Method for controlling motor output torque, control device, vehicle, and storage medium

Abstract

The application provides a motor output torque control method, a control device, a vehicle and a storage medium. The method is applied to the field of vehicle driving and includes the following steps: obtaining the rotating speed of a BSG motor; determining the target torque correction coefficient of the BSG motor according to the rotating speed; determining the corrected first predicted demand torque based on the target torque correction coefficient and the rotating speed; and controlling the BSG motor to output the corrected first predicted demand torque when the torque difference between the corrected first predicted demand torque and the second predicted demand torque is less than a preset difference. The method can correct the first predicted demand torque of the BSG motor in combination with the current rotating speed of the BSG motor during the operation of the vehicle BSG motor, so that the corrected first predicted demand torque can be updated in a timely manner along with the change of the rotating speed, and the corrected first predicted demand torque has high accuracy.

Description

Technical Field

[0001] This application relates to the field of vehicle driving, and more specifically, to a method, control device, vehicle, and storage medium for controlling the output torque of an electric motor in the field of vehicle driving. Background Technology

[0002] For hybrid vehicles, a belt-driven starter generator (BSG) motor can be installed. Typically, the BSG motor is mounted at the front of the engine and primarily serves two functions: supplying electricity to the vehicle and assisting in starting the engine.

[0003] Generally, the BSG motor responds to torque requests from the hybrid control unit (HCU, also known as the hybrid controller) and outputs torque. Based on the type of output torque, it can be categorized as positive torque or negative torque. When the BSG motor outputs positive torque, its primary function is to power the engine. When the BSG motor outputs negative torque, its primary function is to generate electricity.

[0004] Specifically, when the BSG motor needs to output torque (specifically positive torque), the required torque for the BSG motor needs to be obtained through two methods: functional safety and vehicle management standards. The required torque calculated according to functional safety is mainly related to the BSG motor's speed, while the required torque calculated according to vehicle management standards is mainly related to the vehicle's operating status. When the difference between the two required torques is small, the BSG motor is controlled to output torque.

[0005] Conversely, in certain special circumstances (such as the driver repeatedly and sharply pressing the accelerator pedal, or quickly releasing it from full throttle), the sudden change in the BSG motor speed may cause the required torque calculated for functional safety to fail to respond quickly enough to the change in the BSG motor speed. This results in an inaccurate required torque calculated based on functional safety, leading to a significant torque discrepancy and causing the BSG motor to report a torque reasonableness error. In such cases, the vehicle engine may limit torque, preventing the vehicle from accelerating.

[0006] In summary, ensuring the accuracy of the torque calculation required by the BSG motor during operation has become an urgent problem to be solved. Summary of the Invention

[0007] This application provides a method, control device, vehicle, and storage medium for controlling the output torque of a motor. The method can correct the first predicted torque demand of the BSG motor during the operation of the vehicle's BSG motor by combining the current speed of the BSG motor. This ensures that the corrected first predicted torque demand can be updated in a timely manner with changes in speed, thus making the corrected first predicted torque demand highly accurate.

[0008] In a first aspect, a method for controlling the output torque of a motor is provided. The method includes: acquiring the rotational speed of a BSG motor; determining a target torque correction coefficient for the BSG motor based on the rotational speed, the target torque correction coefficient being used to correct a first predicted demand torque of the BSG motor, the first predicted demand torque being obtained based on the rotational speed; determining the corrected first predicted demand torque based on the target torque correction coefficient and the rotational speed; and controlling the BSG motor to output the corrected first predicted demand torque when the torque difference between the corrected first predicted demand torque and the second predicted demand torque is less than a preset difference, the second predicted demand torque being obtained based on vehicle driving parameters, the driving parameters being used to represent the operating state of the vehicle.

[0009] In the above technical solution, during the operation of the BSG motor, this application proposes a method for controlling the motor output torque. Specifically, the rotational speed of the BSG motor is first obtained, and a target torque correction coefficient for the first predicted required torque is obtained based on the rotational speed to correct the first predicted required torque. This process allows the corrected first predicted required torque to adjust accordingly with changes in rotational speed, resulting in higher real-time performance and more accurate calculation results. This avoids the problem of large calculation errors in required torque due to sudden changes in rotational speed and reduces the possibility of torque rationality failure. Furthermore, after obtaining the corrected first predicted required torque, this application can compare the first predicted required torque with the second predicted required torque. When the difference between the two torques is less than a preset difference, the BSG motor is controlled to output the corrected first predicted required torque. The second predicted required torque is obtained through the vehicle's operating state. Because the corrected first predicted required torque has high accuracy, outputting the corrected first predicted required torque ensures the accuracy of the BSG motor's output torque.

[0010] In conjunction with the first aspect, in some possible implementations, the method further includes: when the torque difference is greater than or equal to the preset difference, controlling the output torque of the vehicle's engine to decrease to a preset torque, so as to reduce the vehicle's speed to a preset speed.

