New energy vehicle whole vehicle torque zero-crossing control method and system, server, and medium

Abstract

The application discloses a new energy automobile whole vehicle torque zero-crossing control method and system, a server and a medium, and relates to the technical field of new energy automobiles.The control method comprises the following steps: obtaining the current throttle opening of the vehicle, the actual torque of the rear motor, the required torque of the rear motor and the torque zero-crossing interval; when the required torque of the rear motor and the actual torque of the rear motor are both in the torque zero-crossing interval, adjusting the required torque of the front motor and the required torque of the rear motor according to a set torque distribution ratio; when at least one of the required torque of the rear motor and the actual torque of the rear motor is not in the torque zero-crossing interval, adjusting the required torque of the front motor and the required torque of the rear motor according to a preset data distribution table and the current throttle opening of the vehicle; controlling the rotation of the front motor according to the adjusted required torque of the front motor, and controlling the rotation of the rear motor according to the adjusted required torque of the rear motor. The required torques of the front motor and the rear motor are adjusted in different ways, and the torque zero-crossing jitter problem of the vehicle is optimized.

Description

Technical Field

[0001] This invention generally relates to the field of new energy vehicle technology, and specifically to a method, system, server, and medium for controlling the zero-crossing torque of a new energy vehicle. Background Technology

[0002] In recent years, against the backdrop of the global energy and digital revolution, new energy vehicles, thanks to the characteristics of electric motors, have better power and economy compared to traditional vehicles.

[0003] Due to the meshing characteristics of motor gears, when the gear rotation direction changes from forward to reverse or from reverse to forward, the transmission system will experience vibration due to the backlash between the gears in the transmission chain and the rapid torque commutation rate of the motor. This vibration not only affects the reliability and drivability of the vehicle but may also lead to driver complaints.

[0004] Currently, the torque zero-crossing gradient is controlled by the Vehicle Control Unit (VCU) to optimize the vehicle's zero-crossing impact. However, most torque zero-crossing gradients are calibrated before the vehicle leaves the factory. During actual driving, vehicle parts experience varying degrees of wear. When using the calibrated data for torque zero-crossing processing, speed fluctuations still occur, leading to abnormal noise from the motor and affecting the driving experience. Therefore, we propose a method, system, server, and medium for controlling the torque zero-crossing of new energy vehicles to solve the above problems. Summary of the Invention

[0005] In view of the above-mentioned defects or deficiencies in the existing technology, it is desirable to provide a method, system, server and medium for controlling the torque zero crossing of a new energy vehicle, which can effectively reduce the zero-crossing impact of the motor, extend the service life of components and improve the driving experience.

[0006] In a first aspect, the present invention provides a method for controlling the zero-crossing torque of a new energy vehicle, comprising the following steps:

[0007] Obtain the vehicle's current throttle opening, actual torque of the rear motor, required torque of the rear motor, and torque zero-crossing range;

[0008] When it is determined that both the required torque of the rear motor and the actual torque of the rear motor are within the torque zero-crossing range, the required torque of the front motor and the required torque of the rear motor are adjusted according to the set torque distribution ratio.

[0009] When it is determined that at least one of the required torque of the rear motor and the actual torque of the rear motor is not within the torque zero-crossing range, the required torque of the front motor and the required torque of the rear motor are adjusted according to a preset data allocation table and the current throttle opening of the vehicle; the preset data allocation table includes at least: motor speed, throttle opening and corresponding gradient value;

[0010] The front motor is controlled to rotate according to the adjusted torque demand of the front motor, and the rear motor is controlled to rotate according to the adjusted torque demand of the rear motor.

[0011] According to the technical solution provided by the present invention, after adjusting the required torque of the front motor and the required torque of the rear motor, and before controlling the rotation of the rear motor according to the adjusted required torque of the rear motor, the method further includes the following steps:

[0012] Obtain the first gradient value;

[0013] The original torque of the rear motor is calculated based on the first gradient value and the adjusted required torque of the rear motor.

[0014] Obtain the rated torque of the motor after the change;

[0015] When it is determined that the original torque of the rear motor is less than the rated torque of the rear motor, the rear motor is controlled to rotate according to the original torque of the rear motor.

[0016] According to the technical solution provided by the present invention, obtaining the first gradient value specifically includes the following steps:

[0017] When both the required torque of the rear motor and the actual torque of the rear motor are within the torque zero-crossing range, a first preset data sub-table is obtained; the first preset data sub-table includes at least: motor speed, motor torque and corresponding torque slope;

[0018] When at least one of the required torque of the rear motor and the actual torque of the rear motor is not within the torque zero-crossing range, a second preset data sub-table is obtained; the second preset data sub-table includes at least: motor speed, accelerator pedal opening and corresponding torque slope.

