Vehicle driving torque control method and device for new energy vehicle and new energy vehicle

Abstract

The application relates to the technical field of new energy automobile control, and provides a new energy automobile whole vehicle driving torque control method and device and a new energy automobile. The method comprises the following steps: monitoring the whole vehicle real-time driving power of the new energy automobile and the maximum discharge power of a battery management system; determining the whole vehicle power use trend based on the whole vehicle real-time driving power and the maximum discharge power of the battery management system; when the new energy automobile has a power over-limit trend, calculating a limit correction factor of the whole vehicle driving power; and based on the limit correction factor, the whole vehicle actual driving torque is corrected in advance, and the output of the whole vehicle driving torque is limited. According to the application, the driving torque output of the whole vehicle is controlled to limit the motor over-power operation, so that the battery over-discharge caused by the motor over-power operation is avoided, and the problems of battery life attenuation caused by the battery over-discharge and driving limitation caused by the over-discharge are overcome.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of new energy vehicle control technology, and particularly relates to a new energy vehicle whole vehicle driving torque control method and device and a new energy vehicle. BACKGROUND

[0002] At present, new energy vehicles mainly use motors as the main or auxiliary driving power of the vehicle. However, the power output of the motor in some scenarios is prone to over-limit operation, which can cause the power battery to be over-discharged and reduce the service life of the battery. Therefore, some existing vehicles limit the motor after the motor over-limit operation, but this after-control can cause the driving torque to suddenly decrease, resulting in a jerk of the whole vehicle and affecting the driving and riding experience of the vehicle. Therefore, how to control the motor driving torque output of the new energy vehicle in advance to avoid the power battery being prone to over-discharge and reducing the service life of the battery and the driving performance caused by over-discharge is a problem that needs to be improved in the current new energy vehicles. SUMMARY

[0003] Therefore, the embodiments of the present application provide a new energy vehicle whole vehicle driving torque control method and device and a new energy vehicle to solve the problem of how to control the motor driving torque output of the new energy vehicle to avoid the power battery being prone to over-discharge and reducing the service life of the battery and the driving performance caused by over-discharge.

[0004] In a first aspect, the embodiments of the present application provide a new energy vehicle whole vehicle driving torque control method, which comprises: monitoring the whole vehicle real-time driving power of the new energy vehicle and the maximum discharge power of the battery management system; determining the whole vehicle power usage trend based on the whole vehicle real-time driving power and the maximum discharge power of the battery management system; calculating the limit correction factor of the whole vehicle driving power when the new energy vehicle has a power over-limit trend; and correcting the whole vehicle actual driving torque in advance based on the limit correction factor to limit the output of the whole vehicle driving torque.

[0005] In a second aspect, the embodiments of the present application provide a new energy vehicle whole vehicle driving torque control device, which comprises: a monitoring module configured to monitor the whole vehicle real-time driving power of the new energy vehicle and the maximum discharge power of the battery management system; a judgment module configured to determine the whole vehicle power usage trend based on the whole vehicle real-time driving power and the maximum discharge power of the battery management system; a calculation module configured to calculate the limit correction factor of the whole vehicle driving power when the new energy vehicle has a power over-limit trend; and a control module configured to correct the whole vehicle actual driving torque in advance based on the limit correction factor to limit the output of the whole vehicle driving torque.

[0006] In a third aspect, the embodiment of the present application provides a new energy vehicle, comprising a vehicle machine, a battery management system and at least one driving motor, the vehicle machine comprising a memory, a processor and a computer program stored in the memory and executable on the processor, and the processor implements the steps of the above method when executing the computer program.

[0007] Compared with the prior art, the embodiment of the present application has the beneficial effects that: the vehicle driving torque control method of the new energy vehicle monitors the real-time driving power of the new energy vehicle and the maximum discharge power of the battery management system; determines the vehicle power use trend based on the real-time driving power of the vehicle and the maximum discharge power of the battery management system; when the new energy vehicle has a power over-limit trend, calculates a limit correction factor of the vehicle driving power; based on the limit correction factor, the actual driving torque of the vehicle is corrected in advance, and the output of the vehicle driving torque is limited, so as to play a role in limiting the over-power operation of the motor in advance, thereby avoiding the over-discharge of the power battery providing power for the motor due to the over-power operation of the motor, and overcoming the problem of life attenuation caused by over-discharge of the battery; in addition, since the over-power operation of the motor is limited in advance, the driving torque will not suddenly decrease due to the limitation after the torque suddenly exceeds the limit during the driving acceleration process, so as not to affect the driving and riding experience of the vehicle, and improve the driving comfort. BRIEF DESCRIPTION OF DRAWINGS

[0008] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings needed to be used in the embodiments or the prior art description will be briefly introduced. Obviously, the drawings in the following description are only some embodiments of the present application, and other drawings can be obtained by those skilled in the art without creative labor.

