Torque control method, device, apparatus and storage medium

Abstract

The present application belongs to the technical field of new energy engineering machinery, and discloses a torque control method, device, equipment and storage medium. The present application determines the required torque according to the accelerator pedal position and the motor speed; determines the theoretical vehicle speed according to the motor speed; determines the acceleration integral vehicle speed according to the vehicle frame longitudinal acceleration signal; determines the calculated slip rate according to the theoretical vehicle speed and the acceleration integral vehicle speed; and controls the torque based on the torque control strategy corresponding to the calculated slip rate according to the required torque. The required torque and the theoretical vehicle speed are determined by obtaining the accelerator pedal position and the motor speed, the acceleration integral vehicle speed is determined by using the acceleration signal obtained by the acceleration sensor, the actual slip rate is calculated according to the theoretical vehicle speed and the acceleration integral vehicle speed, the torque control strategy corresponding to the calculated slip rate is finally selected for torque control, the accurate control of the torque under the condition of avoiding tire slip is realized, the tire wear during torque control is reduced, and the invalid energy consumption is reduced.

Description

Technical Field

[0001] This invention relates to the field of new energy engineering machinery technology, and in particular to a torque control method, device, equipment, and storage medium. Background Technology

[0002] Currently, the most typical methods for controlling the torque demand of electric vehicles or electric loaders on the market involve the following steps: First, the control system calculates a torque ratio based on the accelerator pedal depth signal; then, it retrieves the maximum torque value of the motor at that speed; finally, the torque ratio is multiplied by the maximum torque at the current speed to obtain the required drive motor torque. However, simply increasing the required motor torque can lead to tire slippage. Therefore, current technology cannot precisely adjust the torque to avoid tire slippage.

[0003] The above content is only used to help understand the technical solution of the present invention and does not represent an admission that the above content is prior art. Summary of the Invention

[0004] The main objective of this invention is to provide a torque control method, device, equipment, and storage medium, which aims to solve the technical problem that existing torque control methods cannot achieve precise adjustment of the required torque while avoiding tire slippage.

[0005] To achieve the above objectives, the present invention provides a torque control method, the method comprising the following steps: Determine the required torque based on the accelerator pedal position and motor speed; The theoretical vehicle speed is determined based on the motor speed. The acceleration integral speed is determined based on the longitudinal acceleration signal of the chassis. The slip ratio is determined based on the theoretical vehicle speed and the acceleration integral vehicle speed. Based on the required torque, torque control is performed according to the torque control strategy corresponding to the calculated slip ratio.

[0006] Optionally, determining the required torque based on the accelerator pedal position and motor speed includes: Obtain the accelerator pedal position and determine the torque ratio based on the accelerator pedal position; The extreme torque is determined based on the motor speed. The required torque is determined by calculating the torque based on the torque ratio and the extreme torque.

[0007] Optionally, determining the acceleration integral speed based on the longitudinal acceleration signal of the vehicle frame includes: Determine the current driving direction and current speed based on the driving information; The target acceleration signal is determined by decomposing the signal based on the current driving direction and acceleration signal. The acceleration integral speed is determined based on the current vehicle speed and the target acceleration signal.

[0008] Optionally, determining the acceleration integral speed based on the current vehicle speed and the target acceleration signal includes: Obtain the acceleration start time and acceleration end time, and determine the time step based on the acceleration start time and acceleration end time; When the current vehicle speed is greater than the current vehicle speed threshold, the vehicle speed is calculated based on the target acceleration signal, the current vehicle speed, the time step, the acceleration start time, and the acceleration end time to determine the acceleration integral vehicle speed.

[0009] Optionally, before determining the slip ratio based on the theoretical vehicle speed and the acceleration integral vehicle speed, the method further includes: Obtain the theoretical vehicle speed threshold; When the theoretical vehicle speed is not less than the theoretical vehicle speed threshold, the step of determining the slip ratio based on the theoretical vehicle speed and the acceleration integral vehicle speed is performed.

[0010] Optionally, the torque control based on the required torque and the torque control strategy corresponding to the calculated slip ratio includes: Obtain the slip ratio interval; The target interval in which the calculated slip rate is located is determined based on the interval defined by the slip rate and the calculated slip rate. The torque control strategy is determined based on the target division interval to determine the required torque.