[0011] In another scenario described above, when the torque difference is greater than or equal to a preset difference, it indicates a significant difference between the corrected first predicted torque and the second predicted torque, making it impossible for the BSG motor to determine the output result. In this case, to ensure the safety of the BSG motor and the vehicle, engine torque limiting and vehicle speed limiting can be implemented to maintain a relatively safe state at lower vehicle speeds, thus ensuring the safety of the occupants in the vehicle.

[0012] In combination with the first aspect and the above implementation methods, in some possible implementation methods, determining the target torque correction coefficient of the BSG motor based on the rotational speed includes: determining the target torque modulation mode of the BSG motor based on the rotational speed, wherein the target torque modulation mode is a sine wave modulation mode or a square wave modulation mode; and determining the target torque correction coefficient based on the target torque modulation mode and the rotational speed.

[0013] In the above technical solution, when determining the target torque correction coefficient of the BSG motor, the correspondence between different speeds and required torques in this application satisfies either a sine wave or a square wave variation. Therefore, after obtaining the speed, the corresponding target torque modulation mode can first be obtained based on the current speed. Then, by combining the target torque modulation mode and the speed, the target torque correction coefficient is further obtained. The above process achieves the purpose of correcting the first predicted required torque based on the speed.

[0014] In conjunction with the first aspect and the above implementation methods, in some possible implementation methods, determining the target torque modulation mode of the BSG motor based on the rotational speed includes: when the rotational speed is greater than or equal to a preset rotational speed, determining the target torque modulation mode as the square wave modulation mode, in which the rotational speed and the target torque correction coefficient satisfy a square wave variation curve; when the rotational speed is less than the preset rotational speed, determining the target torque modulation mode as the sine wave modulation mode, in which the rotational speed and the target torque correction coefficient satisfy a sine wave variation curve.

[0015] In the above technical solution, during the determination of the target torque modulation mode, since the torque modulation mode in this application is closely related to the speed of the BSG motor, this application can first compare the speed with a preset speed to determine whether the current speed is high or low. When the speed is greater than or equal to the preset speed, the current speed is considered high, and the square wave modulation mode corresponding to the high speed is determined as the target torque modulation mode of the BSG motor. When the speed is less than the preset speed, the current speed is considered low, and the sine wave modulation mode corresponding to the low speed is determined as the target torque modulation mode. The above process of determining the target torque modulation mode based on the speed makes the correction process of the first predicted torque demand more consistent with the change of the current speed, ensuring the accuracy of the correction of the first predicted torque demand.

[0016] In conjunction with the first aspect and the above implementation methods, in some possible implementation methods, determining the target torque correction coefficient based on the target torque modulation mode and the rotational speed includes: when the target torque modulation mode is the square wave modulation mode, determining the target torque correction coefficient based on the rotational speed and the correspondence between the rotational speed and the target torque correction coefficient under the square wave modulation mode; when the target rotational speed modulation mode is the sine wave modulation mode, determining the target torque correction coefficient based on the rotational speed and the correspondence between the rotational speed and the target torque correction coefficient under the sine wave modulation mode.

[0017] In the above technical solution, after obtaining the target torque modulation mode, the corresponding relationship between the rotational speed and the torque correction coefficient differs under different torque modulation modes. Therefore, after obtaining the target torque modulation mode, this application can obtain the corresponding target torque correction coefficient based on the current rotational speed, according to the corresponding relationship between the rotational speed and the torque correction coefficient under the target torque modulation mode.

[0018] In combination with the first aspect and the above implementation, in some possible implementations, determining the corrected first predicted demand torque based on the target torque correction coefficient and the rotational speed includes: determining the corrected first predicted demand torque according to the target torque correction coefficient, the rotational speed and a first mapping relationship, wherein the first mapping relationship is used to represent the correspondence between the target torque correction coefficient, the rotational speed and the corrected first predicted demand torque.

[0019] In the above technical solution, the correspondence between the rotational speed, the target torque correction coefficient, and the corrected first predicted torque can be stored in the vehicle in advance. After obtaining the target torque correction coefficient for correction, the corrected first predicted torque can be obtained by looking up a table, taking into account the current rotational speed of the BSG motor.

[0020] In combination with the first aspect and the above implementation methods, in some possible implementation methods, the driving parameters include vehicle speed and accelerator pedal opening. The method further includes: determining the second predicted demand torque based on the vehicle speed, the accelerator pedal opening, and a second mapping relationship, wherein the second mapping relationship is used to represent the correspondence between the vehicle speed, the accelerator pedal opening, and the second predicted demand torque.

[0021] In the above technical solution, when determining the second predicted torque demand based on driving parameters, the driving parameters include vehicle speed and throttle opening. Since this application pre-sets the correspondence between vehicle speed, throttle opening, and required torque, after obtaining the vehicle's current speed and throttle opening, the required torque corresponding to the vehicle speed and throttle opening can be found by looking up the mapping relationship, thus obtaining the second predicted torque demand.

