Torque control method, device, equipment and vehicle

Abstract

The application discloses a torque control method, which can be executed by a motor controller in one example. The motor controller can determine the demand of increasing torque, specifically, the motor controller can acquire the lower limit of the rotating speed of the motor and the actual rotating speed of the motor, and determine the demand of increasing torque when the actual rotating speed is lower than the lower limit of the rotating speed. Further, the motor controller can determine the target torque for increasing the rotating speed of the motor based on the lower limit of the rotating speed of the motor and the actual rotating speed of the motor. Further, the motor controller can control the motor to increase the torque to the target torque. By using the scheme, the motor controller can automatically control the torque increase, and accordingly, when the vehicle brakes through the deceleration zone, the rapid reduction of the front wheel speed can be avoided to cause a larger impact noise, and further, the driving experience of the user is improved.

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 driving purely on electric motor, significant impact noises can occur in certain scenarios. For example, when the vehicle brakes over a speed bump, or when it brakes while driving over an obstacle, the wheels will briefly lift off the ground after impacting the speed bump or obstacle. During this time, the wheels lose traction on the road surface. Because the electric motor has a large driving force and relatively small inertia, the rotational speed of both the wheels and the motor will drop rapidly. When the wheels touch the ground again, the driving torque and inertial torque of the motor will collide violently with the traction torque of the road surface, resulting in significant impact noises inside the transmission and 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 lower limit of the motor's speed and the actual speed of the motor;

[0007] When the actual rotational speed is lower than the lower limit of the rotational speed, it is determined that there is a need to increase the torque;

[0008] The target torque is determined based on the lower limit of the motor's speed and the motor's actual speed;

[0009] The motor is controlled to increase its torque to the target torque.

[0010] Optionally, the target torque is determined based on the lower limit of the motor's speed and the motor's actual speed, including:

[0011] The motor speed regulation torque is determined based on the lower speed limit and the actual speed.

[0012] Based on the motor speed regulation torque and torque increase coefficient, the motor torque increase is obtained;

[0013] The target torque is obtained by adding the required torque of the motor to the motor's torque-boosting torque.

[0014] Optionally, the torque multiplier is sent from the vehicle controller to the motor controller.

[0015] Optionally, the torque coefficient is determined by the vehicle controller based on the vehicle's brake pedal opening and the vehicle's reference speed.

[0016] Optionally, obtaining the lower limit of the motor speed includes:

[0017] Receive the lower speed limit sent by the vehicle controller.

[0018] Optionally, the vehicle controller determines the lower 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 lower limit of motor speed is determined.

[0021] Secondly, embodiments of this application provide a torque control device, the device comprising:

[0022] The acquisition unit is used to acquire the lower limit of the motor speed and the actual speed of the motor;

[0023] The first determining unit is used to determine that there is a need to increase torque when the actual rotational speed is lower than the lower limit of rotational speed;

[0024] The second determining unit is used to determine the target torque based on the lower limit of the motor speed and the actual speed of the motor.

[0025] A control unit is used to control the motor to increase 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 lower speed limit and the actual speed.

[0028] Based on the motor speed regulation torque and torque increase coefficient, the motor torque increase is obtained;

[0029] The target torque is obtained by adding the required torque of the motor to the motor's torque-boosting torque.

[0030] Optionally, determining the motor speed regulating torque based on the lower speed limit and the actual speed includes:

[0031] Determine the difference between the actual rotational speed and the lower limit of the rotational speed;

[0032] Based on the difference, the motor speed regulating torque is determined.

[0033] Optionally, the motor's torque increase is obtained based on the motor's speed regulation torque and torque increase coefficient:

[0034] The product of the motor speed regulation torque and the torque increase coefficient is determined as the motor torque increase.

[0035] Optionally, the torque increase coefficient is sent to the motor controller by another controller, or the torque increase coefficient is determined by the motor controller based on at least one first parameter.

[0036] Optionally, the at least one first parameter includes: the vehicle's brake pedal opening and the vehicle's reference speed.

