media, and the processor 501 can run the program instructions to implement the control method for motor torque commutation in any embodiment of the present application described above and / or other desired functions. Various contents such as initial external parameters, thresholds, etc. can also be stored in the computer-readable storage media.

[0088] In one example, the electronic device 500 can further include: an input device 503 and an output device 504, and these components are interconnected through a bus system and / or other forms of connection mechanisms (not shown). The input device 503 can include, for example, a keyboard, a mouse, etc. The output device 504 can output various information to the outside, including warning prompt information, braking force, etc. The output device 504 can include, for example, a display, a speaker, a printer, and a communication network and its connected remote output devices, etc.

[0089] Of course, for simplicity, Figure 2 only some of the components related to the present application in the electronic device 500 are shown, and components such as buses, input / output interfaces, etc. are omitted. In addition, according to specific application scenarios, the electronic device 500 can further include any other appropriate components.

[0090] In addition to the above methods and devices, the embodiments of the present application can also be computer program products, which include computer program instructions, and when the computer program instructions are run by a processor, the processor is caused to execute the steps of the control method for motor torque commutation provided in any embodiment of the present application.

[0091] The computer program product may be written in any combination of one or more programming languages for programming code to perform the operations of the embodiments of the present application. The programming languages include object-oriented programming languages such as Java, C++, etc., and also include conventional procedural programming languages such as the "C" language or similar programming languages. The programming code may be executed entirely on the user computing device, partially on the user device, executed as a stand-alone software package, partially on the user computing device and partially on a remote computing device, or entirely on a remote computing device or server.

[0092] In addition, an embodiment of the present application may also be a computer-readable storage medium having computer program instructions stored thereon, and when the computer program instructions are run by a processor, the processor is caused to execute the steps of the control method for motor torque commutation provided in any embodiment of the present application.

[0093] The computer-readable storage medium may employ any combination of one or more readable media. The readable media may be a readable signal medium or a readable storage medium. The readable storage medium may, for example, include but is not limited to an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination of the above. More specific examples (non-exhaustive list) of the readable storage medium include: an electrical connection having one or more wires, a portable disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the above.

[0094] It should be noted that the terms used in the present application are only for describing specific embodiments and do not limit the scope of the present application. As shown in the specification and claims of the present application, unless the context clearly indicates otherwise, words such as "a", "an", "one", and / or "the" are not specifically singular and may also include the plural. The term "comprising", "including", or any other variant thereof is intended to cover non-exclusive inclusion, such that a process, method, or device comprising a series of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, or device. Without further limitation, an element defined by the statement "comprising a..." does not exclude the presence of additional identical elements in the process, method, or device comprising the element.

[0095] It should also be noted that the orientation or positional relationship indicated by terms such as "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc. is based on the orientation or positional relationship shown in the drawings. It is only for the convenience of describing the present application and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation. Therefore, it should not be construed as a limitation to the present application. Unless otherwise clearly specified and defined, terms such as "installed", "connected", "coupled" should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection, an electrical connection; it can be directly connected, or indirectly connected through an intermediate medium, and it can be the communication inside two elements. For those of ordinary skill in the art, the specific meanings of the above terms in the present application can be understood according to specific circumstances.

[0096] In this text, specific examples are used to elaborate on the principles and implementation manners of the present application. The description of the above embodiments is only used to help understand the method and its core idea of the present application. The above is only the preferred implementation manner of the present application. It should be noted that due to the limitation of literal expression, and objectively there are infinite specific structures. For those of ordinary skill in the art, without departing from the principle of the present application, several improvements, refinements or changes can be made, or the above technical features can be combined in an appropriate manner; these improvements, refinements, changes or combinations, or directly applying the concept and technical solution of the invention to other occasions without improvement, should all be regarded as the protection scope of the present application.