[0019] Obtain the torque slope based on the first preset data sub-table or the second preset data sub-table;

[0020] Obtain a preset speed-aperture data table; the preset speed-aperture data table includes at least: motor speed, accelerator pedal opening, and corresponding accelerator correction factor;

[0021] Based on the preset speed-opening data table, obtain the throttle correction factor;

[0022] The first gradient value is calculated based on the torque slope and the throttle correction factor.

[0023] According to the technical solution provided by the present invention, after controlling the rotation of the rear motor based on the original torque of the rear motor, the method further includes the following steps:

[0024] The torque acceleration and deceleration speed of the motor is adjusted based on the time filtering coefficient.

[0025] According to the technical solution provided by the present invention, after determining that both the required torque of the rear motor and the actual torque of the rear motor are within the torque zero-crossing range, and before adjusting the required torque of the front motor and the required torque of the rear motor according to the set torque distribution ratio, the method further includes the following steps:

[0026] Get the vehicle's current speed;

[0027] When the vehicle's current speed is determined to be within the preset speed range, the required torque of the front motor and the required torque of the rear motor are adjusted according to the set torque distribution ratio.

[0028] According to the technical solution provided by the present invention, the lower limit of the preset speed range is the minimum speed of the vehicle when it is in the energy recovery state.

[0029] According to the technical solution provided by the present invention, obtaining the required torque of the rear motor specifically includes the following steps:

[0030] Obtain the historical torque of the motor and the corresponding historical speed of the motor;

[0031] Based on the historical torque and historical speed of the motor, the corresponding second gradient value is queried from the second preset data table; the second preset data table includes at least: the motor speed after the previous cycle, the motor torque after the previous cycle, and the corresponding second gradient value;

[0032] Based on the historical torque of the motor and the second gradient value, the historical original torque is calculated and used as the current required torque for the rear motor.

[0033] Secondly, the present invention provides a torque zero-crossing control system for a new energy vehicle, capable of implementing the aforementioned torque zero-crossing control method for a new energy vehicle, the control system comprising:

[0034] The acquisition module is configured to acquire the vehicle's current throttle opening, the actual torque of the rear motor, the required torque of the rear motor, and the torque zero-crossing range.

[0035] The processing module is configured to adjust the required torque of the front motor and the required torque of the rear motor according to a set torque distribution ratio when both the required torque of the rear motor and the actual torque of the rear motor are within the torque zero-crossing range.

[0036] When it is determined that at least one of the required torque of the rear motor and the actual torque of the rear motor is not within the torque zero-crossing range, the required torque of the front motor and the required torque of the rear motor are adjusted according to a preset data allocation table and the current throttle opening of the vehicle; the preset data allocation table includes at least: motor speed, throttle opening and corresponding gradient value;

[0037] The front motor is controlled to rotate according to the adjusted torque demand of the front motor, and the rear motor is controlled to rotate according to the adjusted torque demand of the rear motor.

[0038] Thirdly, the present invention provides a server, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the steps of the above-described method for zero-crossing torque control of a new energy vehicle.

[0039] Fourthly, the present invention provides a computer-readable storage medium storing a computer program, which, when executed by a processor, implements the steps of the above-described method for zero-crossing torque control of a new energy vehicle.

[0040] In summary, this invention discloses a specific process for a method of controlling the torque zero-crossing of a new energy vehicle. This invention acquires the vehicle's current throttle opening, the actual torque of the rear motor, the required torque of the rear motor, and the torque zero-crossing range. When both the required torque and the actual torque of the rear motor are within the torque zero-crossing range, the required torque of the front motor and the required torque of the rear motor are adjusted according to a set torque distribution ratio. When at least one of the required torque and the actual torque of the rear motor is not within the torque zero-crossing range, the required torque of the front motor and the required torque of the rear motor are adjusted according to a preset data distribution table and the vehicle's current throttle opening. Then, the front motor is controlled to rotate based on the adjusted required torque of the front motor, and the rear motor is controlled to rotate based on the adjusted required torque of the rear motor.

