Torque control method, device, equipment and vehicle
By obtaining the upper limit and actual speed of the motor, the target torque is determined and the motor is controlled to reduce torque, which solves the problem of abnormal noise when the vehicle hits speed bumps or obstacles, and improves the driving experience.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Patents(China)
- Current Assignee / Owner
- GREAT WALL MOTOR CO LTD
- Filing Date
- 2022-06-15
- Publication Date
- 2026-04-28
AI Technical Summary
When a vehicle driven by a pure electric motor is in motion, if the wheels hit a speed bump or obstacle, the motor speed will increase rapidly, producing a violent impact noise that affects the user's driving experience.
By obtaining the upper limit of the motor's speed and the actual speed, the need to reduce torque is determined, and the motor is controlled to reduce the torque to the target torque, thus avoiding impact noise caused by excessive front wheel speed.
It effectively reduces impact noise when the vehicle accelerates over speed bumps, improving the user's driving experience.
Smart Images
Figure CN117261613B_ABST
Abstract
Description
Technical Field
[0001] This application relates to the field of vehicles, and in particular to a torque control method, device, equipment, and vehicle. Background Technology
[0002] When a vehicle is driven purely by its electric motor, significant impact noises can occur in certain scenarios. For example, when a vehicle accelerates over a speed bump or passes an obstacle, the wheels may briefly lift off the ground after impacting the speed bump or obstacle. During this time, the wheels lose traction. Because the electric motor has a large driving force and relatively small inertia, the rotational speed of the wheels and motor increases rapidly. When the wheels touch the ground again, the road surface pulls the rotational speed of the wheels and motor back up quickly. In this process, the driving torque and inertial torque of the electric motor collide violently with the road surface's traction torque, resulting in significant impact noises inside the transmission and in the powertrain mountings.
[0003] Loud impact noises can detract from the user's driving experience; therefore, a solution is urgently needed to address these issues. Summary of the Invention
[0004] This application provides a torque control method, apparatus, device, and vehicle.
[0005] In a first aspect, embodiments of this application provide a torque control method, the method comprising:
[0006] Obtain the upper limit of the motor's speed and the actual speed of the motor;
[0007] When the actual rotational speed is higher than the upper limit of rotational speed, it is determined that there is a need to reduce torque;
[0008] The target torque is determined based on the upper limit of the motor's speed and the motor's actual speed;
[0009] The motor is controlled to reduce its torque to the target torque.
[0010] Optionally, the target torque is determined based on the upper limit of the motor's speed and the motor's actual speed, including:
[0011] The motor speed regulation torque is determined based on the upper speed limit and the actual speed.
[0012] Based on the motor speed regulation torque and torque reduction coefficient, the motor torque reduction torque is obtained;
[0013] The target torque is obtained by subtracting the reduced torque of the motor from the required torque of the motor.
[0014] Optionally, the torque reduction coefficient is sent from the vehicle controller to the motor controller.
[0015] Optionally, the torque reduction coefficient is determined by the vehicle controller based on the vehicle's accelerator pedal opening and the vehicle's reference speed.
[0016] Optionally, obtaining the upper limit of the motor's rotational speed includes:
[0017] Receive the upper limit of the rotational speed sent by the vehicle controller.
[0018] Optionally, the vehicle controller determines the upper speed limit in the following manner:
[0019] Determine the vehicle's reference speed, target slip ratio, motor reduction ratio, and tire radius;
[0020] Based on the reference vehicle speed, target slip ratio, motor reduction ratio, and tire radius, the upper limit of motor speed is determined.
[0021] Secondly, embodiments of this application provide a torque control device, the device comprising:
[0022] An acquisition unit is used to acquire the upper limit of the motor's rotational speed and the actual rotational speed of the motor;
[0023] The first determining unit is configured to determine that there is a need to reduce torque when the actual rotational speed is higher than the upper limit of the rotational speed;
[0024] The second determining unit is used to determine the target torque based on the upper limit of the motor speed and the actual speed of the motor;
[0025] A control unit is used to control the motor to reduce the torque to the target torque.