[0022] In summary, this application proposes a method for controlling the output torque of a BSG motor during operation. Specifically, the BSG motor's rotational speed is first obtained, and a target torque correction coefficient for the first predicted torque demand is derived based on this speed to correct the first predicted torque demand. This process allows the corrected first predicted torque demand to adjust accordingly to changes in rotational speed, resulting in higher real-time performance and more accurate calculations. This avoids large calculation errors caused by sudden changes in rotational speed and reduces the possibility of torque accuracy issues. Furthermore, after obtaining the corrected first predicted torque demand, this application compares the first and second predicted torque demand. When the difference between the two is less than a preset difference, the BSG motor is controlled to output the corrected first predicted torque demand. The second predicted torque demand is obtained based on the vehicle's operating status. Because the corrected first predicted torque demand is highly accurate, outputting the corrected first predicted torque demand ensures the accuracy of the BSG motor's output torque.

[0023] In another scenario, when the torque difference is greater than or equal to the preset difference, it indicates that the difference between the corrected first predicted torque and the second predicted torque is large, and the BSG motor cannot determine the output result. In this case, in order to ensure the safety of the BSG motor and the vehicle, the engine torque can be limited and the vehicle speed can be limited, so that the vehicle can maintain a relatively safe state at a lower speed, thus ensuring the safety of the occupants in the vehicle.

[0024] When determining the target torque correction coefficient for the BSG motor, this application utilizes the fact that the correspondence between different speeds and required torques follows a sinusoidal or square wave pattern. Therefore, after obtaining the speed, the corresponding target torque modulation mode can first be obtained based on the current speed. Then, by combining the target torque modulation mode and the speed, the target torque correction coefficient is further obtained. The above process achieves the purpose of correcting the first predicted required torque based on the speed.

[0025] In determining the target torque modulation mode, since the torque modulation mode in this application is closely related to the speed of the BSG motor, this application can first compare the speed with a preset speed to determine whether the current speed is high or low. When the speed is greater than or equal to the preset speed, the current speed is considered high, and the square wave modulation mode corresponding to the high speed is determined as the target torque modulation mode for the BSG motor. When the speed is less than the preset speed, the current speed is considered low, and the sine wave modulation mode corresponding to the low speed is determined as the target torque modulation mode. The above process of determining the target torque modulation mode based on the speed makes the correction process of the first predicted torque demand more consistent with the change of the current speed, ensuring the accuracy of the correction of the first predicted torque demand.

[0026] After obtaining the target torque modulation mode, since the corresponding relationship between the rotational speed and the torque correction coefficient differs under different torque modulation modes, this application can obtain the corresponding target torque correction coefficient based on the current rotational speed, according to the relationship between the rotational speed and the torque correction coefficient under the target torque modulation mode.

[0027] In this application, the correspondence between rotational speed, target torque correction coefficient, and corrected first predicted torque can be stored in the vehicle in advance. After obtaining the target torque correction coefficient for correction, the corrected first predicted torque can be obtained by looking up a table, taking into account the current rotational speed of the BSG motor.

[0028] Specifically, when determining the second predicted torque demand based on driving parameters, these parameters include vehicle speed and throttle opening. Since this application pre-sets the correspondence between vehicle speed, throttle opening, and required torque, once the current vehicle speed and throttle opening are obtained, the required torque corresponding to the vehicle speed and throttle opening can be found by looking up the mapping relationship, thus obtaining the second predicted torque demand.

[0029] Secondly, a control device for motor output torque is provided. The device includes: an acquisition module for acquiring the rotational speed of a BSG motor; a first determination module for determining a target torque correction coefficient for the BSG motor based on the rotational speed, the target torque correction coefficient being used to correct a first predicted demand torque of the BSG motor, the first predicted demand torque being obtained based on the rotational speed; and a first control module for controlling the BSG motor to output the corrected first predicted demand torque when the torque difference between the corrected first predicted demand torque and the second predicted demand torque is less than a preset difference, the second predicted demand torque being obtained based on vehicle driving parameters, the driving parameters being used to represent the operating state of the vehicle.

[0030] In conjunction with the second aspect, in some possible implementations, the device further includes: a second control module, used to control the output torque of the vehicle's engine to decrease to a preset torque when the torque difference is greater than or equal to the preset difference, so as to reduce the vehicle speed to a preset speed.

[0031] In combination with the second aspect and the above implementation methods, in some possible implementation methods, the first determining module is specifically used to: determine the target torque modulation mode of the BSG motor according to the rotational speed, wherein the target torque modulation mode is a sine wave modulation mode or a square wave modulation mode; and determine the target torque correction coefficient according to the target torque modulation mode and the rotational speed.

[0032] In conjunction with the second aspect and the above implementation methods, in some possible implementation methods, the first determining module is further configured to: determine the target torque modulation mode as the square wave modulation mode when the rotational speed is greater than or equal to the preset rotational speed, wherein the rotational speed and the target torque correction coefficient satisfy the square wave variation curve in the square wave modulation mode; and determine the target torque modulation mode as the sine wave modulation mode when the rotational speed is less than the preset rotational speed, wherein the rotational speed and the target torque correction coefficient satisfy the sine wave variation curve in the sine wave modulation mode.