[0041] This invention determines whether the actual torque of the rear motor and the required torque of the rear motor are both within the torque zero-crossing range. Under the condition that the total motor required torque remains unchanged, different methods are used to adjust the required torque of the front and rear motors. By adjusting the required torque of the front and rear motors, the required torque of the rear motor is reduced and the required torque of the front motor is increased, making the torque zero-crossing of the rear motor smoother, thereby optimizing the problem of vehicle torque zero-crossing vibration. Attached Figure Description

[0042] Other features, objects, and advantages of the invention will become more apparent from the following detailed description of non-limiting embodiments with reference to the accompanying drawings.

[0043] Figure 1 This is a flowchart illustrating the method for controlling the zero-crossing torque of a new energy vehicle.

[0044] Figure 2 This is a schematic diagram of the zero-crossing torque control system for a new energy vehicle.

[0045] Figure 3 This is a schematic diagram of the server-side structure.

[0046] The diagram is labeled: 1. Acquisition module; 2. Processing module;

[0047] 500. Server; 501. CPU; 502. ROM; 503. RAM; 504. Bus; 505. I / O interface; 506. Input section; 507. Output section; 508. Storage section; 509. Communication section; 510. Driver; 511. Removable media. Detailed Implementation

[0048] The present invention will now be described in further detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and not intended to limit it. Furthermore, it should be noted that, for ease of description, only the parts relevant to the invention are shown in the accompanying drawings.

[0049] It should be noted that, unless otherwise specified, the embodiments and features described in the present invention can be combined with each other. The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0050] New energy vehicles typically use drive motors for propulsion. During the drive motor's operation, there is an energy recovery mode where the driving torque in the forward direction is positive, and the recovery torque is negative. When the driver presses the accelerator pedal, the positive torque drives the motor to rotate forward; when the accelerator pedal is released, the motor enters the energy recovery mode and responds with negative torque to recover energy. This change in torque between the drive motor and the motor is called the torque zero-crossing phenomenon, a fundamental and common issue that all new energy vehicles must consider.

[0051] For new energy vehicles, without torque zero-crossing control, the vehicle will vibrate and produce a grinding noise during rapid deceleration and acceleration. Current technologies typically address this vibration and grinding noise by using a vehicle controller to manage the axle torque gradient, reducing speed fluctuations caused by changes in torque direction during vehicle operation. However, in actual driving, the experience of entering a slow torque phase differs from that of entering a fast torque phase, and the vehicle speed does not follow a linear acceleration pattern, making dynamic and smooth torque zero-crossing control impossible.

[0052] Based on the problems existing in the prior art, the present invention provides the following methods to solve the above-mentioned defects or deficiencies.

[0053] Example 1

[0054] Please refer to Figure 1 The flowchart shown is a first embodiment of a method for controlling the zero-crossing torque of a new energy vehicle provided by the present invention, which includes the following steps:

[0055] S10: Obtain the vehicle's current throttle opening, actual torque of the rear motor, required torque of the rear motor, and torque zero-crossing range;

[0056] Here, the torque zero-crossing range refers to the range of torque variation; for example, the torque zero-crossing range is -20 N·m to 20 N·m. The vehicle's current throttle opening and the actual torque of the rear motor can be obtained by the Controller Area Network (CAN) communication module. It should be noted that the front and rear motors are defined according to their installation positions; the rear motor refers to the motor installed on the rear axle or under the vehicle body, and correspondingly, the front motor refers to the motor installed in front of the vehicle's engine.

[0057] The specific steps for obtaining the required torque of the motor include:

[0058] Obtain the historical torque of the motor and the corresponding historical speed of the motor;

[0059] The historical motor torque is the demand torque from the previous cycle most recently compared to the current demand torque of the rear motor; the historical motor speed is the motor speed corresponding to the demand torque from the previous cycle most recently compared to the current demand torque of the rear motor. This cycle is, for example, 10ms, meaning data is collected every 10ms, and the cycle can be set according to actual needs.

[0060] Based on the historical torque and speed of the motor, the corresponding second gradient value is queried from the second preset data table; the second preset data table includes at least: the motor speed after the previous cycle, the motor torque after the previous cycle, and the corresponding second gradient value;

[0061] Specifically, based on the required torque and corresponding motor speed of the previous cycle, the second preset data table is traversed to find the second gradient value corresponding to the required torque and motor speed of the previous cycle.

[0062] Here, the second gradient value is the slope obtained based on the motor speed and torque of the previous cycle in the second preset data table. The slope refers to the rate of change of the required torque of the subsequent motor.

[0063] The second preset data table is shown in Table 1. In Table 1, X1 represents the motor speed of the previous cycle, in revolutions per minute, and Y1 represents the motor torque of the previous cycle, in Newton-meters.