[0026] Optionally, the second determining unit is used for:
[0027] The motor speed regulation torque is determined based on the upper speed limit and the actual speed.
[0028] Based on the motor speed regulation torque and torque reduction coefficient, the motor torque reduction torque is obtained;
[0029] The target torque is obtained by subtracting the reduced torque of the motor from the required torque of the motor.
[0030] Optionally, determining the motor speed regulating torque based on the upper speed limit and the actual speed includes:
[0031] Determine the difference between the upper limit of the rotational speed and the actual rotational speed;
[0032] Based on the difference, the motor speed regulating torque is determined.
[0033] Optionally, the motor torque reduction torque is obtained based on the motor speed regulation torque and the torque reduction coefficient:
[0034] The product of the motor speed regulation torque and the torque reduction coefficient is determined as the motor torque reduction torque.
[0035] Optionally, the torque reduction coefficient is sent to the motor controller by other controllers, or the torque reduction coefficient is determined by the motor controller based on at least one first parameter.
[0036] Optionally, the at least one first parameter includes: the accelerator pedal opening of the vehicle and the reference vehicle speed.
[0037] Optionally, obtaining the upper limit of the motor's rotational speed includes:
[0038] Receive the upper limit of rotational speed sent by other controllers, or,
[0039] The upper limit of the rotational speed is determined based on at least one second parameter.
[0040] Optionally, the at least one second parameter includes: the vehicle's reference speed, target slip ratio, motor reduction ratio, and tire radius.
[0041] Thirdly, embodiments of this application provide an electronic device, the electronic device including: a processor, a memory, and a system bus; the processor and the memory are connected via the system bus; the memory is used to store one or more programs, the one or more programs including instructions, the instructions causing the processor to perform the method described in any of the first aspects above when executed by the processor.
[0042] Fourthly, embodiments of this application provide a vehicle, the vehicle including: a motor controller that performs the method described in any one of the first aspects above.
[0043] Fifthly, embodiments of this application provide a computer-readable storage medium storing instructions that, when executed on a terminal device, cause the terminal device to perform the method described in any of the first aspects above.
[0044] Compared with the prior art, the embodiments of this application have the following advantages:
[0045] This application provides a torque control method, which, in one example, can be executed by a motor controller. The motor controller can determine a need to reduce torque. Specifically, the motor controller can obtain the upper limit of the motor's rotational speed and the actual rotational speed of the motor. When the actual rotational speed is higher than the upper limit, it determines a need to reduce torque. Further, after determining the need to reduce torque, the motor controller can determine a target torque based on the upper limit of the motor's rotational speed and the actual rotational speed of the motor. This target torque is used to reduce the rotational speed of the motor. Further, the motor controller can control the motor to reduce the torque to the target torque. Using this solution, the motor controller can automatically control the torque reduction, thereby avoiding excessive front wheel speed and resulting in significant impact noise when the vehicle accelerates over speed bumps, further improving the user's driving experience. Attached Figure Description
[0046] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments recorded in this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.
[0047] Figure 1 A schematic diagram of the structure of a control system provided in an embodiment of this application;
[0048] Figure 2 A schematic flowchart of a torque control method provided in an embodiment of this application;
[0049] Figure 3 This is a schematic diagram of the structure of a torque control device provided in an embodiment of this application. Detailed Implementation
[0050] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present application.
[0051] The various non-limiting embodiments of this application will now be described in detail with reference to the accompanying drawings.
[0052] Exemplary methods
[0053] Before introducing the torque control method provided in the embodiments of this application, we will first briefly introduce several controllers on the vehicle.
[0054] See Figure 1 This figure is a schematic diagram of the structure of a control system provided in an embodiment of this application. Figure 1 As shown, the control system includes: Electronic Stability Program (ESP) controller 101, vehicle control unit (VCU) 102, and motor control unit (MCU) 103. The vehicle control unit can also be referred to as the vehicle controller, and the motor control unit can also be referred to as the motor controller.