[0033] In conjunction with the second aspect and the above implementation methods, in some possible implementation methods, the first determining module is further configured to: determine the target torque correction coefficient based on the rotational speed and the correspondence between the rotational speed and the target torque correction coefficient under the square wave modulation mode when the target torque modulation mode is the square wave modulation mode; and determine the target torque correction coefficient based on the rotational speed and the correspondence between the rotational speed and the target torque correction coefficient under the sine wave modulation mode when the target rotational speed modulation mode is the sine wave modulation mode.

[0034] In conjunction with the second aspect and the above implementation methods, in some possible implementation methods, the first determining module is further configured to: determine the corrected first predicted demand torque based on the target torque correction coefficient, the rotational speed and the first mapping relationship, wherein the first mapping relationship is used to represent the correspondence between the target torque correction coefficient, the rotational speed and the corrected first predicted demand torque.

[0035] In conjunction with the second aspect and the above implementation methods, in some possible implementation methods, the driving parameters include vehicle speed and accelerator pedal opening. The device further includes: a second determining module, used to determine the second predicted demand torque based on the vehicle speed, the accelerator pedal opening, and a second mapping relationship, wherein the second mapping relationship is used to represent the correspondence between the vehicle speed, the accelerator pedal opening, and the second predicted demand torque.

[0036] Thirdly, a vehicle is provided, including a memory and a processor. The memory is used to store executable program code, and the processor is used to call and run the executable program code from the memory, causing the vehicle to perform the methods described in the first aspect or any possible implementation thereof.

[0037] Fourthly, a computer program product is provided, comprising: computer program code, which, when run on a computer, causes the computer to perform the methods described in the first aspect or any possible implementation thereof.

[0038] Fifthly, a computer-readable storage medium is provided that stores computer program code, which, when executed on a computer, causes the computer to perform the methods described in the first aspect or any possible implementation thereof. Attached Figure Description

[0039] Figure 1 This is a schematic diagram of the structure of a BGS motor power system provided in an embodiment of this application;

[0040] Figure 2 This is a schematic flowchart of a method for controlling the output torque of a motor provided in an embodiment of this application;

[0041] Figure 3 This is a schematic diagram illustrating the variation of speed and torque correction coefficients provided in an embodiment of this application;

[0042] Figure 4 This is a schematic diagram of the structure of a motor output torque control device provided in an embodiment of this application;

[0043] Figure 5 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application. Detailed Implementation

[0044] The technical solutions in this application will be clearly and thoroughly described below with reference to the accompanying drawings. In the description of the embodiments of this application, unless otherwise stated, " / " means "or," for example, A / B can mean A or B. "And / or" in the text is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Furthermore, in the description of the embodiments of this application, "multiple" refers to two or more than two.

[0045] Hereinafter, the terms "first" and "second" are used for descriptive purposes only and should not be construed as implying or suggesting relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature.

[0046] It should be understood that the method for controlling the output torque of a motor provided in this application embodiment is mainly applied to the BSG motor of a vehicle. To facilitate understanding of the method in this application embodiment, the function and structure of the BSG motor will be described in detail below.

[0047] BSG motors are typically installed in hybrid vehicles (HEVs), including plug-in hybrid electric vehicles (PHEVs) and range-extended hybrid electric vehicles (REEVs). A BSG motor is an integrated unit that combines starting and power generation using belt drive. It is connected to the engine via a belt drive, and the flexible connection of the belt prevents mechanical vibration during power transmission. The BSG motor can also regulate engine speed, thus greatly improving the smoothness of vehicle operation during start-stop, idling, shifting, and acceleration.

[0048] During startup, the BSG motor can quickly increase the engine speed, allowing it to pass through the low-speed vibration range before ignition, thus improving the smoothness of engine startup.

[0049] Based on the structure of the BSG motor, the functions that the BSG motor can achieve are described below.

[0050] Figure 1 This is a schematic diagram of the structure of a BSG motor power system provided in an embodiment of this application.

[0051] For example, such as Figure 1 As shown, the BSG motor power system 100 includes a battery 101, a BSG motor 102, a belt 103, an engine 104, a clutch 105, and a transmission 106.

[0052] Among them, the storage battery 101 is connected to the BSG motor 102, the pulley of the BSG motor 102 is connected to the crankshaft pulley at the front end of the engine 104 via the belt 103, the clutch 105 is connected to the engine 104, and the transmission 106 is connected to the clutch 105.

[0053] It should be understood that, under normal circumstances, the vehicle starts the engine 104 via the BSG motor 102.

[0054] The BSG motor 102 has two main functions: First, during engine 104 operation, the engine 104 drives the pulley of the BSG motor 102 via belt 103, enabling the BSG motor 102 to generate electricity to meet the vehicle's power needs. Second, during engine 104 startup, the BSG motor 102 drives the crankshaft pulley via belt drive, providing starting assistance to the engine 104. Compared to traditional vehicles using a starter motor 107 for starting, hybrid vehicles starting via the BSG motor 102 offer advantages such as faster starting, lower noise, and smoother startup.