[0037] Optionally, obtaining the lower limit of the motor speed includes:

[0038] Receive the lower speed limit sent by other controllers, or,

[0039] The lower 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 increase torque. Specifically, the motor controller can obtain the lower limit of the motor's speed and the actual speed of the motor. When the actual speed is lower than the lower limit, it determines a need to increase torque. Further, the motor controller can determine a target torque based on the lower limit of the motor's speed and the actual speed of the motor. This target torque is used to increase the speed of the motor. Further, the motor controller can control the motor to increase the torque to the target torque. Using this solution, the motor controller can automatically control the increase in torque. Consequently, when the vehicle brakes over a speed bump, it avoids a rapid decrease in front wheel speed, preventing significant impact noise and 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 lower 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 lower 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 lower speed limit sent by other controllers, such as the vehicle controller. In another example, after receiving the lower speed limit, the motor controller can store it, and correspondingly, it can read the pre-stored lower speed limit. In this case, the motor controller can further execute S102 to determine the need for increased torque based on its own collected actual speed and the lower speed limit sent by other controllers. Since the motor controller receives the lower speed limit from other controllers, it does not need to calculate the lower speed limit itself. Consequently, the motor controller does not need to collect the parameters for calculating the lower speed limit (i.e., at least one second parameter mentioned below), thereby saving the motor controller's resources. Other controllers can determine the lower 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 lower speed limit based on at least one second parameter. In this case, the motor controller can collect the actual speed itself and determine the lower speed limit based on the at least one second parameter, thereby further executing S102 to determine the need for increased torque. The motor controller itself determines the lower speed limit based on at least one second parameter, thus ensuring the reliability of the lower speed limit.

[0066] In one example, determining the lower 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 obtain the target slip ratio based on a first slip ratio, a second slip ratio, a third slip ratio, and a fourth slip ratio. For example, 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. In one example, to ensure that the target slip ratio is a value less than 1 and close to 1, the target slip ratio can be the smaller value between the sum of the first slip ratio, the second slip ratio, the third slip ratio, and the fourth slip ratio, and a preset slip ratio, wherein the preset slip ratio can be a value less than 1 and close to 1, for example, the preset slip ratio can be 0.99.

[0080] in:

[0081] The first slip ratio can be determined based on the aforementioned reference vehicle speed (e.g., Ref_VehSpd or Ref_VehSpdFild) and the brake pedal opening. For example, after determining the reference vehicle speed and brake pedal opening, the first slip ratio can be determined using the corresponding relationship shown in Table 1 below.

[0082] Table 1

[0083]

[0084] 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.

[0085] Table 2

[0086]

[0087] 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.

[0088] Table 3

[0089]

[0090] 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.

[0091] Table 4

[0092]

[0093] 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.

[0094] A2: Based on the reference vehicle speed, target slip ratio, motor reduction ratio, and tire radius, determine the lower limit of motor speed.

[0095] In one example, the lower 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 lower limit of motor speed can be determined using the following formula (3).

[0096] Ref_TMSpeedUpperLimit=Ref_VehSpdFild*TMGearRatio / k1 / WheelRadius*(1-TargetSlippingRate) Formula (3)

[0097] In formula (3):

[0098] Ref_TMSpeedUpperLimit is the lower limit of the motor's speed;

[0099] Ref_VehSpdFild is the reference vehicle speed;

[0100] TMGearRatio is the motor reduction ratio;

[0101] WheelRadius is the tire radius;

[0102] TargetSlippingRate is the target slip ratio;

[0103] k1 is a coefficient; for example, the value of k1 is 0.377.

[0104] S102: Determined to have a need for increased torque.

[0105] In one example, the motor controller can determine that there is a need to increase torque when the actual speed of the motor is lower than the lower limit of the motor speed.

[0106] In another example, the motor controller can determine a need to increase torque based on instructions sent by other controllers (e.g., the vehicle controller). For instance, the vehicle controller determines a need to increase torque and then sends instructions to the motor controller to increase the motor's torque. Accordingly, the motor controller can then determine a need to increase torque based on these instructions.

[0107] In another example, the motor controller can determine whether there is a need to increase torque based on the vehicle's operating conditions.

[0108] In one example, the vehicle controller can determine whether there is a need to increase torque based on the vehicle's operating conditions. As an example, considering that a vehicle braking over a speed bump typically meets the following conditions:

[0109] The vehicle is in drive.