[0055] Both the ESP controller 101 and the motor controller 103 can interact with the vehicle controller 102.
[0056] The ESP controller 101 can be used to collect vehicle speed signals and wheel speed signals, and can send the collected vehicle speed signals and wheel speed signals to the vehicle controller 102;
[0057] The vehicle controller 102 can send relevant information (such as the upper limit of motor speed mentioned below) to the motor controller 103;
[0058] The motor controller 103 is used to control the motor, for example, to control the torque of the motor.
[0059] It should be noted that, Figure 1 This is just a schematic diagram of a controller system. In reality, the controller that interacts with the motor controller can be any controller other than the vehicle controller. This application does not make any specific limitations on this embodiment.
[0060] Next, combined Figure 2 The torque control method executed by the motor controller 103 is introduced.
[0061] See Figure 2 The figure is a schematic flowchart of a torque control method provided in an embodiment of this application.
[0062] Figure 2 The torque control method shown may include the following steps S101-S104.
[0063] S101: Obtain the upper limit of the motor speed and the actual speed of the motor.
[0064] The motor controller can collect the actual speed of the motor, thereby obtaining the actual speed of the motor.
[0065] In one example, the motor controller can receive the upper speed limit sent by other controllers (e.g., the vehicle controller). In another example, after receiving the upper speed limit, the motor controller can store it, and correspondingly, it can read the pre-stored upper speed limit. In this case, the motor controller can further execute S102 to determine if there is a need to reduce torque based on its own collected actual speed and the upper speed limit sent by other controllers. Since the motor controller receives the upper speed limit from other controllers, it does not need to calculate the upper speed limit itself. Consequently, the motor controller does not need to collect the parameters for calculating the upper speed limit (i.e., at least one second parameter described below), thereby saving the motor controller's resources. Other controllers can determine the upper speed limit based on at least one second parameter. The at least one second parameter may include the vehicle's reference speed, target slip ratio, motor reduction ratio, and tire radius. In another example, the motor controller can determine the upper speed limit based on at least one second parameter. In this case, the motor controller can collect the actual speed itself and determine the upper speed limit based on the at least one second parameter, thereby further executing S102 to determine if there is a need to reduce torque. The motor controller itself determines the upper speed limit based on at least one second parameter, thereby ensuring the reliability of the upper speed limit.
[0066] In one example, determining the upper limit of the rotational speed based on the at least one second parameter can be achieved through the following steps A1-A2.
[0067] A1: Determine the vehicle's reference speed, target slip ratio, motor reduction ratio, and tire radius.
[0068] In one example, considering that the vehicle's actual speed is close to the wheel speed of the driven wheels, the vehicle control can determine the vehicle's reference speed based on the wheel speed of the driven wheels and the overall vehicle speed. Here, the front wheels are the drive wheels, and the rear wheels are the driven wheels.
[0069] In one example, the reference vehicle speed can be obtained using the following formula (1).
[0070] Ref_VehSpd=Min(VehSpd,(RRWheelSpd+RLWheelSpd) / 2) Formula (1)
[0071] In formula (1):
[0072] Ref_VehSpd is the reference vehicle speed;
[0073] VehSpd represents the vehicle speed, which can be collected by the ESP controller and sent to the vehicle controller.
[0074] RRWheelSpd is the right rear wheel speed, which can be collected by the ESP controller and sent to the vehicle controller. The rear wheel is the driven wheel.
[0075] RLWheelSpd is the speed of the left rear wheel, which can be collected by the ESP controller and sent to the vehicle controller.
[0076] In one example, to make the reference vehicle speed smoother, the reference vehicle speed over a period of time can be filtered, as shown in formula (2).
[0077] Ref_VehSpdFild=Filter(Ref_VehSpd) formula (2)
[0078] In this case, the Ref_VehSpdFild obtained by filtering in formula (2) can be used as the reference vehicle speed.