[0055] In one possible implementation, the vehicle's controller controls the battery 101 to supply electrical energy to the BSG motor 102, causing the BSG motor 102 to rotate, which in turn rotates the pulley of the BSG motor 102. With the pulley rotating, the belt 103 is driven. With the belt 103 driving, the crankshaft pulley at the front of the engine 104 is driven to rotate, thus causing the engine 104 to rotate. When the engine speed of the engine 104 equals its idle speed, the engine 104 starts successfully. After the engine 104 starts, when the clutch 105 engages, the clutch 105 transmits the power of the engine 104 to the transmission 106. The transmission 106 then matches the power from the engine 104 to the wheels of the vehicle, causing the wheels to rotate and thus driving the vehicle forward.

[0056] The BSG 102 motor commonly operates in three modes: Neutral mode, Torque Control mode, and Generator Control mode. Among these:

[0057] The neutral mode generally serves as a transition when the BSG motor 102 switches operating modes. Furthermore, the BSG motor 102 will enter neutral mode in the event of a malfunction to prevent safety issues from affecting other vehicles.

[0058] Torque control mode is the most commonly used operating mode of BSG motor 102. In torque control mode, the HCU in the vehicle can send a torque request to BSG motor 102, so that BSG motor 102 can output torque to drive engine 104 to start, generate electricity, or recover energy.

[0059] Depending on the direction of the output torque, the BSG motor 102 can output positive torque or negative torque. When the BSG motor 102 outputs positive torque, it indicates that the BSG motor 102 is providing starting assistance to the engine 104. When the BSG motor 102 outputs negative torque, it indicates that the BSG motor 102 is used for power generation or energy recovery.

[0060] Voltage control mode is the operating mode of BSG motor 102 when the charging and discharging capacity of the power battery is insufficient. In this operating mode, BSG motor 102 cannot perform the function of starting assistance and is only used for power generation. At this time, HCU no longer sends requested torque to BSG motor 102, but only provides target voltage to maintain a stable voltage inside BSG motor 102.

[0061] Optional, such as Figure 1 As shown, the BSG motor power system 100 may also include a starter 107, which is connected to the engine 104. In addition to starting the engine 104 by driving it through the BSG motor 102, the starter 107 can also start the engine 104.

[0062] It should be understood that the motor output torque control method provided in this application embodiment is mainly aimed at the working scenario of BSG motor in torque control mode.

[0063] The following describes the specific application scenarios of the BSG motor in the embodiments of this application. In torque control mode, the controller of the BSG motor (hereinafter referred to as the "motor controller") needs to control the output torque of the BSG motor. When the output torque of the BSG motor is positive, it indicates that the BSG motor needs to provide starting assistance to the engine. In this case, the motor controller needs to first calculate the required torque of the BSG motor, obtain the actual output torque of the BSG motor based on the required torque, and control the output of the BSG motor.

[0064] In one possible implementation, the required torque of the BSG motor can be calculated through two approaches: The first is the functional safety approach, which is primarily based on safety considerations during BSG motor operation. Therefore, the required torque calculated using this approach is mainly based on the BSG motor's rotational speed. In this embodiment, the required torque calculated using the functional safety approach is denoted as the "first predicted required torque." The second approach is the vehicle quality management approach, which specifically follows the technical specifications of the vehicle industry quality management system—International Automotive Task Force (IATF) 16949—to constrain and regulate vehicle usage standards, thereby improving vehicle safety. When determining the required torque using the vehicle quality management approach, it is mainly calculated comprehensively considering the vehicle's current operating status. In this embodiment, the required torque calculated using the vehicle quality management approach is denoted as the "second predicted required torque."

[0065] To ensure the uniqueness and accuracy of the BSG motor's output torque, the first and second predicted torque requirements must meet certain torque output conditions. Specifically, the torque output condition is that the difference between the first and second predicted torque requirements is less than a preset difference. In other words, the motor controller can only control the BSG motor's output torque when it determines that the torque difference is less than the preset difference.

[0066] Optionally, the preset difference in this application embodiment can be 7 N·m, or it can be adjusted according to actual needs. This application embodiment does not limit this.

[0067] In certain scenarios, such as when a driver repeatedly and immediately releases the accelerator pedal, or when gears are rapidly changed, the BSG motor's speed can change abruptly. In such cases, when calculating the first predicted torque demand, the calculation result cannot adapt to the rapid speed change, leading to inaccurate results and a large difference between the first and second predicted torque demands. When this torque difference is too large, the motor controller will issue a torque rationality fault alarm. This fault will cause the vehicle's engine to limit torque and speed, restricting the vehicle's power output and preventing further speed increases.

[0068] Based on the above problems, this application proposes a method for controlling the output torque of a motor. This method can correct the first predicted torque demand of the BSG motor by combining the current speed of the BSG motor during the operation of the vehicle's BSG motor, ensuring that the corrected first predicted torque demand can be updated in a timely manner with the change of speed, so that the corrected first predicted torque demand has high accuracy.