[0009] Figure 1 is a flowchart of a vehicle driving torque control method of a new energy vehicle provided by the embodiment of the present application;

[0010] Figure 2 is a structural schematic diagram of a vehicle driving torque control device of a new energy vehicle provided by the embodiment of the present application;

[0011] Figure 3 is a partial structural schematic diagram of a new energy vehicle provided by the embodiment of the present application;

[0012] Figure 4 is a structural schematic diagram of a vehicle machine provided by the embodiment of the present application. DETAILED DESCRIPTION

[0013] In the following description, for purposes of explanation and not limitation, specific details are set forth such as particular architectures, technologies, techniques, etc. in order to provide a thorough understanding of the embodiments of the present application. However, it will be apparent to those skilled in the art that the present application can be practiced in other embodiments that depart from these specific details. In other instances, detailed descriptions of well-known systems, devices, circuits, and methods are omitted so as not to obscure the description of the present application with unnecessary detail.

[0014] Referring to Figure 1 , a flow diagram of a vehicle driving torque control method for a new energy vehicle is shown. Figure 1 The vehicle driving torque control method for a new energy vehicle can be applied to a new energy vehicle to control the vehicle driving torque. In the present embodiment, the new energy vehicle includes a pure electric vehicle and a range-extended electric vehicle.

[0015] As shown in Figure 1 , the vehicle driving torque control method for a new energy vehicle includes:

[0016] S101, monitoring the real-time driving power of the new energy vehicle and the maximum discharge power of the battery management system;

[0017] S102, determining the power usage trend of the vehicle based on the real-time driving power of the vehicle and the maximum discharge power of the battery management system;

[0018] S103, calculating a limit correction factor of the driving power of the vehicle when the new energy vehicle has a power over-limit trend;

[0019] S104, correcting the actual driving torque of the vehicle in advance based on the limit correction factor to limit the output of the vehicle driving torque.

[0020] According to the technical solution provided in the present embodiment, the real-time driving power of the new energy vehicle and the maximum discharge power of the battery management system are monitored; the power usage trend of the vehicle is determined based on the real-time driving power of the vehicle and the maximum discharge power of the battery management system; the limit correction factor of the driving power of the vehicle is calculated when the new energy vehicle has a power over-limit trend; the actual driving torque of the vehicle is corrected in advance based on the limit correction factor to limit the output of the vehicle driving torque, so as to limit the over-power operation of the motor in advance, thereby avoiding the over-discharge of the power battery providing power for the motor due to the over-power operation of the motor, and overcoming the problem of life decay caused by over-discharge of the battery. In addition, since the over-power operation of the motor is limited in advance, the driving torque will not suddenly decrease after the torque suddenly exceeds the limit during the driving acceleration process, so as not to affect the driving and riding experience of the vehicle, and the driving comfort is improved.

[0021] In the step S101, the battery management system (BMS for short) is an intelligent device that can be used to monitor the battery health of the electric vehicle, and can monitor the state, capacity and temperature of the battery and other parameters, and conduct conductive control according to the situation to prevent the battery from being over-discharged or over-charged, thereby prolonging the service life of the battery. In the embodiment, the discharge power of the battery can be obtained based on the battery management system, including but not limited to the maximum discharge power of the battery, that is, the maximum discharge power of the battery management system.

[0022] The real-time driving power of the whole vehicle is related to the output power type of the new energy vehicle. Specifically, when the new energy vehicle is a pure electric vehicle, the real-time driving power of the whole vehicle is equal to the sum of the real-time powers of the driving motors (hereinafter also referred to as motors). When the new energy vehicle is a range-extender vehicle, the range-extender vehicle is divided into a pure electric mode and a hybrid mode. In the embodiment, the real-time driving power of the whole vehicle is preferably the sum of the real-time powers of the driving motors in the pure electric mode.

[0023] In the step S102, the specific implementation of determining the power usage trend of the whole vehicle is not unique.