[0079] In one example, the vehicle controller can derive the target slip ratio based on a first slip ratio, a second slip ratio, a third slip ratio, and a fourth slip ratio. For instance, the vehicle controller can determine the target slip ratio as the sum of the first slip ratio, the second slip ratio, the third slip ratio, and the fourth slip ratio. Wherein:
[0080] The first slip ratio can be determined based on the aforementioned reference vehicle speed (e.g., Ref_VehSpd or Ref_VehSpdFild) and throttle opening. For example, after determining the reference vehicle speed and throttle opening, the first slip ratio can be determined using the corresponding relationship shown in Table 1 below.
[0081] Table 1
[0082]
[0083] The second slip ratio can be determined based on the aforementioned reference vehicle speed (e.g., Ref_VehSpd or Ref_VehSpdFild) and the steering wheel angle. For example, after determining the reference vehicle speed and steering wheel angle, the second slip ratio can be determined using the corresponding relationship shown in Table 2 below.
[0084] Table 2
[0085]
[0086] The third slip ratio can be determined based on the aforementioned reference vehicle speed (e.g., Ref_VehSpd or Ref_VehSpdFild) and road slope. For example, after determining the reference vehicle speed and road slope, the third slip ratio can be determined using the corresponding relationship shown in Table 3 below.
[0087] Table 3
[0088]
[0089] The fourth slip ratio can be determined based on the aforementioned reference vehicle speed (e.g., Ref_VehSpd or Ref_VehSpdFild) and the difference in wheel speed between the left and right front wheels. For example, after determining the reference vehicle speed and the difference in wheel speed between the left and right front wheels, the fourth slip ratio can be determined using the corresponding relationship shown in Table 4 below.
[0090] Table 4
[0091]
[0092] In this embodiment, the motor reduction ratio and tire radius can be determined at the time the vehicle leaves the factory and are fixed parameters.
[0093] A2: Based on the reference vehicle speed, target slip ratio, motor reduction ratio, and tire radius, determine the upper limit of motor speed.
[0094] In one example, the upper limit of motor speed can be determined based on reference vehicle speed, target slip ratio, motor reduction ratio, tire radius, and a specific coefficient. For example, the upper limit of motor speed can be determined using the following formula (3).
[0095] Ref_TMSpeedUpperLimit=Ref_VehSpdFild*TMGearRatio / k1 / WheelRadius*(1+TargetSlippingRate) Formula (3)
[0096] In formula (3):
[0097] Ref_TMSpeedUpperLimit is the upper limit of the motor's speed;
[0098] Ref_VehSpdFild is the reference vehicle speed;
[0099] TMGearRatio is the motor reduction ratio;
[0100] WheelRadius is the tire radius;
[0101] TargetSlippingRate is the target slip ratio;
[0102] k1 is a coefficient; for example, the value of k1 is 0.377.
[0103] S102: It is determined that there is a need to reduce torque.
[0104] In one example, the motor controller can determine that there is a need to reduce torque when the actual speed of the motor is higher than the upper limit of the motor speed.
[0105] In another example, the motor controller can determine a need to reduce torque based on instructions sent by other controllers (e.g., the vehicle controller). For instance, if the vehicle controller determines a need to reduce torque, it sends instructions to the motor controller to reduce the motor's torque. Accordingly, the motor controller can then determine a need to reduce torque based on these instructions. In one example, the vehicle controller can determine whether a need to reduce torque is present based on the vehicle's operating conditions.
[0106] In another example, the motor controller can determine whether there is a need to reduce torque based on the vehicle's operating conditions.
[0107] As an example, when a vehicle accelerates over a speed bump, the following conditions are generally met:
[0108] The vehicle is in drive.
[0109] ESP is running;
[0110] The steering wheel angle is within a certain range, for example, -60 degrees to 60 degrees;
[0111] The road surface slope is less than or equal to a preset slope threshold, for example, the road surface slope is less than or equal to 8%.
[0112] The speed difference of the driving wheel is within a preset range, for example, less than 1.5 kilometers per hour (kps);
[0113] The reference speed of the vehicle is within a preset speed range, for example, 15kps-60kps;
[0114] The accelerator pedal opening is within a preset pedal opening range, such as 30%-100%.