[0110] ESP is running;

[0111] The steering wheel angle is within a certain range, for example, -60 degrees to 60 degrees;

[0112] 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%.

[0113] The speed difference of the driving wheel is within a preset range, for example, less than 1.5 kilometers per hour (kps);

[0114] The reference speed of the vehicle is within a preset speed range, for example, 15kps-60kps;

[0115] The pedal opening is within a preset pedal opening range, for example, 10%-100%.

[0116] In addition, considering that ESP has an anti-lock braking function, in order to avoid the anti-lock braking function of ESP from conflicting with the torque adjustment method of this solution, the anti-lock braking function of ESP can be turned off when using the solution of this application embodiment.

[0117] In addition, considering that the motor torque will also be adjusted when the vehicle is running 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.

[0118] Therefore, in one example, the vehicle controller or motor controller can determine the need to increase torque when all of the following conditions are met: the vehicle is in drive, ESP is running, the ESP anti-lock braking function 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 vehicle's reference speed is within a preset speed range, and the brake pedal opening is within a preset pedal opening range.

[0119] 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:

[0120] The vehicle's speed is below a certain threshold, such as 60 kps;

[0121] The oscillation frequency of the motor speed is within a specific range, such as 7 to 20 Hz;

[0122] 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).

[0123] S103: Determine the target torque based on the lower limit of the motor speed and the actual speed of the motor.

[0124] In this embodiment, the target torque is greater than the current torque of the vehicle, and the target torque is less than or equal to 0. This is because the torque is negative when the vehicle is braking. Although this solution can increase the torque, it will not increase the torque to a positive value (a positive value corresponds to the acceleration condition).

[0125] S103 can be implemented in several ways. The following describes two possible implementation methods.

[0126] The first implementation method is to obtain the target torque through the following steps B1-B2.

[0127] B1: Based on the lower limit of the motor speed and the actual speed of the motor, the target torque increase coefficient is obtained.

[0128] In one example, the target torque multiplier can be determined based on the ratio of the motor's actual speed to its lower speed limit. For instance, the correspondence between the aforementioned ratio and the torque multiplier can be pre-defined, and then, based on the ratio of the motor's actual speed to its lower speed limit, the correspondence can be looked up to obtain the target torque multiplier.

[0129] In another example, the target torque multiplier can be determined by combining the lower limit of the motor's speed, the actual speed of the motor, and the torque multiplier from the vehicle controller.

[0130] For example, the target torque coefficient can be obtained by combining the following formulas (4)-(6).

[0131] Factor_Raw=Min(1,(ActSpd / Ref_TMSpeedUpperLimit)) Formula (4)

[0132] Factor_Raw2=Lookup Table(Factor_Raw) formula (5)

[0133] Factor = Min(1, Factor_Raw2 * Torque coefficient) Formula (6)

[0134] In formulas (4)-(6):

[0135] Ref_TMSpeedUpperLimit is the lower limit of the motor's speed;

[0136] ActSpd is the actual speed of the motor;

[0137] 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.

[0138] Both Factor_Raw and Factor_Raw2 are intermediate variables;

[0139] Factor is the target torque multiplier.

[0140] Table 5

[0141] 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

[0142] B2: The target torque is obtained based on the target torque coefficient and the actual torque of the motor.

[0143] In one example, the target torque multiplier can be a number less than or equal to 1. After obtaining the target torque multiplier, the product of the actual torque and the target torque multiplier can be used as the target torque.

[0144] Regarding the aforementioned torque multiplier, it should be noted that the torque multiplier can be determined by other controllers (such as the vehicle controller) and then sent to the motor controller.

[0145] In one example, the vehicle controller can determine the torque multiplier based on at least one first parameter, which may include the vehicle's brake pedal opening and the vehicle's reference speed. For instance, the vehicle controller can determine the torque multiplier based on a pre-determined correspondence between the vehicle's brake pedal opening, the vehicle's reference speed, and the torque multiplier. Then, the vehicle controller can use the vehicle's brake pedal opening and the vehicle's reference speed as indexes to look up this correspondence, thereby obtaining the torque multiplier. The correspondence between the vehicle's brake pedal opening, the vehicle's reference speed, and the torque multiplier can be pre-calibrated, and may be as shown in Table 6 below.