[0024] For example, in one embodiment, based on the real-time driving power of the whole vehicle and the maximum discharge power of the battery management system, the power usage trend of the whole vehicle is determined, including: obtaining the actual speed and torque of the driving motor of the new energy vehicle; determining the maximum available driving torque of the whole vehicle based on the maximum discharge power of the battery management system; determining the actual power of the whole vehicle based on the actual torque and speed of the driving motor; calculating the power difference between the maximum discharge power of the battery management system and the actual power of the whole vehicle, and first-order differentiating the power difference between the maximum discharge power of the battery management system and the actual power of the whole vehicle to obtain the power difference rate of change; determining whether the power difference between the maximum discharge power of the battery management system and the actual power of the whole vehicle reaches a preset power difference threshold; when the power difference reaches the preset power difference threshold, determining whether the power difference rate of change exceeds a preset change rate threshold: if yes, it is determined that the whole vehicle has a power overrun trend; if not, it is determined that the whole vehicle has no power overrun trend; when the power difference does not reach the preset power difference threshold, it is determined that the whole vehicle has no power overrun trend.

[0025] According to the above embodiment, it is determined that the whole vehicle has a power overrun trend only when the power difference is greater than or equal to the preset power difference threshold and the power difference rate of change is greater than or equal to the preset change rate threshold, otherwise it is determined that the whole vehicle has no power overrun trend.

[0026] For example, it is assumed that the maximum discharge power of the battery management system is represented as P bms, the maximum drive torque of the whole vehicle is expressed as T DrvLmt , that is,

[0027]

[0028] Taking a pure electric vehicle as an example, assuming that the pure electric vehicle has two drive motors, the calculation method of the maximum drive torque of the whole vehicle is as follows:

[0029]

[0030] wherein, n f is the front motor speed (i.e. the number of revolutions per minute), i f is the front motor transmission ratio, n r is the rear motor speed (i.e. the number of revolutions per minute), i r is the rear motor transmission ratio.

[0031] Next, the calculation formula of the actual power of each motor is as follows:

[0032]

[0033] wherein, F represents the driving force, V represents the speed, and in the formula, P Act is the actual power of the whole vehicle (in kW), n is the motor speed (in rpm), T m is the actual torque of the motor (in Nm), i is the motor transmission ratio, and r is the tire radius of the vehicle (in m).

[0034] Then, for a vehicle with two motors, the actual power of the whole vehicle is the sum of the front and rear motor powers, that is:

[0035]

[0036] wherein, in the formula, n f is the front motor speed (in rpm), T mf is the actual torque of the front motor (in Nm), n r is the rear motor speed (in rpm), and T mr is the actual torque of the rear motor (in Nm).

[0037] Next, assuming that the maximum discharge power of the battery management system and the power difference (i.e. the remaining available power) between the actual power of the whole vehicle are expressed as P dif , the calculation method is as follows:

[0038] P dif = P bms -P Act .

[0039] Next, the maximum discharge power of the battery management system and the power difference Pdif First derivative is performed to calculate the power difference rate of change, assuming D p D represents the power difference rate of change, and the calculation method is as follows:

[0040] D P = d(P dif ) / dt.

[0041] Finally, assuming that the power difference threshold is T1 and the power difference rate of change threshold is T2, if P dif ≥ T1 and D P ≥ T2, it is determined that the vehicle has a power overrun trend, otherwise it is determined that the vehicle does not have a power overrun trend.

[0042] Specifically, the power difference threshold and the power difference rate of change threshold can be thresholds set according to the specific parameters of each vehicle, or new thresholds obtained by adjusting the already set thresholds according to the user's settings, that is, they can be determined according to the specific situation of the vehicle, and the present application does not limit this.

[0043] Further, in the above example, the new energy vehicle is a double-motor vehicle. However, the number of driving motors of a new energy vehicle is at least one, for example, the new energy vehicle can also be a single-motor or a three-motor vehicle, and the difference between the determination method of the power overrun trend of the vehicle and the determination method of the double-motor vehicle is only that the calculation methods of the maximum driving torque available to the vehicle and the actual power of the vehicle are different.

[0044] When the number of driving motors is one, the maximum driving torque available to the vehicle is determined based on the maximum discharge power of the battery management system, including: calculating a first ratio of the speed of the driving motor to the driving motor transmission ratio; dividing the maximum discharge power of the battery management system by the first ratio to obtain the maximum driving torque available to the vehicle.