[0069] Figure 2 This is a schematic flowchart illustrating a method for controlling the output torque of a motor according to an embodiment of this application. It should be understood that this method can be applied to any Electronic Control Unit (ECU) in a vehicle. In this embodiment, the ECU executing the method is taken as the motor controller as an example to describe the method for controlling the output torque of a motor according to an embodiment of this application.

[0070] For example, such as Figure 2 As shown, the method 200 includes:

[0071] 201, obtain the rotational speed of the BSG motor.

[0072] It should be understood that when the BSG motor is controlled in the embodiments of this application, the premise is that the BSG motor is in torque control mode and the output torque is positive torque.

[0073] In one possible implementation, when the BSG motor is needed to assist the engine in starting, the vehicle's hybrid control unit (also known as the "hybrid controller") can first send a torque control mode control command to the motor controller. In response to this control command, the motor controller can control the BSG motor to operate in torque control mode and control the rotation direction of the BSG motor to ensure it outputs positive torque.

[0074] After the BSG motor meets the above conditions, as mentioned earlier, the output torque of the BSG motor needs to be determined by two predicted torques (a first predicted torque and a second predicted torque). Specifically, to ensure the rationality of the BSG motor output torque, in this embodiment, the motor controller can only control the output torque of the BSG motor when the torque difference between the first predicted torque and the second predicted torque is less than a preset difference.

[0075] In some situations, such as when the driver suddenly accelerates or rapidly shifts gears, the BSG motor's speed changes drastically. This causes the initial predicted torque demand calculation to lag behind the speed change, resulting in a large torque difference. In this case, the motor controller cannot determine which output the BSG motor should ultimately use, thus triggering a BSG motor torque rationality fault report. To ensure vehicle safety, when a BSG motor torque rationality fault report is triggered, the HCU will control engine torque limiting to reduce vehicle power output, preventing the vehicle speed from increasing.

[0076] To avoid the problem of large errors in the calculation of the first predicted torque demand mentioned above, this application proposes a method for controlling the output torque of a motor, which can correct the first predicted torque demand and ensure that the corrected first predicted torque demand can adapt to changes in the speed of the BSG motor in a timely manner.

[0077] Since the first predicted demand torque correction process is closely related to the BSG motor speed, the embodiments of this application first need to obtain the BSG motor speed during the BSG motor operation.

[0078] For example, the motor controller can obtain the speed of the BSG motor through a speed sensor.

[0079] 202. Based on the rotational speed, determine the target torque correction coefficient of the BSG motor. The target torque correction coefficient is used to correct the first predicted torque demand of the BSG motor, which is obtained based on the rotational speed.

[0080] It should be understood that, as mentioned above, the prerequisite for the motor controller to control the output torque of the BSG motor is that the torque difference between the first predicted torque demand and the second predicted torque demand is less than a preset difference. Since sudden changes in speed may cause errors in the calculation of the first predicted torque demand, resulting in a torque difference greater than or equal to the preset difference, this embodiment of the application needs to correct the first predicted torque demand based on the speed of the BSG motor.

[0081] The second predicted demand torque, which is the demand torque obtained from the vehicle quality management system standards mentioned above, is mainly related to the driving parameters during vehicle operation.

[0082] Optionally, in determining the second predicted torque demand, the driving parameters in this application embodiment include vehicle speed and accelerator pedal opening (also known as accelerator pedal opening).

[0083] For example, the motor controller can obtain the vehicle's current speed through the vehicle speed sensor.

[0084] Another example is that the motor controller can obtain the vehicle speed displayed on the dashboard through the instrument controller, which is the current vehicle speed.

[0085] As another example, the motor controller can obtain the wheel speeds of the four wheels of the vehicle through wheel sensors in the vehicle, and further obtain the vehicle speed through the wheel speeds.

[0086] This application does not specifically limit the method of obtaining vehicle speed.

[0087] For example, throttle opening, also known as throttle travel or throttle position, is used to indicate the degree to which the accelerator pedal is depressed. The driver assistance controller can obtain the throttle opening through a throttle pedal sensor (also known as a throttle position sensor or accelerator pedal position sensor) in the vehicle.

[0088] In one possible implementation, after obtaining the vehicle speed and throttle opening, the specific determination of the second predicted torque demand includes:

[0089] The second predicted torque demand is determined based on vehicle speed, accelerator pedal opening, and the second mapping relationship. The second mapping relationship is used to represent the correspondence between vehicle speed, accelerator pedal opening, and the second predicted torque demand.

[0090] For example, in this embodiment of the application, different required torques can be preset based on multiple vehicle speeds and multiple throttle openings, combined with the vehicle's safe driving requirements, and multiple sets of corresponding relationships can be stored in the motor controller. For example, relationship 1 is: when the vehicle speed is 50km / h and the throttle opening is 30%, the required torque of the BSG motor is A1 N·m. The corresponding relationship is: when the vehicle speed is 100km / h and the throttle opening is 70%, the required torque of the BSG motor is A2 N·m, and so on.