[0011] Optionally, the torque control strategy for determining the required torque based on the target segmentation interval includes: When the target division interval is the first slip ratio interval, the torque control strategy for the required torque is to not impose torque constraints on the required torque. When the target division interval is the second slip ratio interval, the torque control strategy for the required torque is determined to be to control the required torque to maintain torque. When the target segmentation interval is the third slip ratio interval, the torque control strategy for determining the required torque is to reduce the required torque, wherein the upper limit of the first slip ratio interval is not greater than the lower limit of the second slip ratio interval, and the upper limit of the second slip ratio interval is not greater than the lower limit of the third slip ratio interval.

[0012] Furthermore, to achieve the above objectives, the present invention also proposes a torque control device, the torque control device comprising: The processing module is used to determine the required torque based on the accelerator pedal position and motor speed; The processing module is also used to determine the theoretical vehicle speed based on the motor speed; The processing module is also used to determine the acceleration integral speed based on the longitudinal acceleration signal of the chassis; The processing module is also used to determine the slip ratio based on the theoretical vehicle speed and the acceleration integral vehicle speed; The control module is used to perform torque control based on the required torque and the torque control strategy corresponding to the calculated slip ratio.

[0013] Furthermore, to achieve the above objectives, the present invention also proposes a torque control device, the torque control device comprising: a memory, a processor, and a torque control program stored in the memory and executable on the processor, the torque control program being configured to implement the steps of the torque control method as described above.

[0014] Furthermore, to achieve the above objectives, the present invention also proposes a storage medium storing a torque control program, which, when executed by a processor, implements the steps of the torque control method as described above.

[0015] This invention discloses a torque control method that determines the required torque based on the accelerator pedal position and motor speed; determines the theoretical vehicle speed based on the motor speed; determines the acceleration integral speed based on the longitudinal acceleration signal of the vehicle frame; calculates the slip ratio based on the theoretical vehicle speed and the acceleration integral speed; and performs torque control based on the required torque and the torque control strategy corresponding to the calculated slip ratio. By acquiring the accelerator pedal position and motor speed to determine the required torque and theoretical vehicle speed, and using the acceleration signal acquired by the acceleration sensor to determine the acceleration integral speed, the actual slip ratio is calculated based on the theoretical vehicle speed and the acceleration integral speed. Finally, the torque control strategy corresponding to the calculated slip ratio is selected for torque control. This achieves precise torque control while avoiding tire slippage, reduces tire wear during torque control, and minimizes ineffective energy consumption. Attached Figure Description

[0016] Figure 1 This is a schematic diagram of the structure of the torque control device in the hardware operating environment involved in the embodiments of the present invention; Figure 2 This is a flowchart illustrating the first embodiment of the torque control method of the present invention; Figure 3 This is a schematic diagram illustrating the tire slippage principle of a loader in the first embodiment of the torque control method of the present invention. Figure 4 This is a diagram illustrating the torque ratio determination method of the first embodiment of the torque control method of the present invention; Figure 5 This is a diagram illustrating the method for determining the maximum torque value in the first embodiment of the torque control method of the present invention; Figure 6 This is a diagram illustrating the method for determining the required torque at different speeds and accelerator pedal depths in the first embodiment of the torque control method of the present invention. Figure 7 This is a diagram showing the installation scheme of the acceleration sensor in the first embodiment of the torque control method of the present invention; Figure 8 This is an overall calculation structure diagram of the first embodiment of the torque control method of the present invention; Figure 9 This is a flowchart illustrating the second embodiment of the torque control method of the present invention; Figure 10 This is a structural block diagram of the first embodiment of the torque control device of the present invention.

[0017] The realization of the objective, functional features and advantages of the present invention will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0018] It should be understood that the specific embodiments described herein are for illustrative purposes only and are not intended to limit the scope of the invention.

[0019] Reference Figure 1 , Figure 1 This is a schematic diagram of the torque control device structure in the hardware operating environment involved in the embodiments of the present invention.

[0020] like Figure 1 As shown, the torque control device may include: a processor 1001, such as a central processing unit (CPU), a communication bus 1002, a user interface 1003, a network interface 1004, and a memory 1005. The communication bus 1002 is used to enable communication between these components. The user interface 1003 may include a display screen or an input unit such as a keyboard; optionally, the user interface 1003 may also include a standard wired interface or a wireless interface. The network interface 1004 may optionally include a standard wired interface or a wireless interface (such as a Wireless-Fidelity (Wi-Fi) interface). The memory 1005 may be a high-speed random access memory (RAM) or a stable non-volatile memory (NVM), such as a disk drive. The memory 1005 may also optionally be a storage device independent of the aforementioned processor 1001.

[0021] Those skilled in the art will understand that Figure 1The structure shown does not constitute a limitation on the torque control device and may include more or fewer components than shown, or combine certain components, or have different component arrangements.