[0064] Table 1 Second Preset Data Table

[0065]

[0066] Based on the motor's historical torque and the second gradient value, the historical original torque is calculated and used as the current required torque for the subsequent motor. Here, the historical original torque is the sum of the motor's historical torque and the corresponding second gradient value.

[0067] S20. When it is determined that both the required torque of the rear motor and the actual torque of the rear motor are within the torque zero-crossing range, the required torque of the front motor and the required torque of the rear motor are adjusted according to the set torque distribution ratio. Here, the set torque distribution ratio is, for example, the ratio of required torque at the front and rear axle ends = 9:1.

[0068] Specifically, when both the required torque of the rear motor and the actual torque of the rear motor are within the torque zero-crossing range, the total required torque of the motor is distributed according to a set torque distribution ratio, for example, a distribution ratio of 9:1, to obtain a first required torque and a second required torque. The first required torque is 9 times the second required torque. The first required torque is allocated to the front motor, i.e., the required torque of the front motor, and the second required torque is allocated to the rear motor, i.e., the required torque of the rear motor.

[0069] S30. If at least one of the rear motor's required torque and the actual torque of the rear motor is not within the torque zero-crossing range, adjust the front motor's required torque and the rear motor's required torque according to the preset data allocation table and the vehicle's current throttle opening. The preset data allocation table includes at least: motor speed, throttle opening, and corresponding gradient values.

[0070] That is, if both the required torque of the rear motor and the actual torque of the rear motor are in the non-zero torque range, or if one of the required torque of the rear motor and the actual torque of the rear motor is in the non-zero torque range, the adjusted required torque of the rear motor is obtained according to the preset data allocation table and the current throttle opening of the vehicle, and the excess torque is allocated to the front motor to achieve the purpose of adjusting the required torque of the front and rear motors.

[0071] Specifically, based on the vehicle's current throttle opening and the current actual motor speed, the preset data allocation table is traversed to find the gradient value corresponding to the vehicle's current throttle opening and the current actual motor speed.

[0072] Here, the gradient value is the slope obtained based on the throttle opening and motor speed corresponding to the preset data allocation table.

[0073] The required torque for the rear motor is obtained by multiplying the gradient value obtained above with the actual torque of the rear motor, and then the excess required torque is allocated to the front motor.

[0074] Here, the non-zero torque range is greater than 20 N·m and less than -20 N·m.

[0075] The preset data allocation table is shown in Table 2. In Table 2, X2 represents the motor speed in revolutions per minute, Y2 represents the throttle opening in %; the gradient value is the slope obtained from the motor speed and throttle opening in the preset data allocation table.

[0076] Table 2 Preset Data Allocation Table

[0077]

[0078]

[0079] S40. Control the rotation of the front motor according to the adjusted front motor torque demand, and control the rotation of the rear motor according to the adjusted rear motor torque demand.

[0080] In the non-torque zero-crossing range, it is generally desirable for the vehicle's torque to change as quickly as possible to improve vehicle responsiveness; in the torque zero-crossing range, it is generally desirable for the torque to change as slowly as possible to reduce the torque zero-crossing shock. Regarding the vehicle motor torque zero-crossing control problem, it is desirable for the motor torque to change slowly and gradually pass through the zero-crossing point when changing from negative to positive or vice versa.

[0081] Currently, the energy recovery system in vehicles uses a rear motor. During energy recovery, the torque changes from positive to negative; or, after energy recovery, accelerator pedal pressure is applied, changing the torque from negative to positive. Due to the gear backlash in the rear motor, impacts can occur during this process, making zero-crossing impact a potential problem.

[0082] In this invention, by determining the relationship between the actual torque of the rear motor and the required torque of the rear motor and the torque zero-crossing range, when it is determined that both the actual torque of the rear motor and the required torque of the rear motor are within the torque zero-crossing range, the required torque of the front and rear motors is adjusted according to a set torque distribution ratio; or, when it is determined that at least one of the actual torque of the rear motor and the required torque of the rear motor is outside the torque zero-crossing range, the required torque of the front and rear motors is adjusted according to a preset data distribution table and the current throttle opening of the vehicle; depending on the different ranges in which the actual torque of the rear motor and the required torque of the rear motor are located, different methods are used to adjust the required torque of the front and rear motors while keeping the total required torque of the motors constant. By adjusting the required torque of the front and rear motors, the required torque of the rear motor is reduced, and the required torque of the front motor is increased, making the torque zero-crossing of the rear motor smoother, thereby optimizing the problem of vehicle torque zero-crossing vibration and extending the service life of components.