[0115] In addition, considering that ESP also has a certain torque adjustment function, in order to avoid the torque adjustment function of ESP conflicting with the torque adjustment method of this solution, the torque adjustment function of ESP can be turned off when using the solution of this application embodiment.
[0116] In addition, considering that the motor torque will also be adjusted when the vehicle is operating in special road condition mode, in order to avoid the aforementioned adjustment of motor torque conflicting with the torque adjustment method of this solution, the solution of this application embodiment can be used when the aforementioned special road condition mode is not activated.
[0117] Therefore, in one example, the vehicle controller or motor controller can determine the need to reduce torque when all of the following conditions are met: the vehicle is in forward gear, ESP is running, the torque adjustment function of ESP is not activated, the steering wheel angle is within a certain range, the road slope is less than or equal to a preset slope threshold, the wheel speed difference of the drive wheels is within a preset range, the special road condition mode is not activated, the reference speed of the vehicle is within a preset speed range, and the accelerator pedal opening is within a preset pedal opening range.
[0118] Regarding the special road condition mode, it should be noted that, in one example, the special road condition mode can be a "bad road mode," and in another example, the special road condition mode is activated when the following conditions are met:
[0119] The vehicle's speed is below a certain threshold, such as 60 kps;
[0120] The oscillation frequency of the motor speed is within a specific range, such as 7 to 20 Hz;
[0121] The special road condition mode is activated when the amplitude of the motor speed oscillation exceeds a specific threshold, such as 450 revolutions per minute (rpm).
[0122] S103: Determine the target torque based on the upper limit of the motor's speed and the motor's actual speed.
[0123] In this embodiment, the target torque is less than the current torque of the vehicle, and the target torque is greater than or equal to 0. This is because the torque is positive when the vehicle is accelerating. Although this solution can reduce the torque, it will not reduce the torque to a negative value (a negative value corresponds to a deceleration condition).
[0124] S103 can be implemented in several ways. The following describes two possible implementation methods.
[0125] The first implementation method is to obtain the target torque through the following steps B1-B2.
[0126] B1: Based on the upper limit of the motor speed and the actual speed of the motor, the target torque reduction coefficient is obtained.
[0127] In one example, the target torque reduction coefficient can be determined based on the ratio of the motor's actual speed to its maximum speed limit. For instance, the correspondence between the aforementioned ratio and the torque reduction coefficient can be pre-defined, and then, based on the ratio of the motor's actual speed to its maximum speed limit, the correspondence can be looked up to obtain the target torque reduction coefficient.
[0128] In another example, the target torque reduction coefficient can be determined by combining the upper limit of the motor's speed, the actual speed of the motor, and the torque reduction coefficient from the vehicle controller.
[0129] For example, the target torque reduction coefficient can be obtained by combining the following formulas (4)-(6).
[0130] Factor_Raw=Min(1,(Ref_TMSpeedUpperLimit / ActSpd)) Formula (4)
[0131] Factor_Raw2=Lookup Table(Factor_Raw) formula (5)
[0132] Factor = Min(1, Factor_Raw2 * Torque Reduction Coefficient) Formula (6)
[0133] In formulas (4)-(6):
[0134] Ref_TMSpeedUpperLimit is the upper limit of the motor's speed;
[0135] ActSpd is the actual speed of the motor;
[0136] Lookup Table is a table lookup operation. In one example, the table corresponding to this lookup operation can be shown in Table 5 below. By using the lookup operation, we can determine the Factor_Raw2 corresponding to Factor_Raw.
[0137] Both Factor_Raw and Factor_Raw2 are intermediate variables;
[0138] Factor is the target torque reduction coefficient.
[0139] Table 5
[0140] Factor_Raw 0 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1 Factor_Raw2 0.2 0.2 0.2 0.2 0.2 0.4 0.6 0.8 1
[0141] B2: The target torque is obtained based on the target torque reduction coefficient and the actual torque of the motor.