[0022] like Figure 1 As shown, the memory 1005, which serves as a storage medium, may include an operating system, a network communication module, a user interface module, and a torque control program.

[0023] exist Figure 1 In the torque control device shown, the network interface 1004 is mainly used for data communication with the network server; the user interface 1003 is mainly used for data interaction with the user; the processor 1001 and the memory 1005 in the torque control device of the present invention can be set in the torque control device, and the torque control device calls the torque control program stored in the memory 1005 through the processor 1001 and executes the torque control method provided in the embodiment of the present invention.

[0024] This invention provides a torque control method, referring to... Figure 2 , Figure 2 This is a flowchart illustrating a first embodiment of a torque control method according to the present invention.

[0025] In this embodiment, the torque control method includes the following steps: Step S10: Determine the required torque based on the accelerator pedal position and motor speed.

[0026] It should be noted that the execution subject in this embodiment is the control unit in the torque control device. The torque control device has functions such as data processing, data communication and program execution. The torque control device can be an integrated controller, a control computer or other devices with similar functions. This embodiment does not limit the scope of the embodiments.

[0027] It should be noted that, as Figure 3 As shown, tire slippage is a common problem encountered by loaders. There are several reasons for tire slippage, including high resistance during propulsion, low road surface adhesion, or excessive driving torque. These factors combined can lead to tire slippage, causing the following problems: accelerated tire wear, resulting in economic losses; the tire transitioning from static to kinetic friction, reducing tire adhesion and traction; and the tire spinning freely, resulting in wasted work and increased energy consumption. When tires slip, the driver only perceives that the vehicle cannot move forward and habitually increases the throttle, leading to higher motor output torque and more severe tire slippage. To achieve precise adjustment of the required torque while avoiding tire slippage, this embodiment proposes a torque control method.

[0028] It is understandable that accelerator pedal position refers to the degree to which the driver presses the accelerator pedal, which can be collected by vehicle sensors and used to control the output torque of the engine. Motor speed refers to the rotational speed of the motor, and required torque refers to the amount of torque required by the car based on the driver's accelerator pedal position.

[0029] In practice, the accelerator pedal position signal is obtained through the accelerator pedal sensor, the accelerator pedal position signal is analyzed to obtain the accelerator pedal position, the motor speed is obtained through the output shaft speed sensor, and finally the required torque is determined based on the input accelerator pedal position and motor speed.

[0030] It should be noted that, in order to accurately obtain the required torque, the step of determining the required torque based on the accelerator pedal position and motor speed further includes: obtaining the accelerator pedal position; determining the torque ratio based on the accelerator pedal position; determining the extreme torque based on the motor speed; and performing torque calculation based on the torque ratio and the extreme torque to determine the required torque.

[0031] It is understandable that torque ratio refers to the proportion of torque distribution between different wheels or drive systems, while extreme torque refers to the maximum torque allowed by the motor at different speeds.

[0032] In practice, after obtaining the accelerator pedal position, the accelerator pedal position ( The torque ratio (in units of 1%) is input into the torque ratio calculation model. The desired mode needs to be determined; different desired modes result in different increases in the torque ratio. The torque ratio calculation model selects the corresponding growth rate based on the desired mode, outputs the torque curve, and uses an interpolation table to obtain the values, finally outputting the torque ratio. (Unit: 1%), for example: when there are only two modes and two torque increase rates, such as Figure 4 The torque ratio setting method differs depending on the desired mode. In Economy mode, the output torque ratio is set according to the "Economy Mode" curve. In areas with shallow accelerator pedal depth, the torque ratio increases slowly, making it less likely to trigger high torque output, which is beneficial for reducing overall vehicle energy consumption. In Power mode, the output torque ratio is set according to the "Power Mode" curve. This allows the driver to output higher torque with just a light touch of the accelerator, giving the feeling of more power. This also affects the motor speed (…). In the input value extreme torque calculation model, values ​​are obtained through interpolation tables, and the output motor maximum torque is ( (Unit: Nm), for example: when the control mode is in the constant torque region and constant power region, such as Figure 5The method for determining the maximum torque involves considering that the maximum allowable torque of the motor varies at different motor speeds. Finally, the torque ratio and the maximum torque are input into the calculation model, which outputs the required torque. (Unit: Nm) The specific calculation method is as follows: For example: If the torque ratio calculated based on the accelerator pedal is 50%, and the current motor speed is 1000 rpm, assuming the maximum allowable torque of the motor at 1000 rpm is 2000 Nm, then the required torque is 50 * 2000 / 100 = 1000 Nm. Figure 6 The required torque varies depending on the engine speed and accelerator pedal depth.