[0083] Furthermore, after adjusting the required torque of the front motor and the required torque of the rear motor, before controlling the rotation of the rear motor according to the adjusted required torque of the rear motor, the following steps are also included:

[0084] Obtain the first gradient value;

[0085] Specifically, obtaining the first gradient value includes the following steps:

[0086] When both the required torque of the rear motor and the actual torque of the rear motor are within the torque zero-crossing range, the first preset data sub-table is obtained; the first preset data sub-table includes at least: motor speed, motor torque and the corresponding torque slope;

[0087] When at least one of the required torque of the rear motor and the actual torque of the rear motor is not within the torque zero-crossing range, a second preset data sub-table is obtained; the second preset data sub-table includes at least: motor speed, accelerator pedal opening and corresponding torque slope.

[0088] The first preset data sub-table is shown in Table 3, and the second preset data sub-table is shown in Table 4. The first and second preset data sub-tables can be stored in the first preset data table. When the aforementioned conditions are different, the corresponding first or second preset data sub-table can be retrieved from the first preset data table.

[0089] Here, in Table 3, X3 represents the motor speed in revolutions per minute (rpm), and Y3 represents the motor torque in Newton-meters (N*m); in Table 4, X4 represents the motor speed in revolutions per minute (rpm), and Y4 represents the accelerator pedal opening in percent (%).

[0090] Table 3 First Preset Data Sub-table

[0091]

[0092] Table 4 Second Preset Data Sub-table

[0093]

[0094]

[0095] The torque slope is obtained based on either the first or the second preset data sub-table. Here, the torque slope includes: zero-crossing torque slope and non-zero-crossing torque slope. The zero-crossing torque slope is the rate of change of torque obtained from the motor speed and motor torque in the first preset data sub-table, and the non-zero-crossing torque slope is the rate of change of torque obtained from the motor speed and accelerator pedal opening in the second preset data sub-table.

[0096] Specifically, when both the required torque of the rear motor and the actual torque of the rear motor are within the torque zero-crossing range, the torque change rate corresponding to the required torque and the required speed of the rear motor is found in the first preset data sub-table based on the required torque of the rear motor and the corresponding required speed of the rear motor.

[0097] When at least one of the required torque of the rear motor and the actual torque of the rear motor is not within the torque zero-crossing range, the torque change rate corresponding to the current accelerator pedal opening and the current required speed of the rear motor of the vehicle is looked up in the second preset data sub-table based on the current accelerator pedal opening and the current required speed of the rear motor of the vehicle.

[0098] Obtain the preset speed-aperture data table; the preset speed-aperture data table should include at least: motor speed, accelerator pedal opening, and the corresponding accelerator correction factor;

[0099] The preset speed-aperture data table is shown in Table 5. In Table 5, X5 represents the motor speed in revolutions per minute, and Y5 represents the accelerator pedal opening in percentage.

[0100] Table 5 Preset Speed-Opening Data Table

[0101]

[0102]

[0103] Based on the preset speed-aperture data table, obtain the throttle correction factor; the throttle correction factor is the slope obtained from the corresponding motor speed and throttle pedal opening in the preset speed-aperture data table.

[0104] Specifically, based on the current accelerator pedal opening and the current vehicle's rear motor speed requirement, the accelerator correction factor corresponding to the current accelerator pedal opening and the current vehicle's rear motor speed requirement is found in the preset speed-opening data table.

[0105] The first gradient value is calculated based on the torque slope and the throttle correction factor. Here, the first gradient value is the product of the torque slope and the throttle correction factor.

[0106] The original torque of the rear motor is calculated based on the first gradient value and the adjusted required torque of the rear motor; here, the original torque of the rear motor is the sum of the first gradient value and the adjusted required torque of the rear motor.

[0107] Obtain the rated torque of the rear motor; here, the rated torque of the rear motor refers to the motor torque when the rear motor can run for a long time without problems and the overall operating effect is the best.

[0108] If the initial torque of the rear motor is less than its rated torque, the rear motor is controlled to rotate based on its initial torque. If the initial torque of the rear motor is greater than its rated torque, the rear motor is controlled to rotate based on its rated torque.

[0109] Furthermore, a throttle correction factor is added. Using the torque slope and the throttle correction factor, the first gradient value is calculated. Then, using the first gradient value and the adjusted rear motor demand torque, the original torque of the rear motor is calculated. If the original torque of the rear motor is less than the rated torque of the rear motor, the rotation of the rear motor is controlled by the original torque of the rear motor, so that the vehicle torque changes faster in the non-torque zero-crossing range, or the vehicle torque changes slower in the torque zero-crossing range, so that the torque of the rear motor crosses zero more smoothly.