[0146] Table 6

[0147]

[0148] The second method of implementation is to obtain the target torque through the following steps C1-C3.

[0149] C1: Determine the motor speed regulation torque based on the lower speed limit and the actual speed.

[0150] In one example, the motor controller can first determine the difference between the actual rotational speed and the lower speed limit, and then determine the motor speed-regulating torque based on the difference. As an example, the motor controller can send the difference between the actual rotational speed and the lower speed limit to a proportional-integral (PI) controller in the vehicle. Upon receiving the difference, the PI controller can obtain the motor speed-regulating torque based on the difference. Further, the PI controller can send the motor speed-regulating torque to the motor controller.

[0151] C2: Based on the motor speed regulation torque and torque increase coefficient, the motor torque increase is obtained.

[0152] The torque increase 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 increase 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 increased torque of the motor based on the motor speed regulation torque and the torque increase coefficient sent by other controllers. Since the motor controller receives the torque increase coefficient from other controllers, it does not need to calculate the torque increase coefficient itself. Consequently, the motor controller does not need to collect at least one first parameter to calculate the torque increase coefficient, thus saving the motor controller's resources. Alternatively, the torque increase coefficient can be determined by the motor controller based on at least one first parameter, which may include the brake pedal opening and the vehicle's reference speed. In this case, the motor controller can further execute step C2 to obtain the decreased torque of the motor based on the motor speed regulation torque and the torque increase coefficient it calculates itself. Since the motor controller determines the torque increase coefficient based on at least one first parameter, the reliability of the torque increase coefficient is guaranteed, and consequently, the reliability of the calculated increased torque of the motor is guaranteed.

[0153] For details on the specific implementation of determining the torque coefficient based on at least one first parameter, please refer to the relevant description section above, which will not be repeated here.

[0154] In one example, the motor controller can determine the motor's torque boost by multiplying the motor's speed regulation torque and the torque boost coefficient.

[0155] C3: Add the required torque of the motor to the motor's torque-boosting torque to obtain the target torque.

[0156] S104: Control the motor to increase the torque to the target torque.

[0157] After determining the target torque, the motor controller can control the motor to increase its torque to the target torque. This control can be achieved, for example, by setting the target torque as the motor's required torque, thereby adjusting the motor's torque to the target value.

[0158] As described above, using the solution provided in this application embodiment, when the actual speed of the motor is lower than the lower limit of the motor's speed, the front wheel speed may decrease rapidly, leading to a significant impact noise. Therefore, when the actual speed of the motor is lower than the lower limit of the motor's speed, the motor controller determines that there is a need to increase torque. Based on the lower limit of the motor's speed and the actual speed of the motor, it obtains the target torque of the motor and controls the motor to increase the torque to the target torque. Increasing the motor torque to the target torque increases the motor speed. Consequently, when the vehicle brakes over a speed bump, the increased vehicle torque causes the motor speed to increase, thereby preventing a rapid decrease in the front wheel speed and the resulting significant impact noise, further improving the user's driving experience.

[0159] Exemplary device

[0160] 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.

[0161] 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.

[0162] 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.

[0163] The acquisition unit 301 is used to acquire the lower limit of the motor speed and the actual speed of the motor;

[0164] The first determining unit 302 is used to determine that there is a need to increase torque when the actual rotational speed is lower than the lower limit of rotational speed;

[0165] The second determining unit 303 is used to determine the target torque based on the lower limit of the motor speed and the actual speed of the motor.

[0166] Control unit 304 is used to control the motor to increase the torque to the target torque.

[0167] Optionally, the second determining unit 303 is used for:

[0168] The motor speed regulation torque is determined based on the lower speed limit and the actual speed.

[0169] Based on the motor speed regulation torque and torque increase coefficient, the motor torque increase is obtained;

[0170] The target torque is obtained by adding the required torque of the motor to the motor's torque-boosting torque.