[0033] Step S20: Determine the theoretical vehicle speed based on the motor speed.

[0034] It is understandable that theoretical speed refers to the maximum speed that a vehicle can reach under ideal conditions, calculated based on vehicle parameters.

[0035] In practice, the theoretical vehicle speed is determined by calculation based on the motor speed. The specific calculation process is as follows: ,in is the motor speed in rpm; r is the tire rolling radius in meters; i is the total transmission ratio between the drive motor and the tire.

[0036] Step S30: Determine the acceleration integral speed based on the longitudinal acceleration signal of the chassis.

[0037] It is understandable that the longitudinal acceleration signal of the chassis refers to the longitudinal acceleration of the chassis obtained by further processing the vehicle acceleration signal output by the acceleration sensor, including acceleration signals in multiple directions, which are collected by the acceleration sensor installed on the chassis. The acceleration integral speed refers to the estimated vehicle speed obtained by integrating the vehicle's acceleration signal.

[0038] In practice, after obtaining the longitudinal acceleration signal of the vehicle frame through the acceleration sensor, the obtained acceleration signal is integrated to obtain the acceleration integral speed.

[0039] It should be noted that, as Figure 7 As shown, in this embodiment, an acceleration sensor is installed on the chassis to obtain acceleration in various directions. This embodiment selects to identify the longitudinal acceleration of the chassis. The longitudinal speed of the vehicle can be obtained by integrating the longitudinal acceleration. This embodiment does not limit the specific method of obtaining and selecting acceleration.

[0040] Step S40: Determine the slip ratio based on the theoretical vehicle speed and the acceleration integral vehicle speed.

[0041] It is understandable that calculating the slip ratio refers to the degree of tire slippage.

[0042] In practice, after obtaining the theoretical vehicle speed and acceleration integral speed, the slip ratio is calculated based on the theoretical vehicle speed and acceleration integral speed to determine the slip ratio.

[0043] It should be noted that, in order to accurately obtain the calculated slip ratio, the method further includes, before determining the calculated slip ratio based on the theoretical vehicle speed and the acceleration integral vehicle speed, obtaining a theoretical vehicle speed threshold; and when the theoretical vehicle speed is not less than the theoretical vehicle speed threshold, performing the step of determining the calculated slip ratio based on the theoretical vehicle speed and the acceleration integral vehicle speed.

[0044] It is understandable that the theoretical speed threshold refers to a pre-set critical value for the theoretical speed.

[0045] In practice, after obtaining the theoretical vehicle speed, the magnitude of the theoretical vehicle speed is compared with the theoretical speed threshold. If the theoretical vehicle speed is not less than the theoretical speed threshold, the slip ratio is calculated based on the theoretical speed and the acceleration integral speed. The specific calculation process is as follows: ,in, Slip ratio; To accelerate the vehicle's speed for the points calculation; For example, let's assume the theoretical speed is... It is 5 m / s, while If the speed is 1 m / s, then the slip ratio is 80%. When the theoretical speed is less than the theoretical speed threshold, considering that a small denominator as a divisor can easily cause significant calculation errors when the theoretical speed is low, and that the total amount of slip is limited and not very harmful at very low speeds, a slip ratio is set when the theoretical speed is less than the theoretical speed threshold. =0.

[0046] Step S50: Based on the required torque, perform torque control according to the torque control strategy corresponding to the calculated slip ratio.

[0047] It is understandable that torque control strategy refers to the method of controlling torque corresponding to the calculated slip ratio.

[0048] In practice, a torque control strategy corresponding to the calculated slip ratio is determined based on the calculated slip ratio. The required torque is controlled through the corresponding torque control strategy to control the degree of tire slippage.

[0049] It should be noted that, as Figure 8As shown, in this embodiment, the torque ratio is determined based on the accelerator pedal position, the maximum torque is determined based on the motor speed, the required torque is calculated based on the torque ratio and the motor speed, the theoretical vehicle speed is determined based on the motor speed, the acceleration integral vehicle speed is determined based on the acceleration sensor, and the tire slippage degree, i.e., the slip ratio, is calculated based on the theoretical vehicle speed and the acceleration integral vehicle speed. Finally, the drive torque constraint is calculated based on the required torque and the tire slippage degree, which is the target torque.