[0091] After obtaining the current vehicle speed and throttle opening, the motor controller can obtain the current second predicted torque demand from multiple sets of corresponding relationships through a query method.

[0092] In the above technical solution, when determining the second predicted torque demand based on driving parameters, the driving parameters include vehicle speed and throttle opening. Since this application pre-sets the correspondence between vehicle speed, throttle opening, and required torque, after obtaining the vehicle's current speed and throttle opening, the required torque corresponding to the vehicle speed and throttle opening can be found by looking up the mapping relationship, thus obtaining the second predicted torque demand.

[0093] After obtaining the BSG motor's speed, the motor controller can determine the target torque correction coefficient based on the current speed, and correct the first predicted torque demand, thereby making the first predicted torque demand more accurate. The first predicted torque demand can also be understood as the uncorrected torque demand calculated based on functional safety.

[0094] In one possible implementation, the target torque correction coefficient of the BSG motor is determined based on the rotational speed, including:

[0095] Based on the rotational speed, determine the target torque modulation mode of the BSG motor. The target torque modulation mode can be either a sine wave modulation mode or a square wave modulation mode.

[0096] The target torque correction coefficient is determined based on the target torque modulation mode and speed.

[0097] It should be understood that, in the embodiments of this application, the torque modulation mode for the BSG motor includes two types: sinusoidal wave modulation mode and square wave modulation mode. In sinusoidal wave modulation mode, the output torque and current waveforms of the BSG motor are identical. Furthermore, tests on the first predicted torque demand at different speeds revealed that, at low speeds, the relationship between the BSG motor's speed and the first predicted torque demand more closely matches a sinusoidal curve. At high speeds, the relationship between the BSG motor's speed and the first predicted torque demand more closely matches a square wave curve.

[0098] Optionally, in this embodiment, the high or low speed of the BSG motor can be determined by setting a preset speed. For example, the preset speed is 9000 rpm. When the BSG motor speed is greater than or equal to 9000 rpm, it represents a high speed; when the BSG motor speed is less than 9000 rpm, it represents a low speed. The preset speed can also be adjusted according to actual needs during vehicle operation, and this embodiment does not limit this adjustment.

[0099] It should also be understood that the two torque modulation modes described above each have their advantages and disadvantages at different speeds. In sinusoidal modulation mode, due to the high complexity of calculating the first predicted torque demand, it is difficult to meet the calculation requirements at high speeds, and a certain degree of delay in the calculation results may occur. In square wave modulation mode, the calculation process for the first predicted torque demand is simple and the response is rapid, but the calculation results have larger errors at low speeds, failing to meet the accuracy requirements for calculating the first predicted torque demand at low speeds.

[0100] Therefore, based on the advantages and disadvantages of the sinusoidal modulation mode and the square wave modulation mode, this embodiment of the application can use the sinusoidal modulation mode as the torque modulation mode at low speeds and the square wave mode as the torque modulation mode at high speeds. Based on this, this embodiment of the application can pre-determine the torque correction coefficients for the two different torque modulation modes, so that the target torque correction coefficient of the current BSG motor can be obtained according to the speed, and the first predicted torque requirement can be corrected.

[0101] It should also be understood that since the second predicted torque demand is obtained based on the current actual conditions of the vehicle, while the first predicted torque demand is determined directly based on the BSG motor's speed and is directly related to the BSG motor's operation, the output priority of the first predicted torque demand can be set higher than that of the second predicted torque demand during BSG motor operation. As can be seen from the conditions for BSG motor output torque, ideally, the first and second predicted torque demand should be equal. Therefore, in this embodiment, the second predicted torque demand can be used as the first predicted torque demand adjusted under ideal conditions.

[0102] Based on this, in determining the torque correction coefficient under different torque modulation modes, this embodiment of the application can collect multiple second predicted demand torques and a first predicted demand torque under different speed conditions. The torque correction coefficient at different speeds is obtained through the second predicted demand torque and the first predicted demand torque. Since the speed and the first predicted demand torque more closely match a sine wave curve under low speed conditions, the relationship between the speed and the torque correction coefficient also more closely matches a sine wave curve under low speed conditions. Similarly, under high speed conditions, the relationship between the speed and the torque correction coefficient more closely matches a square wave curve.

[0103] Figure 3 This is a schematic diagram illustrating the variation of speed and torque correction coefficients provided in an embodiment of this application.

[0104] For example, such as Figure 3 As shown in (a) of this application, a curve illustrating the relationship between speed and torque correction coefficients is presented, specifically at low speeds. The horizontal axis represents speed, and the vertical axis represents the torque correction coefficient. Figure 3 From (a), we can conclude that under low speed conditions, the torque correction coefficient changes with the speed. The higher the speed, the larger the torque correction coefficient, and the peak value of the torque correction coefficient increases with the increase of speed.