[0171] Optionally, determining the motor speed regulating torque based on the lower speed limit and the actual speed includes:

[0172] Determine the difference between the actual rotational speed and the lower limit of the rotational speed;

[0173] Based on the difference, the motor speed regulating torque is determined.

[0174] Optionally, the motor's torque increase is obtained based on the motor's speed regulation torque and torque increase coefficient:

[0175] The product of the motor speed regulation torque and the torque increase coefficient is determined as the motor torque increase.

[0176] Optionally, the torque increase coefficient is sent to the motor controller by another controller, or the torque increase coefficient is determined by the motor controller based on at least one first parameter.

[0177] Optionally, the at least one first parameter includes: the vehicle's brake pedal opening and the vehicle's reference speed.

[0178] Optionally, obtaining the lower limit of the motor speed includes:

[0179] Receive the lower speed limit sent by other controllers, or,

[0180] The lower limit of the rotational speed is determined based on at least one second parameter.

[0181] Optionally, the at least one second parameter includes the vehicle's reference speed, target slip ratio, motor reduction ratio, and tire radius.

[0182] 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, for the specific implementation of each unit of the device 300, please refer to the relevant descriptions in the above method embodiments, which will not be repeated here.

[0183] 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.

[0184] This application provides a vehicle, the vehicle comprising:

[0185] The motor controller mentioned in the above method embodiments.

[0186] 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.

[0187] 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.

[0188] 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.

[0189] 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, The method includes: The target slip ratio is obtained based on the first slip ratio, the second slip ratio, the third slip ratio, and the fourth slip ratio. The first slip ratio is determined by the reference vehicle speed and the brake pedal opening. The second slip ratio is determined by the reference vehicle speed and the steering wheel angle. The third slip ratio is determined by the reference vehicle speed and the road surface slope. The fourth slip ratio is determined based on the reference vehicle speed and the difference in wheel speed between the left and right front wheels. Based on the reference vehicle speed, the target slip ratio, the motor reduction ratio, and the tire radius, the lower limit of the motor speed is determined, and the actual speed of the motor is obtained. When the actual rotational speed is lower than the lower limit of the rotational speed, it is determined that there is a need to increase the torque; The target torque is determined based on the lower limit of the motor's speed and the motor's actual speed; The motor is controlled to increase its torque to the target torque.

2. The method according to claim 1, characterized in that, Determining the target torque based on the lower speed limit of the motor and the actual speed of the motor includes: The motor speed regulation torque is determined based on the lower speed limit and the actual speed. Based on the motor speed regulation torque and torque increase coefficient, the motor torque increase is obtained; The target torque is obtained by adding the required torque of the motor to the motor's torque-boosting torque.

3. The method according to claim 2, characterized in that, The step of determining the motor speed regulation torque based on the lower speed limit and the actual speed includes: Determine the difference between the actual rotational speed and the lower limit of the 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's torque increase is obtained based on the motor's speed regulation torque and torque coefficient: The product of the motor speed regulation torque and the torque increase coefficient is determined as the motor torque increase.

5. The method according to claim 2, characterized in that, The torque multiplier is sent to the motor controller by other controllers, or the torque multiplier is determined by the motor controller based on at least one first parameter.

6. A torque control device, characterized in that, The device includes: The acquisition unit is used to obtain a target slip ratio 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 by a reference vehicle speed and brake pedal opening. The second slip ratio is determined by the reference vehicle speed and steering wheel angle. The third slip ratio is determined by the reference vehicle speed and road surface slope. The fourth slip ratio is determined based on the reference vehicle speed and the speed difference between the left and right front wheels. Based on the reference vehicle speed, the target slip ratio, the motor reduction ratio, and the tire radius, the lower limit of the motor speed is determined, and the actual speed of the motor is obtained. The first determining unit is used to determine that there is a need to increase torque when the actual rotational speed is lower than the lower limit of rotational speed; The second determining unit is used to determine the target torque based on the lower limit of the motor speed and the actual speed of the motor. A control unit is used to control the motor to increase the torque to the target torque.

7. 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 5.

8. A vehicle, characterized in that, The vehicles include: A motor controller that performs the method according to any one of claims 1 to 5.

9. 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 5.

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