[0050] This embodiment determines the required torque based on the accelerator pedal position and motor speed; determines the theoretical vehicle speed based on the motor speed; determines the acceleration integral speed based on the longitudinal acceleration signal of the vehicle frame; calculates the slip ratio based on the theoretical vehicle speed and the acceleration integral speed; and performs torque control based on the required torque and the torque control strategy corresponding to the calculated slip ratio. By acquiring the accelerator pedal position and motor speed to determine the required torque and theoretical vehicle speed, and using the acceleration signal acquired by the acceleration sensor to determine the acceleration integral speed, the actual slip ratio is calculated based on the theoretical vehicle speed and the acceleration integral speed. Finally, the torque control strategy corresponding to the calculated slip ratio is selected for torque control, achieving precise torque control while avoiding tire slippage, reducing tire wear during torque control, and minimizing ineffective energy consumption.

[0051] refer to Figure 9 , Figure 9 This is a flowchart illustrating a second embodiment of a torque control method according to the present invention.

[0052] Based on the first embodiment described above, the torque control method of this embodiment includes the following in step S30: Step S301: Determine the current driving direction and current speed based on the driving information.

[0053] As can be understood, driving information refers to data related to the vehicle's driving status, current driving direction refers to the direction the vehicle is currently traveling in, and current speed refers to the speed the vehicle is currently traveling at.

[0054] In practice, driving information is acquired through onboard sensors, and the current driving direction and speed are determined based on the acquired onboard driving information, so as to accurately calculate the acceleration integral speed based on the current driving direction and speed.

[0055] Step S302: Decompose the signal based on the current driving direction and acceleration signal to determine the target acceleration signal.

[0056] It is understandable that the signal indicating target acceleration refers to the acceleration signal in the preset direction.

[0057] In practice, after acquiring the current driving direction and acceleration signal, the acceleration signal is analyzed based on the acquired current driving direction to determine the target acceleration signal that is consistent with the current driving direction.

[0058] Step S303: Determine the acceleration integral speed based on the current vehicle speed and the target acceleration signal.

[0059] In practice, the current vehicle speed and the target acceleration signal are used to perform acceleration integral calculation, and the acceleration integral vehicle speed is obtained based on the calculation results.

[0060] It should be noted that, in order to accurately obtain the acceleration integral speed, the step of determining the acceleration integral speed based on the current vehicle speed and the target acceleration signal further includes: obtaining the acceleration start time and acceleration end time, and determining the time step based on the acceleration start time and acceleration end time; when the current vehicle speed is greater than the current vehicle speed threshold, calculating the vehicle speed based on the target acceleration signal, the current vehicle speed, the time step, the acceleration start time, and the acceleration end time to determine the acceleration integral speed.

[0061] It is understandable that acceleration start time refers to the time when acceleration begins, acceleration end time refers to the time when acceleration ends, time step refers to the length of time from the start of calculation to the end of calculation, and current vehicle speed threshold refers to the pre-set critical value of the current vehicle speed.

[0062] In practice, the acceleration start time and acceleration end time are acquired, and their values ​​are calculated to determine the time step. The acceleration in the same direction as the current travel direction is determined based on the target acceleration signal. Then, the relationship between the current vehicle speed and a current speed threshold is compared. If the current vehicle speed exceeds the current speed threshold, tire slippage calculation is required. Finally, the vehicle speed is calculated based on the target acceleration signal, current vehicle speed, time step, acceleration start time, and acceleration end time to determine the integral acceleration speed. The specific calculation method is as follows: ,in, Before activating points value The time step for calculating the program's execution is in seconds; t0 is the start time for activating the acceleration integral, t1 is the current time, and a is the acceleration in the current direction of travel. When the current vehicle speed is no greater than the current speed threshold, tire slippage calculation is unnecessary, indicating that the current speed is very high and slippage is almost nonexistent. Calculating tire slippage would result in excessive error. Therefore, when tire slippage calculation is not required, the acceleration integral speed is determined based on the theoretical vehicle speed. The specific calculation method is as follows: ,in, To accelerate the integration speed, This is the theoretical speed.

[0063] It should be noted that, in order to accurately control torque, the torque control based on the required torque and the torque control strategy corresponding to the calculated slip ratio further includes: obtaining the slip ratio division interval; determining the target division interval in which the calculated slip ratio is located based on the slip ratio division interval and the calculated slip ratio; and determining the torque control strategy for the required torque based on the target division interval.

[0064] It is understandable that the slip ratio division range refers to the slip ratio range preset according to the actual situation. Different slip ratio ranges correspond to different torque control strategies for different required torques. The target division range refers to the slip ratio range preset according to the actual situation in which the slip ratio is calculated. The torque control strategy refers to a strategy that achieves specific performance goals and driving needs by adjusting the distribution and control of output torque.