[0110] Furthermore, after determining that both the required torque of the rear motor and the actual torque of the rear motor are within the torque zero-crossing range, and before adjusting the required torque of the front motor and the required torque of the rear motor according to the set torque distribution ratio, the following steps are also included:

[0111] Get the vehicle's current speed;

[0112] When the vehicle's current speed is determined to be within the preset speed range, the required torque of the front motor and the required torque of the rear motor are adjusted according to the set torque distribution ratio.

[0113] If the vehicle's current speed is not within the preset speed range, the required torque of the front motor and the required torque of the rear motor will be adjusted according to the preset data allocation table and the vehicle's current accelerator pedal opening.

[0114] The lower limit of the preset speed range is the minimum speed when the vehicle is in energy recovery mode; the upper limit of the preset speed range is, for example, 30 km / h.

[0115] By judging the current speed range of the vehicle and then making corresponding adjustments to the torque required by the front and rear motors, that is, by selecting the adjustment method of the torque required by the front and rear motors based on the actual torque of the vehicle and the real-time speed of the vehicle, it is possible to optimize the vibration problem when the torque crosses zero while ensuring power responsiveness as much as possible, thereby improving the driver's driving experience.

[0116] Furthermore, after controlling the rotation of the rear motor according to its original torque, the process further includes the following steps:

[0117] The torque acceleration and deceleration speed of the motor is adjusted based on the time filtering coefficient.

[0118] Specifically, the time filtering coefficients are obtained; here, a filtering model is built based on MATLAB software; the time filtering coefficients can be set according to the actual needs of the vehicle.

[0119] The torque adjustment speed is obtained based on the time filtering coefficient and the original torque of the rear motor; that is, the torque adjustment speed is obtained by inputting the time filtering coefficient and the original torque of the rear motor into the filtering model.

[0120] Based on the torque adjustment speed, the torque rise and fall speed of the motor is adjusted; by adjusting the time filter coefficient, the torque adjustment speed is optimized to avoid the torque of the motor rising or falling too quickly or too slowly.

[0121] Example 2

[0122] like Figure 2 As shown, a new energy vehicle torque zero-crossing control system can realize the new energy vehicle torque zero-crossing control method described in Example 1. The control system includes:

[0123] Module 1 is configured to acquire the vehicle's current throttle opening, actual torque of the rear motor, required torque of the rear motor, and torque zero-crossing range.

[0124] Processing module 2 is configured to adjust the required torque of the front motor and the required torque of the rear motor according to the set torque distribution ratio when both the required torque of the rear motor and the actual torque of the rear motor are within the torque zero-crossing range.

[0125] If at least one of the required torque of the rear motor and the actual torque of the rear motor is not within the torque zero-crossing range, adjust the required torque of the front motor and the required torque of the rear motor according to the preset data allocation table and the current throttle opening of the vehicle; the preset data allocation table includes at least: motor speed, throttle opening and corresponding gradient value;

[0126] The front motor is controlled to rotate according to the adjusted torque demand of the front motor, and the rear motor is controlled to rotate according to the adjusted torque demand of the rear motor.

[0127] Among them, the type of module 1 is, for example, a CAN communication module; and the type of module 2 is, for example, a vehicle controller.

[0128] Example 3

[0129] A server includes a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, it implements the steps of a new energy vehicle torque zero-crossing control method as described in the above embodiments.

[0130] In this embodiment, as Figure 3 As shown, the server 500 includes a CPU (Central Processing Unit) 501, which can perform various appropriate actions and processes based on programs stored in ROM (Read-Only Memory) 502 or programs loaded from storage into RAM (Random Access Memory) 503. RAM 503 also stores various programs and data required for system operation. The CPU 501, ROM 502, and RAM 503 are interconnected via a bus 504. An I / O (Input / Output) interface 505 is also connected to the bus 504.

[0131] The following components are connected to I / O interface 505: an input section 506 including a keyboard, mouse, etc.; an output section 507 including a cathode ray tube (CRT), liquid crystal display (LCD), etc., and speakers, etc.; a storage section 508 including a hard disk, etc.; and a communication section 509 including a network interface card such as a LAN card, modem, etc. The communication section 509 performs communication processing via a network such as the Internet. A drive is also connected to I / O interface 505 as needed. A removable medium 511, such as a disk, optical disk, magneto-optical disk, semiconductor memory, etc., is installed on drive 510 as needed so that computer programs read from it can be installed into storage section 508 as needed.