Claims

1. A control method for motor torque commutation, characterized in that Including: In response to detecting a motor torque commutation request of the vehicle, obtaining the current wheel speed and the current actual motor speed of the vehicle; Determining the current motor end speed of the vehicle based on the current wheel speed, and determining the current motor speed difference according to the current motor end speed and the current actual motor speed; Judging whether the motor of the vehicle enters the torque commutation interval based on the current motor speed difference. If so, determining the current torque suppression slope, and suppressing the response torque of the motor based on the current torque suppression slope; The judging whether the motor of the vehicle enters the torque commutation interval based on the current motor speed difference includes: Obtaining a first preset speed difference and a second preset speed difference, judging whether there is a trend that the current motor speed difference changes from the first preset speed difference to the second preset speed difference, and whether there is a trend that the current motor speed difference changes from the second preset speed difference to the first preset speed difference, and whether the current motor speed difference is between the first preset speed difference and the second preset speed difference; If the current motor speed difference has a trend of changing from the first preset speed difference to the second preset speed difference, and the current motor speed difference is between the first preset speed difference and the second preset speed difference, determining that the motor of the vehicle enters the torque commutation interval; or, If the current motor speed difference has a trend of changing from the second preset speed difference to the first preset speed difference, and the current motor speed difference is between the first preset speed difference and the second preset speed difference, determining that the motor of the vehicle enters the torque commutation interval.

2. The method according to claim 1, wherein The determining the current torque suppression slope includes: Obtaining the current vehicle speed and the current vehicle requested torque of the vehicle; Querying the corresponding current torque suppression slope in a preset first calibration table based on the current vehicle speed and the current vehicle requested torque, where the preset first calibration table is used to describe the corresponding relationship between each vehicle speed, each vehicle requested torque, and each torque suppression slope.

3. The method according to claim 1, wherein After suppressing the response torque of the motor based on the current torque suppression slope, it further includes: Re-obtaining the current wheel speed of the vehicle, and re-determining the current motor end speed of the vehicle based on the new current wheel speed; Re-obtaining the current actual motor speed of the vehicle, and re-determining the current motor speed difference based on the new current motor end speed and the new current actual motor speed; Judging whether the motor of the vehicle has completed torque commutation based on the new current motor speed difference. If so, canceling the suppression of the response torque of the motor based on the current torque suppression slope, and determining the current normal response slope, and controlling the response torque of the motor based on the current normal response slope to restore the normal response of the motor.

4. The method according to claim 3, wherein The judging whether the motor of the vehicle has completed torque commutation based on the new current motor speed difference includes: Judging whether the new current motor speed difference is between the first preset speed difference and the second preset speed difference. If not, determining that the motor of the vehicle has completed torque commutation.

5. The method according to claim 1, wherein The method further includes: If it is detected that the vehicle changes from negative torque energy recovery to positive torque drive, determining that a motor torque commutation request of the vehicle is detected; or, If it is detected that the vehicle changes from positive torque drive to negative torque energy recovery, it is determined that a motor torque commutation request of the vehicle is detected.

6. The method according to claim 5, characterized in that, The method further includes: When it is detected that the brake pedal of the vehicle is triggered or the accelerator pedal is de-triggered, it is determined that the vehicle changes from positive torque drive to negative torque energy recovery; When it is detected that the accelerator pedal of the vehicle is triggered, it is determined that the vehicle changes from negative torque energy recovery to positive torque drive.

7. The method according to claim 1, wherein The method further includes: During the execution of torque commutation, a plurality of wheel speeds of the vehicle and corresponding actual motor speeds are collected; Based on the plurality of wheel speeds, corresponding motor end speeds are determined, and according to the differences between the actual motor speeds and the corresponding motor end speeds, the first preset speed difference and the second preset speed difference are determined.

8. An electronic device, characterized in that, The electronic device includes: A processor and a memory; The processor is configured to execute the steps of the control method for motor torque commutation according to any one of claims 1 to 7 by calling the program or instructions stored in the memory.

9. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a program or instructions, and the program or instructions cause a computer to execute the steps of the control method for motor torque commutation according to any one of claims 1 to 7.

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