[0142] In one example, the target torque reduction coefficient can be a number less than 1. After obtaining the target torque reduction coefficient, the product of the actual torque and the target torque reduction coefficient can be used as the target torque.
[0143] Regarding the aforementioned torque reduction coefficient, it should be noted that the torque reduction coefficient can be determined by other controllers (such as the vehicle controller) and then sent to the motor controller.
[0144] In one example, the vehicle controller can determine the torque reduction coefficient based on at least one first parameter, which may include the vehicle's accelerator pedal opening and the vehicle's reference speed. For example, the vehicle controller can determine the torque reduction coefficient based on a pre-determined correspondence between the vehicle's accelerator pedal opening, the vehicle's reference speed, and the torque reduction coefficient. Then, the vehicle controller can use the vehicle's accelerator pedal opening and the vehicle's reference speed as indexes to look up the corresponding relationship. The correspondence between the vehicle's accelerator pedal opening, the vehicle's reference speed, and the torque reduction coefficient can be pre-calibrated, and may be as shown in Table 6 below.
[0145] Table 6
[0146]
[0147] The second method of implementation is to obtain the target torque through the following steps C1-C3.
[0148] C1: Determine the motor speed regulation torque based on the upper speed limit and the actual speed.
[0149] In one example, the motor controller can first determine the difference between the upper speed limit and the actual speed, and then determine the motor speed regulation torque based on the difference. As an example, the motor controller can send the difference between the upper speed limit and the actual speed to a proportional-integral controller (PI controller) in the vehicle. Upon receiving the difference, the PI controller can obtain the motor speed regulation torque based on the difference. Further, the PI controller can send the motor speed regulation torque to the motor controller.
[0150] C2: Based on the motor speed regulation torque and torque reduction coefficient, the motor torque reduction torque is obtained.
[0151] The torque reduction coefficient mentioned here can be sent to the motor controller by other controllers (e.g., the vehicle controller). For example, the vehicle controller can determine the torque reduction coefficient based on at least one first parameter and then send it to the motor controller. In this case, the motor controller can further execute step C2 to obtain the reduced torque of the motor based on the motor speed regulation torque and the torque reduction coefficient sent by other controllers. Since the motor controller receives the torque reduction coefficient from other controllers, it does not need to calculate the torque reduction coefficient itself. Consequently, the motor controller does not need to collect at least one first parameter to calculate the torque reduction coefficient, thus saving the motor controller's resources. Alternatively, the torque reduction coefficient can be determined by the motor controller based on at least one first parameter, which may include the accelerator pedal opening and the vehicle's reference speed. In this case, the motor controller can further execute step C2 to obtain the reduced torque of the motor based on the motor speed regulation torque and the torque reduction coefficient it calculates itself. The motor controller's determination of the torque reduction coefficient based on at least one first parameter ensures the reliability of the torque reduction coefficient, and consequently, ensures the reliability of the calculated reduced torque of the motor.
[0152] For details on the specific implementation of determining the torque reduction coefficient based on at least one first parameter, please refer to the relevant description section above, which will not be repeated here.
[0153] In one example, the motor controller can determine the motor torque reduction by multiplying the motor speed regulation torque and the torque reduction coefficient.
[0154] C3: Subtract the reduced torque of the motor from the required torque of the motor to obtain the target torque.
[0155] S104: Control the motor to reduce the torque to the target torque.
[0156] After the motor controller determines the target torque, it can control the motor to reduce the motor torque to the target torque. For example, the target torque can be set as the motor's required torque, thereby controlling the motor to adjust its torque to the target torque.
[0157] As described above, using the solution provided in this application embodiment, when the actual speed of the motor exceeds its upper speed limit, the front wheel speed may become too high, leading to significant impact noise. Therefore, when the actual speed of the motor exceeds its upper speed limit, the motor controller determines the need to reduce torque. Based on the upper speed limit and the actual speed, it obtains the target torque for the motor and further controls the motor to reduce the torque to the target torque. Reducing the torque to the target torque lowers the motor speed. Consequently, when the vehicle accelerates over speed bumps, the reduced torque lowers the motor speed, thus preventing excessive front wheel speed and significant impact noise, further improving the user's driving experience.