[0065] In practice, a slip ratio range is obtained in advance based on the actual situation. Then, based on the obtained calculated slip ratio, the target segmentation range in which the calculated slip ratio is located is determined. Finally, based on the target segmentation range, the torque control strategy corresponding to the required torque of the target segmentation range is determined.

[0066] It should be noted that, in order to accurately select the torque control strategy for the required torque, the step of determining the torque control strategy for the required torque based on the target segmentation interval further includes: when the target segmentation interval is a first slip ratio interval, determining the torque control strategy for the required torque to be no torque constraint on the required torque; when the target segmentation interval is a second slip ratio interval, determining the torque control strategy for the required torque to maintain the torque; when the target segmentation interval is a third slip ratio interval, determining the torque control strategy for the required torque to be reduced, wherein the upper limit of the first slip ratio interval is not greater than the lower limit of the second slip ratio interval, and the upper limit of the second slip ratio interval is not greater than the lower limit of the third slip ratio interval.

[0067] It is understandable that the first slip ratio range refers to the first slip ratio range set according to the actual situation, the second slip ratio range refers to the second slip ratio range set according to the actual situation, and the third slip ratio range refers to the third slip ratio range set according to the actual situation.

[0068] In specific implementation, the upper limit of the first slip ratio interval is not greater than the lower limit of the second slip ratio interval, and the upper limit of the second slip ratio interval is not greater than the lower limit of the third slip ratio interval. For example, if the upper limit of the first slip ratio interval is 10%, and the upper limit of the second slip ratio interval and the lower limit of the third slip ratio interval are both 30%, then the first slip ratio interval is calculated as a slip ratio not greater than 10%, the second slip ratio interval is greater than 10% and not greater than 30%, and the third slip ratio interval is greater than 30%. That is, the first slip ratio interval is [0, 10%], the second slip ratio interval is (10%, 30%), and the third slip ratio interval is (30%, 100%). The specific method of dividing the slip ratio interval depends on the specific situation. This embodiment does not restrict the division of the slip ratio interval, but determines the slip ratio of the target division interval. In the target segmentation interval, when the target segmentation interval is the first slip ratio interval, the torque control strategy for determining the required torque is not to impose torque constraints on the required torque. That is, the slip ratio is too small at this time, and the tire slippage is low, so there is no need to limit the required torque. When the target segmentation interval is the second slip ratio interval, the torque control strategy for determining the required torque is to maintain the required torque. Even if the driver increases the depth of the accelerator pedal, the required torque is limited to remain unchanged, maintaining the current slip ratio, that is, maintaining the current tire slippage. When the target segmentation interval is the third slip ratio interval, the torque control strategy for determining the required torque is to reduce the required torque. That is, the slip ratio is too large at this time, and the tire slippage is very high, so the required torque is actively reduced to reduce the slip ratio, that is, to reduce the tire slippage.

[0069] This embodiment determines the acceleration integral speed based on the longitudinal acceleration signal of the vehicle frame, including: determining the current driving direction and current speed based on driving information; decomposing the signal based on the current driving direction and acceleration signal to determine the target acceleration signal; and determining the acceleration integral speed based on the current speed and the target acceleration signal. By obtaining the current driving direction and current speed from driving information, determining the target acceleration signal based on the current driving direction and acceleration signal, and finally determining the acceleration integral speed based on the current speed and target acceleration signal, accurate acquisition of the acceleration integral speed is achieved.

[0070] Furthermore, embodiments of the present invention also propose a storage medium storing a torque control program, which, when executed by a processor, implements the steps of the torque control method described above.

[0071] Reference Figure 10 , Figure 10 This is a structural block diagram of the first embodiment of the torque control device of the present invention.

[0072] like Figure 10As shown, the torque control device proposed in this embodiment of the invention includes: The processing module 10 is used to determine the required torque based on the accelerator pedal position and motor speed.

[0073] The processing module 10 is also used to determine the theoretical vehicle speed based on the motor speed.

[0074] The processing module 10 is also used to determine the acceleration integral speed based on the longitudinal acceleration signal of the vehicle frame.

[0075] The processing module 10 is also used to determine the slip ratio based on the theoretical vehicle speed and the acceleration integral vehicle speed.

[0076] Control module 20 is used to perform torque control based on the required torque and the torque control strategy corresponding to the calculated slip ratio.