[0045] In combination with the above example, the speed of the driving motor is represented as n, and the driving motor transmission ratio is represented as i. Since there is only one motor, the first ratio is n / i. Therefore, the calculation method of the maximum driving torque available to the vehicle is as follows:

[0046] Next, based on the actual torque and speed of the driving motor, the actual power of the vehicle is determined, including: calculating a first ratio of the speed of the driving motor to the driving motor transmission ratio, multiplying the actual torque of the driving motor by the first ratio to obtain the actual power of the vehicle; specifically, since the first ratio is n / i. Therefore, for a new energy vehicle that is a single-motor vehicle, the calculation method of the actual power of the vehicle is as follows:

[0047] When the number of driving motors is at least two, the maximum driving torque available for the whole vehicle is determined based on the maximum discharge power of the battery management system, including: calculating the second ratio of the speed of each driving motor to the driving motor transmission ratio respectively; dividing the maximum discharge power of the battery management system by the maximum one of the second ratios of the speed of each driving motor to the driving motor transmission ratio to obtain the maximum driving torque available for the whole vehicle.

[0048] In combination with the above examples, if the new energy vehicle is a dual-motor vehicle, the second ratio includes the ratio of the speed of each motor to the transmission ratio, for example, the second ratio includes and Then the calculation method of the maximum driving torque available for the whole vehicle is:

[0049] Similarly, if the new energy vehicle is a three-motor vehicle, the second ratio includes the ratio of the speed of each motor to the transmission ratio, assuming that the ratio of the speed of each motor to the transmission ratio of the three motors is and Then the second ratio includes and Then the calculation method of the maximum driving torque available for the whole vehicle is:

[0050] Then, based on the actual torque and speed of the driving motor, the actual power of the whole vehicle is determined, including: when the number of driving motors is at least two, the actual power of each driving motor is calculated respectively, and then the actual power of each driving motor is added to obtain the actual power of the whole vehicle, wherein the actual power of each driving motor is equal to the actual torque of the driving motor multiplied by the first ratio of the speed of the driving motor to the transmission ratio, that is, the first ratio here is the ratio of the speed of each motor to the transmission ratio.

[0051] Specifically, in combination with the above examples, the speed of the driving motor is represented as n, and the driving motor transmission ratio is represented as i, assuming that the new energy vehicle is a three-motor vehicle, the speeds of the three driving motors are represented as n1, n2 and n3 respectively, and the driving motor transmission ratios are represented as i1, i2 and i3 respectively, and the actual torques of the three motors are T m1 , T m1 and T m3 , then the first ratio here is or The calculation method of the actual power of the whole vehicle is:

[0052]

[0053] It can be understood that if the new energy vehicle is a four-motor or more than four-motor vehicle, the calculation method of the actual power of the whole vehicle is the same as the calculation principle of the three-motor vehicle described above, which will not be repeated here.

[0054] Preferably, the number of driving motors of the new energy vehicle in the embodiment is two, one of which is arranged at the front wheel of the new energy vehicle, and the other is arranged at the rear wheel of the new energy vehicle.

[0055] In the step S103, the limiting correction factor, also known as the correction factor, refers to the adjustment or correction made in order to make the results more accurate or fair when performing certain calculations or assessments. It is usually used to correct the calculation result error caused by data missing, data deviation or other factors. In the embodiment, the limiting correction factor is used to adjust the maximum driving torque available for the whole vehicle to limit the torque output of the vehicle.

[0056] Preferably, the limiting correction factor in the embodiment includes a first correction factor and a second correction factor.

[0057] In one embodiment, in the step S103, the limiting correction factor for calculating the driving power of the whole vehicle includes: determining the first correction factor based on the maximum discharge power of the battery management system and the power difference; determining the second correction factor based on the power difference and the power difference change rate.

[0058] Specifically, the first correction factor and the second correction factor can be obtained by looking up a pre-set two-dimensional table. The pre-set two-dimensional table is a pre-set function.

[0059] For the first correction factor, assuming that the first correction factor is represented as θ1, the pre-set function for querying the first correction factor is represented as: θ1=f(p,^p), where p is the discharge power, ^p is the power difference, and in actual application, a corresponding two-dimensional table can be established according to the pre-set function and the driving performance parameters of each new energy vehicle, so as to query the first correction factor.

[0060] For the second correction factor, assuming that the second correction factor is represented as θ2, the pre-set function for querying the second correction factor is represented as: θ2=f(^p,δ), where ^p is the power difference, and δ is the power difference change rate, and in actual application, a corresponding two-dimensional table can be established according to the pre-set function and the driving performance parameters of each new energy vehicle, so as to query the second correction factor.