[0158] Exemplary device
[0159] Based on the methods provided in the above embodiments, this application also provides an apparatus, which will be described below with reference to the accompanying drawings.
[0160] See Figure 3 The figure is a schematic diagram of the structure of a torque control device provided in an embodiment of this application. Figure 3 The torque control device 300 shown can be applied to a motor controller to perform the steps executed by the motor controller in the above method embodiments.
[0161] The device 300 may specifically include, for example, an acquisition unit 301, a first determination unit 302, a second determination unit 303, and a control unit 304.
[0162] The acquisition unit 301 is used to acquire the upper limit of the motor speed and the actual speed of the motor;
[0163] The first determining unit 302 is used to determine that there is a need to reduce torque when the actual rotational speed is higher than the upper limit of rotational speed;
[0164] The second determining unit 303 is used to determine the target torque based on the upper limit of the motor speed and the actual speed of the motor.
[0165] Control unit 304 is used to control the motor to reduce the torque to the target torque.
[0166] Optionally, the second determining unit 303 is used for:
[0167] The motor speed regulation torque is determined based on the upper speed limit and the actual speed.
[0168] Based on the motor speed regulation torque and torque reduction coefficient, the motor torque reduction torque is obtained;
[0169] The target torque is obtained by subtracting the reduced torque of the motor from the required torque of the motor.
[0170] Optionally, determining the motor speed regulating torque based on the upper speed limit and the actual speed includes:
[0171] Determine the difference between the upper limit of the rotational speed and the actual rotational speed;
[0172] Based on the difference, the motor speed regulating torque is determined.
[0173] Optionally, the motor torque reduction torque is obtained based on the motor speed regulation torque and the torque reduction coefficient:
[0174] The product of the motor speed regulation torque and the torque reduction coefficient is determined as the motor torque reduction torque.
[0175] Optionally, the torque reduction coefficient is sent to the motor controller by other controllers, or the torque reduction coefficient is determined by the motor controller based on at least one first parameter.
[0176] Optionally, the at least one first parameter includes: the accelerator pedal opening of the vehicle and the reference vehicle speed.
[0177] Optionally, obtaining the upper limit of the motor's rotational speed includes:
[0178] Receive the upper limit of rotational speed sent by other controllers, or,
[0179] The upper limit of the rotational speed is determined based on at least one second parameter.
[0180] Optionally, the at least one second parameter includes: the vehicle's reference speed, target slip ratio, motor reduction ratio, and tire radius.
[0181] Since the device 300 is a device corresponding to the method provided in the above method embodiments, the specific implementation of each unit of the device 300 is based on the same concept as the above method embodiments. Therefore, the specific implementation of each unit of the device 300 can be referred to the relevant descriptions in the above method embodiments, and will not be repeated here.
[0182] This application also provides an electronic device, which includes: a processor, a memory, and a system bus; the processor and the memory are connected via the system bus; the memory is used to store one or more programs, the one or more programs including instructions, which, when executed by the processor, cause the processor to perform the method described in any of the above method embodiments.
[0183] This application provides a vehicle, the vehicle comprising:
[0184] The motor controller mentioned in the above method embodiments.
[0185] This application provides a computer-readable storage medium storing instructions that, when executed on a terminal device, cause the terminal device to perform any of the methods described in the above embodiments.
[0186] Other embodiments of this application will readily occur to those skilled in the art upon consideration of the specification and practice of the invention disclosed herein. This application is intended to cover any variations, uses, or adaptations of this application that follow the general principles of this application and include common knowledge or customary techniques in the art not disclosed herein. The specification and examples are to be considered exemplary only, and the true scope and spirit of this application are indicated by the following claims.
[0187] It should be understood that this application is not limited to the precise structure described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of this application is limited only by the appended claims.