[0077] This embodiment determines the required torque based on the accelerator pedal position and motor speed; determines the theoretical vehicle speed based on the motor speed; determines the acceleration integral speed based on the longitudinal acceleration signal of the vehicle frame; calculates the slip ratio based on the theoretical vehicle speed and the acceleration integral speed; and performs torque control based on the required torque and the torque control strategy corresponding to the calculated slip ratio. By acquiring the accelerator pedal position and motor speed to determine the required torque and theoretical vehicle speed, and using the acceleration signal acquired by the acceleration sensor to determine the acceleration integral speed, the actual slip ratio is calculated based on the theoretical vehicle speed and the acceleration integral speed. Finally, the torque control strategy corresponding to the calculated slip ratio is selected for torque control, achieving precise torque control while avoiding tire slippage, reducing tire wear during torque control, and minimizing ineffective energy consumption.

[0078] In one embodiment, the processing module 10 is further configured to obtain the accelerator pedal position and determine the torque ratio based on the accelerator pedal position; The extreme torque is determined based on the motor speed. The required torque is determined by calculating the torque based on the torque ratio and the extreme torque.

[0079] In one embodiment, the processing module 10 is further configured to determine the current driving direction and the current vehicle speed based on the driving information; The target acceleration signal is determined by decomposing the signal based on the current driving direction and acceleration signal. The acceleration integral speed is determined based on the current vehicle speed and the target acceleration signal.

[0080] In one embodiment, the processing module 10 is further configured to obtain the acceleration start time and acceleration end time, and determine the time step based on the acceleration start time and acceleration end time; When the current vehicle speed is greater than the current vehicle speed threshold, the vehicle speed is calculated based on the target acceleration signal, the current vehicle speed, the time step, the acceleration start time, and the acceleration end time to determine the acceleration integral vehicle speed.

[0081] In one embodiment, the processing module 10 is further configured to obtain a theoretical vehicle speed threshold; When the theoretical vehicle speed is not less than the theoretical vehicle speed threshold, the step of determining the slip ratio based on the theoretical vehicle speed and the acceleration integral vehicle speed is performed.

[0082] In one embodiment, the control module 20 is further configured to obtain the slip ratio division interval; The target interval in which the calculated slip rate is located is determined based on the interval defined by the slip rate and the calculated slip rate. The torque control strategy is determined based on the target division interval to determine the required torque.

[0083] In one embodiment, the control module 20 is further configured to determine that when the target division interval is a first slip ratio interval, the torque control strategy for the required torque is not to impose torque constraints on the required torque; When the target division interval is the second slip ratio interval, the torque control strategy for the required torque is determined to be to control the required torque to maintain torque. When the target segmentation interval is the third slip ratio interval, the torque control strategy for determining the required torque is to reduce the required torque, wherein the upper limit of the first slip ratio interval is not greater than the lower limit of the second slip ratio interval, and the upper limit of the second slip ratio interval is not greater than the lower limit of the third slip ratio interval.

[0084] It should be understood that the above are merely illustrative examples and do not constitute any limitation on the technical solutions of the present invention. In specific applications, those skilled in the art can make settings as needed, and the present invention does not impose any restrictions on this.

[0085] It should be understood that although the steps in the flowcharts of this application's embodiments are shown sequentially according to the arrows, these steps are not necessarily executed in the order indicated by the arrows. Unless explicitly stated herein, there is no strict order restriction on the execution of these steps, and they can be executed in other orders. Moreover, at least some of the steps in the figures may include multiple sub-steps or multiple stages. These sub-steps or stages are not necessarily completed at the same time, but can be executed at different times, and their execution order is not necessarily sequential, but can be performed alternately or in turn with other steps or at least some of the sub-steps or stages of other steps.

[0086] It should be noted that the workflow described above is merely illustrative and does not limit the scope of protection of this invention. In practical applications, those skilled in the art can select some or all of the workflow to achieve the purpose of this embodiment according to actual needs, and no restrictions are imposed here.

[0087] Furthermore, it should be noted that, in this document, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or system that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or system. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or system that includes that element.

[0088] The sequence numbers of the above embodiments of the present invention are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0089] Through the above description of the embodiments, those skilled in the art can clearly understand that the methods of the above embodiments can be implemented by means of software plus necessary general-purpose hardware platforms. Of course, they can also be implemented by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of the present invention, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product is stored in a storage medium (such as read-only memory (ROM) / RAM, magnetic disk, optical disk) and includes several instructions to cause a terminal device (which may be a mobile phone, computer, server, or network device, etc.) to execute the methods described in the various embodiments of the present invention.

[0090] The above are merely preferred embodiments of the present invention and do not limit the scope of the patent. Any equivalent structural or procedural transformations made based on the description and drawings of the present invention, or direct or indirect applications in other related technical fields, are similarly included within the scope of patent protection of the present invention.