[0132] In particular, according to embodiments of the present invention, the above-described reference process Figure 1 The described process can be implemented as a computer software program. For example, Embodiment 3 of the present invention includes a computer program product comprising a computer program carried on a computer-readable medium, the computer program containing program code for performing the methods shown in the flowchart. In such an embodiment, the computer program can be downloaded and installed from a network via a communication component, and / or installed from a removable medium. When the computer program is executed by the CPU (Central Processing Unit) 501, it performs the functions defined in the system of the present invention.

[0133] It should be noted that the computer-readable medium shown in this invention can be a computer-readable signal medium, a computer-readable storage medium, or any combination thereof. A computer-readable storage medium can be, for example,—but not limited to—an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination thereof. More specific examples of a computer-readable storage medium may include, but are not limited to: an electrical connection having one or more wires, a portable computer disk, a hard disk, RAM (random access memory), ROM (read-only memory), erasable programmable read-only memory (EPROM or flash memory), optical fiber, portable compact disk read-only memory (CD-ROM), optical storage device, magnetic storage device, or any suitable combination thereof. In this invention, a computer-readable storage medium can be any tangible medium containing or storing a program that can be used by or in conjunction with an instruction execution system, apparatus, or device. In this invention, a computer-readable signal medium can include a data signal propagated in baseband or as part of a carrier wave, carrying computer-readable program code. Such propagated data signals can take various forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination thereof. Computer-readable signal media can also be any computer-readable medium other than computer-readable storage media, which can send, propagate, or transmit a program for use by or in connection with an instruction execution system, apparatus, or device. The program code contained on the computer-readable medium can be transmitted using any suitable medium, including but not limited to: wireless, wire, optical fiber, RF, etc., or any suitable combination thereof.

[0134] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to various embodiments of the present invention. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of code containing one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions indicated in the blocks may occur in a different order than those indicated in the drawings. For example, two consecutively indicated blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in a block diagram or flowchart, and combinations of blocks in a block diagram or flowchart, may be implemented using a dedicated hardware-based system that performs the specified function or operation, or using a combination of dedicated hardware and computer instructions.

[0135] The units described in the embodiments of the present invention can be implemented in software or hardware, and the described units can also be located in a processor. The names of these units do not necessarily limit the specific unit itself. The described units or modules can also be located in a processor; for example, a processor can be described as including a first generation module, an acquisition module, a search module, a second generation module, and a merging module. The names of these units or modules do not necessarily limit the specific unit or module itself; for example, the acquisition module can also be described as "an acquisition module for acquiring multiple instances to be probed in the base table".

[0136] Example 4

[0137] The present invention also provides a computer-readable storage medium, which may be included in the electronic device described in the above embodiments; or it may exist independently and not assembled into the electronic device. The computer-readable storage medium carries one or more programs, which, when executed by the electronic device, cause the electronic device to implement a method for zero-crossing torque control of a new energy vehicle as described in the above embodiments.

[0138] The above description is merely a preferred embodiment of the present invention and an explanation of the technical principles employed. Those skilled in the art should understand that the scope of the invention is not limited to the specific combination of the above-described technical features, but also includes other technical solutions formed by arbitrary combinations of the above-described technical features or their equivalents without departing from the inventive concept. For example, technical solutions formed by substituting the above-described features with (but not limited to) technical features with similar functions disclosed in this invention.

Claims

1. A method for controlling the zero-crossing torque of a new energy vehicle, characterized in that, Includes the following steps: Obtain the vehicle's current throttle opening, actual torque of the rear motor, required torque of the rear motor, and torque zero-crossing range; When it is determined that both the required torque of the rear motor and the actual torque of the rear motor are within the torque zero-crossing range, the required torque of the front motor and the required torque of the rear motor are adjusted according to the set torque distribution ratio. When it is determined that at least one of the required torque of the rear motor and the actual torque of the rear motor is not within the torque zero-crossing range, the required torque of the front motor and the required torque of the rear motor are adjusted according to the preset data allocation table and the current throttle opening of the vehicle. The preset data allocation table includes at least: motor speed, throttle opening, and corresponding gradient values; The front motor is controlled to rotate according to the adjusted torque demand of the front motor, and the rear motor is controlled to rotate according to the adjusted torque demand of the rear motor. After adjusting the required torque of the front motor and the required torque of the rear motor, and before controlling the rotation of the rear motor according to the adjusted required torque of the rear motor, the following steps are also included: Obtain the first gradient value; The original torque of the rear motor is calculated based on the first gradient value and the adjusted required torque of the rear motor. Obtain the rated torque of the motor after the change; When it is determined that the original torque of the rear motor is less than the rated torque of the rear motor, the rear motor is controlled to rotate according to the original torque of the rear motor. By using the original torque of the rear motor to control the rotation of the rear motor, the vehicle torque changes faster in the non-torque zero-crossing range, or the vehicle torque changes slower in the torque zero-crossing range, so that the torque of the rear motor crosses zero more smoothly.