[0188] The above description is only a preferred embodiment of this application and is not intended to limit this application. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the protection scope of this application.
Claims
1. A torque control method, characterized in that, Applied to a motor controller, the method includes: Obtain the upper limit of the motor's speed and the actual speed of the motor; When the actual rotational speed is higher than the upper limit of rotational speed, it is determined that there is a need to reduce torque; The target torque is determined based on the upper limit of the motor's speed and the motor's actual speed; The motor is controlled to reduce its torque to the target torque; wherein: The upper limit of the rotational speed is determined based on a second parameter, which includes: the vehicle's reference speed, target slip ratio, motor reduction ratio, and tire radius. The target slip ratio is determined based on a first slip ratio, a second slip ratio, a third slip ratio, and a fourth slip ratio. The first slip ratio is determined based on the reference speed and throttle opening. The second slip ratio is determined based on the reference speed and steering wheel angle. The third slip ratio is determined based on the reference speed and road surface slope. The fourth slip ratio is determined based on the reference speed and the difference in wheel speed between the left and right front wheels.
2. The method according to claim 1, characterized in that, Based on the upper limit of the motor's speed and the motor's actual speed, the target torque is determined, including: The motor speed regulation torque is determined based on the upper speed limit and the actual speed. Based on the motor speed regulation torque and torque reduction coefficient, the motor torque reduction torque is obtained; The target torque is obtained by subtracting the reduced torque of the motor from the required torque of the motor.
3. The method according to claim 2, characterized in that, The process of determining the motor speed regulation torque based on the upper speed limit and the actual speed includes: Determine the difference between the upper limit of the rotational speed and the actual rotational speed; Based on the difference, the motor speed regulating torque is determined.
4. The method according to claim 2, characterized in that, The motor torque reduction is obtained based on the motor speed regulation torque and torque reduction coefficient: The product of the motor speed regulation torque and the torque reduction coefficient is determined as the motor torque reduction torque.
5. The method according to claim 2, characterized in that, The torque reduction coefficient is sent to the motor controller by other controllers, or the torque reduction coefficient is determined by the motor controller based on at least one first parameter.
6. The method according to claim 1, characterized in that, The process of obtaining the upper limit of the motor speed includes: Receive the upper limit of rotational speed sent by other controllers, or, The upper limit of the rotational speed is determined based on the second parameter.
7. A torque control device, characterized in that, Applied to a motor controller, the device includes: An acquisition unit is used to acquire the upper limit of the motor's rotational speed and the actual rotational speed of the motor; The first determining unit is configured to determine that there is a need to reduce torque when the actual rotational speed is higher than the upper limit of the rotational speed; The second determining unit is used to determine the target torque based on the upper limit of the motor speed and the actual speed of the motor; The control unit is used to control the motor to reduce the torque to the target torque; wherein: The upper limit of the rotational speed is determined based on a second parameter, which includes: the vehicle's reference speed, target slip ratio, motor reduction ratio, and tire radius. The target slip ratio is determined based on a first slip ratio, a second slip ratio, a third slip ratio, and a fourth slip ratio. The first slip ratio is determined based on the reference speed and throttle opening. The second slip ratio is determined based on the reference speed and steering wheel angle. The third slip ratio is determined based on the reference speed and road surface slope. The fourth slip ratio is determined based on the reference speed and the difference in wheel speed between the left and right front wheels.
8. An electronic device, characterized in that, The electronic device includes: a processor, a memory, and a system bus; the processor and the memory are connected via the system bus; the memory is used to store one or more programs, the one or more programs including instructions, which, when executed by the processor, cause the processor to perform the method according to any one of claims 1 to 6.
9. A vehicle, characterized in that, The vehicles include: A motor controller that performs the method according to any one of claims 1-6.
10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores instructions that, when executed on a terminal device, cause the terminal device to perform the method described in any one of claims 1 to 6.
Citation Information
Patent Citations
Electric vehicle torque control method and device and vehicle
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Vehicle driving anti-skid control method, device and equipment and storage medium
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