Claims

1. A torque control method, characterized in that, The torque control method includes: Determine the required torque based on the accelerator pedal position and motor speed; The theoretical vehicle speed is determined based on the motor speed. The acceleration integral speed is determined based on the longitudinal acceleration signal of the chassis. The slip ratio is determined based on the theoretical vehicle speed and the acceleration integral vehicle speed. Based on the required torque, torque control is performed according to the torque control strategy corresponding to the calculated slip ratio; The torque control based on the required torque and the torque control strategy corresponding to the calculated slip ratio includes: Obtain the slip ratio interval; The target interval in which the calculated slip rate is located is determined based on the interval defined by the slip rate and the calculated slip rate. The torque control strategy for the required torque is determined based on the target division interval; The torque control strategy for determining the required torque based on the target interval includes: When the target division interval is the first slip ratio interval, the torque control strategy for the required torque is to not impose torque constraints on the required torque. When the target division interval is the second slip ratio interval, the torque control strategy for the required torque is determined to be to control the required torque to maintain torque. When the target segmentation interval is the third slip ratio interval, the torque control strategy for determining the required torque is to reduce the required torque, wherein the upper limit of the first slip ratio interval is not greater than the lower limit of the second slip ratio interval, and the upper limit of the second slip ratio interval is not greater than the lower limit of the third slip ratio interval.

2. The method as described in claim 1, characterized in that, The process of determining the required torque based on the accelerator pedal position and motor speed includes: Obtain the accelerator pedal position and determine the torque ratio based on the accelerator pedal position; The extreme torque is determined based on the motor speed. The required torque is determined by calculating the torque based on the torque ratio and the extreme torque.

3. The method as described in claim 1, characterized in that, The determination of the acceleration integral speed based on the longitudinal acceleration signal of the vehicle frame includes: Determine the current driving direction and current speed based on the driving information; The target acceleration signal is determined by decomposing the signal based on the current driving direction and acceleration signal. The acceleration integral speed is determined based on the current vehicle speed and the target acceleration signal.

4. The method as described in claim 3, characterized in that, Determining the acceleration integral speed based on the current vehicle speed and the target acceleration signal includes: Obtain the acceleration start time and acceleration end time, and determine the time step based on the acceleration start time and acceleration end time; When the current vehicle speed is greater than the current vehicle speed threshold, the vehicle speed is calculated based on the target acceleration signal, the current vehicle speed, the time step, the acceleration start time, and the acceleration end time to determine the acceleration integral vehicle speed.

5. The method as described in claim 1, characterized in that, Before determining the slip ratio based on the theoretical vehicle speed and the acceleration integral vehicle speed, the method further includes: Obtain the theoretical vehicle speed threshold; When the theoretical vehicle speed is not less than the theoretical vehicle speed threshold, the step of determining the slip ratio based on the theoretical vehicle speed and the acceleration integral vehicle speed is performed.

6. A torque control device, characterized in that, The torque control device includes: The processing module is used to determine the required torque based on the accelerator pedal position and motor speed; The processing module is also used to determine the theoretical vehicle speed based on the motor speed; The processing module is also used to determine the acceleration integral speed based on the longitudinal acceleration signal of the chassis; The processing module is also used to determine the slip ratio based on the theoretical vehicle speed and the acceleration integral vehicle speed; The control module is used to perform torque control based on the required torque and the torque control strategy corresponding to the calculated slip ratio. The control module is further configured to: acquire the slip ratio division interval; determine the target division interval in which the calculated slip ratio is located based on the slip ratio division interval and the calculated slip ratio; and determine the torque control strategy for the required torque based on the target division interval. The control module is further configured to: when the target segmentation interval is a first slip ratio interval, determine that the torque control strategy for the required torque is not to impose torque constraints on the required torque; when the target segmentation interval is a second slip ratio interval, determine that the torque control strategy for the required torque is to maintain the required torque; and when the target segmentation interval is a third slip ratio interval, determine that the torque control strategy for the required torque is to reduce the required torque, wherein the upper limit of the first slip ratio interval is not greater than the lower limit of the second slip ratio interval, and the upper limit of the second slip ratio interval is not greater than the lower limit of the third slip ratio interval.

7. A torque control device, characterized in that, The device includes: a memory, a processor, and a torque control program stored in the memory and executable on the processor, the torque control program being configured to implement the steps of the torque control method as described in any one of claims 1 to 5.

8. A storage medium, characterized in that, The storage medium stores a torque control program, which, when executed by a processor, implements the steps of the torque control method as described in any one of claims 1 to 5.

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