[0061] The value range of the first correction factor and the second correction factor is (0, 1).

[0062] In the step S104, the limiting correction factor is used to correct the actual driving torque of the whole vehicle in advance, that is, to calculate the actual driving torque limit value of the whole vehicle, so as to control the motor to output the driving torque corresponding to the actual driving torque limit value of the whole vehicle.

[0063] Preferably, in step S104, the actual driving torque of the vehicle is corrected in advance based on the limiting correction factor, and the output of the driving torque of the vehicle is limited, comprising:

[0064] The product of the maximum available driving torque of the vehicle, the first correction factor and the second correction factor is calculated to obtain the actual driving torque limiting value of the vehicle;

[0065] The actual driving torque limiting value of the vehicle is taken as the target value of the output of the driving torque of the vehicle, and the output of the driving torque of the vehicle is controlled based on the target value.

[0066] Specifically, in combination with the embodiment of the above step, the first correction factor is θ1, the second correction factor is θ2, and the maximum available driving torque of the vehicle is T DrvLmt , the calculation method of the actual driving torque limiting value of the vehicle is T Lmt = T DrvLmt * θ1* θ2, wherein T Lmt represents the actual driving torque limiting value of the vehicle. Since the value range of the first correction factor θ1 and the second correction factor θ2 is 0-1, the corrected actual driving torque limiting value of the vehicle is less than or equal to the maximum available driving torque of the vehicle, thereby playing a role in limiting the over-limit of the driving torque of the vehicle, and further avoiding the over-discharge of the power battery, and ensuring the service life of the battery.

[0067] Preferably, in order to ensure the smoothness of the limiting torque of the vehicle, the torque can also be filtered by a first-order low-pass filtering algorithm to ensure the smooth output of the torque of the vehicle.

[0068] For example, in an embodiment, after the above step S104, it further comprises: determining a filtering period; sampling according to the filtering period to obtain a sampling torque value; performing low-pass filtering calculation based on the sampling torque value of the current filtering period and the filtered torque output value of the previous filtering period to obtain the torque output value of the current filtering period; and controlling the output of the driving torque of the vehicle based on the torque output value of the current filtering period.

[0069] Specifically, the working principle of the first-order low-pass filtering algorithm is as follows:

[0070] y(t) = K*u(t) + (1-K)*y(t-1);

[0071] wherein, K is a filtering coefficient, u(t) is a sampling torque value, y(t-1) is a torque output value filtered in the previous period, t is a time constant, and y(t) is a torque output value filtered this time. The corrected driving torque of the vehicle is filtered by the above first-order low-pass filtering algorithm, thereby playing a role in ensuring the smooth output of the torque of the vehicle.

[0072] All the optional technical solutions described above can be combined to form optional embodiments of the present application, which will not be described one by one here.

[0073] The following is an embodiment of the device of the present application, which can be used to execute the method embodiments of the present application. For details not disclosed in the device embodiments of the present application, please refer to the method embodiments of the present application.

[0074] Figure 2 is a schematic diagram of a vehicle driving torque control device for a new energy vehicle provided by an embodiment of the present application. As shown in Figure 2 , the vehicle driving torque control device for the new energy vehicle comprises:

[0075] The monitoring module 201 is configured to monitor the real-time driving power of the new energy vehicle and the maximum discharge power of the battery management system;

[0076] The determination module 202 is configured to determine the power usage trend of the vehicle based on the real-time driving power of the vehicle and the maximum discharge power of the battery management system;

[0077] The calculation module 203 is configured to calculate a limit correction factor of the driving power of the vehicle when the new energy vehicle has a power over-limit trend;

[0078] The control module 204 is configured to correct the actual driving torque of the vehicle in advance based on the limit correction factor, and limit the output of the driving torque of the vehicle.

[0079] According to the technical solution provided by the embodiment of the present application, the vehicle driving torque control device for the new energy vehicle monitors the real-time driving power of the new energy vehicle and the maximum discharge power of the battery management system; determines the power usage trend of the vehicle based on the real-time driving power of the vehicle and the maximum discharge power of the battery management system; calculates a limit correction factor of the driving power of the vehicle when the new energy vehicle has a power over-limit trend; corrects the actual driving torque of the vehicle in advance based on the limit correction factor, and limits the output of the driving torque of the vehicle, so as to play a role in limiting the over-power operation of the motor in advance, thereby avoiding the over-discharge of the power battery providing power for the motor due to the over-power operation of the motor, and further overcoming the problem of life decay caused by over-discharge of the battery. In addition, since the over-power operation of the motor is limited in advance, the driving torque will not suddenly decrease after the torque suddenly exceeds the limit during the driving acceleration process, so as not to affect the driving and riding experience of the vehicle, and improve the driving comfort.