2. The method for controlling the zero-crossing torque of a new energy vehicle according to claim 1, characterized in that, Obtaining the first gradient value involves the following steps: When both the required torque of the rear motor and the actual torque of the rear motor are within the torque zero-crossing range, a first preset data sub-table is obtained; the first preset data sub-table includes at least: motor speed, motor torque and corresponding torque slope; When at least one of the required torque of the rear motor and the actual torque of the rear motor is not within the torque zero-crossing range, a second preset data sub-table is obtained; the second preset data sub-table includes at least: motor speed, accelerator pedal opening and corresponding torque slope. Obtain the torque slope based on the first preset data sub-table or the second preset data sub-table; Obtain a preset speed-aperture data table; the preset speed-aperture data table includes at least: motor speed, accelerator pedal opening, and corresponding accelerator correction factor; Based on the preset speed-opening data table, obtain the throttle correction factor; The first gradient value is calculated based on the torque slope and the throttle correction factor.

3. The method for controlling the zero-crossing torque of a new energy vehicle according to claim 1, characterized in that, After controlling the rotation of the rear motor according to its original torque, the following steps are also included: The torque acceleration and deceleration speed of the motor is adjusted based on the time filtering coefficient.

4. The method for controlling the zero-crossing torque of a new energy vehicle according to claim 1, characterized in that, After determining that both the required torque of the rear motor and the actual torque of the rear motor are within the torque zero-crossing range, and before adjusting the required torque of the front motor and the required torque of the rear motor according to the set torque distribution ratio, the following steps are also included: Get the vehicle's current speed; When the vehicle's current speed is determined to be within the preset speed range, the required torque of the front motor and the required torque of the rear motor are adjusted according to the set torque distribution ratio.

5. The method for controlling the zero-crossing torque of a new energy vehicle according to claim 4, characterized in that, The lower limit of the preset speed range is the minimum speed when the vehicle is in energy recovery mode.

6. The method for controlling the zero-crossing torque of a new energy vehicle according to claim 1, characterized in that, Obtaining the required torque of the rear motor specifically includes the following steps: Obtain the historical torque of the motor and the corresponding historical speed of the motor; Based on the historical torque and historical speed of the motor, the corresponding second gradient value is queried from the second preset data table; the second preset data table includes at least: the motor speed after the previous cycle, the motor torque after the previous cycle, and the corresponding second gradient value; Based on the historical torque of the motor and the second gradient value, the historical original torque is calculated and used as the current required torque for the rear motor.

7. A torque zero-crossing control system for a new energy vehicle, capable of implementing the torque zero-crossing control method for a new energy vehicle as described in any one of claims 1 to 6, characterized in that, The control system includes: The acquisition module is configured to acquire the vehicle's current throttle opening, the actual torque of the rear motor, the required torque of the rear motor, and the torque zero-crossing range. The processing module is configured to adjust the required torque of the front motor and the required torque of the rear motor according to a set torque distribution ratio when both the required torque of the rear motor and the actual torque of the rear motor are within the torque zero-crossing range. When it is determined that at least one of the required torque of the rear motor and the actual torque of the rear motor is not within the torque zero-crossing range, the required torque of the front motor and the required torque of the rear motor are adjusted according to a preset data allocation table and the current throttle opening of the vehicle; the preset data allocation table includes at least: motor speed, throttle opening and corresponding gradient value; The front motor is controlled to rotate according to the adjusted torque demand of the front motor, and the rear motor is controlled to rotate according to the adjusted torque demand of the rear motor.

8. A server, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the computer program, it implements the steps of the method for zero-crossing torque control of a new energy vehicle as described in any one of claims 1 to 6.

9. A computer-readable storage medium storing a computer program, characterized in that, When the computer program is executed by the processor, it implements the steps of the method for zero-crossing torque control of a new energy vehicle as described in any one of claims 1 to 6.

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