[0080] In some embodiments, the above Figure 2The judgment module 202 is specifically configured to: acquire the actual speed and torque of the drive motor of the new energy vehicle; determine the maximum available drive torque of the vehicle based on the maximum discharge power of the battery management system; determine the actual power of the vehicle based on the actual torque and speed of the drive motor; calculate the power difference between the maximum discharge power of the battery management system and the actual power of the vehicle, and perform a first derivative on the power difference to calculate the rate of change of the power difference; determine whether the power difference between the maximum discharge power of the battery management system and the actual power of the vehicle reaches a preset power difference threshold; when the power difference reaches the preset power difference threshold, determine whether the rate of change of the power difference exceeds a preset rate of change threshold: if yes, determine that the vehicle has a power over-limit trend; if no, determine that the vehicle does not have a power over-limit trend; when the power difference does not reach the preset power difference threshold, determine that the vehicle does not have a power over-limit trend.

[0081] In some embodiments, the number of drive motors in a new energy vehicle is at least one; when the number of drive motors is one, the above... Figure 2 The judgment module 202 is specifically configured to calculate a first ratio between the rotational speed of the drive motor and the transmission ratio of the drive motor; divide the maximum discharge power of the battery management system by the first ratio to obtain the maximum available drive torque of the vehicle; when the number of drive motors is at least two, the above... Figure 2 The judgment module 202 is specifically configured to calculate the second ratio of the rotational speed of each drive motor to the transmission ratio of the drive motor; and divide the maximum discharge power of the battery management system by the largest of the second ratios of the rotational speed of each drive motor to the transmission ratio of the drive motor to obtain the maximum available drive torque of the vehicle.

[0082] In some embodiments, the above Figure 2 The judgment module 202 is specifically configured to calculate the first ratio of the speed of the drive motor to the transmission ratio of the drive motor when there is only one drive motor, and multiply the actual torque of the drive motor by the first ratio to obtain the actual power of the whole vehicle; when there are at least two drive motors, calculate the actual power of each drive motor separately, and then add the actual power of each drive motor to obtain the actual power of the whole vehicle, wherein the actual power of each drive motor is equal to the actual torque of the drive motor multiplied by the first ratio of the speed of the drive motor to the transmission ratio.

[0083] In some embodiments, the new energy vehicle has two drive motors, one of which is located at the front wheel and the other at the rear wheel.

[0084] In some embodiments, the above Figure 2The calculation module 203 is specifically configured to determine a first correction factor based on the maximum discharge power of the battery management system and the power difference, determine a second correction factor based on the power difference and the power difference change rate, and wherein the limit correction factor comprises the first correction factor and the second correction factor.

[0085] In some embodiments, the above-mentioned Figure 2 The control module 204 is specifically configured to calculate the product of the maximum available driving torque of the whole vehicle, the first correction factor and the second correction factor to obtain the actual driving torque limit value of the whole vehicle, take the actual driving torque limit value of the whole vehicle as the target value of the driving torque output of the whole vehicle, and control the driving torque output of the whole vehicle based on the target value.

[0086] In some embodiments, the vehicle driving torque control device of the new energy vehicle further comprises:

[0087] The filtering module 205 is configured to determine a filtering period, sample to obtain a sampling torque value according to the filtering period, perform low-pass filtering calculation and processing based on the sampling torque value of the current filtering period and the filtered torque output value of the previous filtering period to obtain the torque output value of the current filtering period, and control the driving torque output of the whole vehicle based on the torque output value of the current filtering period.

[0088] It should be understood that the size of the serial number of each step in the above-mentioned embodiments does not mean the order of execution, and the execution order of each process should be determined according to its function and inherent logic, and should not constitute any limitation on the implementation process of the embodiments of the present application.

[0089] Figure 3 is a partial structure schematic diagram of a new energy vehicle provided by the embodiments of the present application. As Figure 3 shown, the new energy vehicle 3 comprises a car machine 31, a battery management system 32 and at least one driving motor 33, and the car machine 31 is connected with the battery management system 32 and the at least one driving motor 33 respectively.

[0090] Specifically, referring to Figure 4 , the car machine 31 comprises a processor 311, a memory 312, and a computer program 313 stored in the memory 312 and executable on the processor 311. The processor 311 implements the steps in each of the above-mentioned method embodiments when executing the computer program 313. Alternatively, the processor 311 implements the functions of each module in the above-mentioned each device embodiment when executing the computer program 313.

[0091] The car machine 31 can be a body computer, a master control device, a body control system and the like electronic equipment. The car machine 31 can include but is not limited to the processor 311 and the memory 312. Those skilled in the art can understand that Figure 4The example of the car machine 31 does not constitute a limitation on the car machine 31, and can include more or fewer components than shown, or different components.

[0092] The processor 311 can be a central processing unit (CPU), and can also be other general-purpose processors, a digital signal processor (DSP), an application specific integrated circuit (ASIC), a field-programmable gate array (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, or the like.

[0093] The memory 312 can be an internal storage unit of the car machine 31, for example, a hard disk or a memory of the car machine 31. The memory 312 can also be an external storage device of the car machine 31, for example, a plug-in hard disk, a smart media card (SMC), a secure digital (SD) card, a flash card, or the like. The memory 312 can also include both the internal storage unit and the external storage device of the car machine 31. The memory 312 is used to store computer programs and other programs and data required by the car machine.

[0094] Those skilled in the art can clearly understand that, for the convenience and brevity of description, only the division of the above functional modules is taken as an example, and in actual application, the above functions can be completed by different functional modules according to needs, that is, the internal structure of the device is divided into different functional units or modules to complete all or part of the functions described above. Each functional module in the embodiment can be integrated in one processing unit, or each unit can exist physically independently, or two or more units can be integrated in one unit. The integrated unit can be realized in the form of hardware or in the form of a software functional unit.

[0095] If the integrated module is implemented in the form of a software function unit and sold or used as an independent product, it can be stored in a computer readable storage medium. Based on such understanding, all or part of the processes in the above-mentioned embodiment methods can also be completed by a computer program instructing related hardware, and the computer program can be stored in a computer readable storage medium. When the processor executes the computer program, the steps of the above-mentioned various method embodiments can be implemented. The computer program can include computer program code, which can be in the form of source code, object code, executable files or some intermediate forms. The computer readable medium can include any entity or device capable of carrying the computer program code, recording medium, U disk, mobile hard disk, magnetic disk, optical disk, computer memory, read-only memory (Read-Only Memory, ROM), random access memory (Random Access Memory, RAM), electric carrier signal, telecommunication signal and software distribution medium, etc. It should be noted that the content contained in the computer readable medium can be appropriately increased or decreased according to the requirements of legislation and patent practice in the jurisdiction, for example, in some jurisdictions, according to legislation and patent practice, the computer readable medium does not include electric carrier signal and telecommunication signal.

[0096] The above embodiments are only used to illustrate the technical solutions of the present application, rather than limit them; although the present application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that they can still modify the technical solutions recorded in the foregoing embodiments, or make equivalent replacement for part of the technical features; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the spirit and scope of the technical solutions of the embodiments of the present application, and should be included in the protection scope of the present application.

Claims

1. A whole vehicle driving torque control method of a new energy vehicle, characterized in that, The method comprises the following steps: monitoring the real-time driving power of the new energy vehicle and the maximum discharge power of the battery management system; determining the power usage trend of the vehicle based on the real-time driving power of the vehicle and the maximum discharge power of the battery management system; when the new energy vehicle has a power over-limit trend, calculating the limit correction factor of the driving power of the vehicle; wherein the limit correction factor comprises a first correction factor and a second correction factor; calculating the limit correction factor of the driving power of the vehicle comprises: determining the first correction factor based on the power difference between the maximum discharge power of the battery management system and the actual power of the vehicle; determining the second correction factor based on the power difference and the power difference change rate, wherein the power difference is determined based on the maximum discharge power of the battery management system and the actual power of the vehicle; correcting the actual driving torque of the vehicle in advance based on the limit correction factor to limit the output of the actual driving torque of the vehicle; the correction of the actual driving torque of the vehicle in advance based on the limit correction factor to limit the output of the actual driving torque of the vehicle comprises: calculating the product of the maximum available driving torque of the vehicle, the first correction factor and the second correction factor to obtain the actual driving torque limit value of the vehicle; taking the actual driving torque limit value of the vehicle as the target value of the output of the driving torque of the vehicle, and controlling the output of the driving torque of the vehicle based on the target value.

2. The method of claim 1, wherein, determining the power usage trend of the vehicle based on the real-time driving power of the vehicle and the maximum discharge power of the battery management system comprises: obtaining the actual speed and torque of the driving motor of the new energy vehicle; determining the maximum available driving torque of the vehicle based on the maximum discharge power of the battery management system; determining the actual power of the vehicle based on the actual torque and speed of the driving motor; calculating the power difference between the maximum discharge power of the battery management system and the actual power of the vehicle, and performing first-order derivation on the power difference between the maximum discharge power of the battery management system and the actual power of the vehicle to obtain the power difference change rate; judging whether the power difference between the maximum discharge power of the battery management system and the actual power of the vehicle reaches a preset power difference threshold; when the power difference reaches the preset power difference threshold, further judging whether the power difference change rate exceeds a preset change rate threshold: if yes, it is determined that the vehicle has a power over-limit trend; if no, it is determined that the vehicle does not have a power over-limit trend; when the power difference does not reach the preset power difference threshold, it is determined that the vehicle does not have a power over-limit trend.

3. The method of claim 2, wherein, The number of driving motors of the new energy vehicle is at least one; when the number of driving motors is one, determining the maximum available driving torque of the vehicle based on the maximum discharge power of the battery management system comprises: calculating the first ratio of the speed of the driving motor to the driving motor transmission ratio; dividing the maximum discharge power of the battery management system by the first ratio to obtain the maximum available driving torque of the vehicle; when the number of driving motors is at least two, determining the maximum available driving torque of the vehicle based on the maximum discharge power of the battery management system comprises: calculating the second ratio of the speed of each driving motor to the driving motor transmission ratio; dividing the maximum discharge power of the battery management system by the maximum one of the second ratios of the speed of each driving motor to the driving motor transmission ratio to obtain the maximum available driving torque of the vehicle.

4. The method of claim 3, wherein, Determine the actual power of the vehicle based on the actual torque and the rotational speed of the driving motor, including: When the number of driving motors is one, calculate the first ratio of the rotational speed of the driving motor and the transmission ratio of the driving motor, multiply the actual torque of the driving motor by the first ratio to obtain the actual power of the vehicle; When the number of driving motors is at least two, calculate the actual power of each driving motor respectively, and then add the actual power of each driving motor to obtain the actual power of the vehicle, wherein the actual power of each driving motor is equal to the actual torque of the driving motor multiplied by the first ratio of the rotational speed of the driving motor and the transmission ratio.

5. The method of claim 3, wherein, The number of driving motors of the new energy vehicle is two, one of which is arranged at the front wheel of the new energy vehicle, and the other is arranged at the rear wheel of the new energy vehicle.

6. The method of claim 1, wherein, Further comprising: Determine a filtering period; Sample according to the filtering period to obtain a sampled torque value; Based on the sampled torque value of the current filtering period and the filtered torque output value of the previous filtering period, perform low-pass filtering calculation and processing to obtain the torque output value of the current filtering period; Control the output of the driving torque of the vehicle based on the torque output value of the current filtering period.

7. A vehicle drive torque control device for a new energy vehicle, characterized in that, Comprising: A monitoring module configured to monitor the real-time driving power of the vehicle and the maximum discharge power of the battery management system of the new energy vehicle; A judgment module configured to determine the power usage trend of the vehicle based on the real-time driving power of the vehicle and the maximum discharge power of the battery management system; A calculation module configured to calculate the limit correction factor of the driving power of the vehicle when the new energy vehicle has a power over-limit trend; wherein the limit correction factor includes a first correction factor and a second correction factor; calculating the limit correction factor of the driving power of the vehicle includes: determining the first correction factor based on the maximum discharge power of the battery management system and the power difference; determining the second correction factor based on the power difference and the power difference change rate, the power difference being determined based on the maximum discharge power and the actual power of the vehicle; A control module configured to correct the actual driving torque of the vehicle in advance based on the limit correction factor to limit the output of the driving torque of the vehicle, including: calculating the product of the maximum available driving torque of the vehicle, the first correction factor and the second correction factor to obtain the actual driving torque limit value of the vehicle; taking the actual driving torque limit value of the vehicle as the target value of the driving torque output of the vehicle, and controlling the driving torque output of the vehicle based on the target value. 8.A new energy vehicle, comprising a vehicle machine, a battery management system and at least one driving motor, the vehicle machine comprising a memory, a processor and a computer program stored in the memory and executable on the processor, characterized in that, The processor executes the computer program to realize the steps of the method of any one of claims 1 to 6.

Images