[0105] When the torque correction factor is positive, it indicates that the correction result is to reduce the first predicted torque demand, making the corrected first predicted torque demand closer to the second predicted torque demand. When the torque correction factor is negative, it indicates that the correction result is to increase the first predicted torque demand, making the corrected first predicted torque demand closer to the second predicted torque demand.

[0106] like Figure 3 As shown in (b) of this embodiment, there is another curve showing the relationship between speed and torque correction coefficients, specifically at high speeds. The horizontal axis represents speed, and the vertical axis represents the torque correction coefficient. Figure 3 As can be seen from (b) in the figure, under high speed conditions, the torque correction coefficient changes with the speed. The higher the speed, the larger the torque correction coefficient, and the peak value of the torque correction coefficient also increases with the increase of speed. Unlike the change of the torque correction coefficient under low speed conditions, the torque correction coefficient changes abruptly under high speed conditions, while it changes slowly under low speed conditions. Therefore, under high speed conditions, using square wave modulation can better ensure that the corrected first predicted torque can adapt to the sudden change in speed in a timely manner, thus ensuring the accuracy of the calculation results.

[0107] Based on the above process, after establishing the corresponding change curve (or corresponding relationship) between the torque correction coefficient and the speed at different speeds in this embodiment of the application, when determining the target torque correction coefficient after obtaining the current speed of the BSG motor, the motor controller can first determine the current corresponding target torque modulation mode.

[0108] In the above technical solution, when determining the target torque correction coefficient of the BSG motor, the correspondence between different speeds and required torques in this application satisfies either a sine wave or a square wave variation. Therefore, after obtaining the speed, the corresponding target torque modulation mode can first be obtained based on the current speed. Then, by combining the target torque modulation mode and the speed, the target torque correction coefficient is further obtained. The above process achieves the purpose of correcting the first predicted required torque based on the speed.

[0109] In one possible implementation, determining the target torque modulation mode based on the rotational speed specifically includes:

[0110] When the rotational speed is greater than or equal to the preset rotational speed, the target torque modulation mode is determined to be the square wave modulation mode. In the square wave modulation mode, the rotational speed and the target torque correction coefficient satisfy the square wave variation curve.

[0111] When the rotational speed is less than the preset rotational speed, the target torque modulation mode is determined to be the sinusoidal modulation mode. Under the sinusoidal modulation mode, the rotational speed and the target torque correction coefficient satisfy the sinusoidal change curve.

[0112] For example, assuming the current speed is 10,000 rpm, which is greater than the preset speed of 9,000 rpm, the motor controller can determine that the current speed is a high speed and the current target torque modulation mode is square wave modulation mode.

[0113] As another example, assuming the current speed is 4500 rpm, which is less than the preset speed of 9000 rpm, the motor controller can determine that the current speed is low and the current target torque modulation mode is sinusoidal modulation mode.

[0114] In the above technical solution, during the determination of the target torque modulation mode, since the torque modulation mode in this application is closely related to the speed of the BSG motor, this application can first compare the speed with a preset speed to determine whether the current speed is high or low. When the speed is greater than or equal to the preset speed, the current speed is considered high, and the square wave modulation mode corresponding to the high speed is determined as the target torque modulation mode of the BSG motor. When the speed is less than the preset speed, the current speed is considered low, and the sine wave modulation mode corresponding to the low speed is determined as the target torque modulation mode. The above process of determining the target torque modulation mode based on the speed makes the correction process of the first predicted torque demand more consistent with the change of the current speed, ensuring the accuracy of the correction of the first predicted torque demand.

[0115] After obtaining the target torque modulation mode corresponding to the current speed, the motor controller can combine the target torque modulation mode and the speed to obtain the target torque correction coefficient, which specifically includes:

[0116] When the target torque modulation mode is square wave modulation mode, the target torque correction coefficient is determined based on the rotational speed and the correspondence between the rotational speed and the target torque correction coefficient under the square wave modulation mode.

[0117] When the target speed modulation mode is sinusoidal modulation mode, the target torque correction coefficient is determined based on the speed and the correspondence between the speed and the target torque correction coefficient under the sinusoidal modulation mode.

[0118] For example, in combination Figure 3 As shown in (a) and (b), after obtaining the curves of the change of speed and torque correction coefficients, we obtain the corresponding relationship between the speed and torque correction coefficients.

[0119] Assuming the current speed is 10000 rpm, the motor controller can be based on Figure 3 The square wave curve shown in (b) shows that at 10000 rpm, the corresponding correction factor is approximately 0.5, which is the target torque correction factor.

[0120] Assuming the current speed is 4500 rpm, the motor controller can be based on... Figure 3 The sine wave curve shown in (a) shows that at 4500 rpm, the corresponding correction factor is approximately -0.85, which is the target torque correction factor.

[0121] In the above technical solution, after obtaining the target torque modulation mode, the corresponding relationship between the rotational speed and the torque correction coefficient differs under different torque modulation modes. Therefore, after obtaining the target torque modulation mode, this application can obtain the corresponding target torque correction coefficient based on the current rotational speed, according to the corresponding relationship between the rotational speed and the torque correction coefficient under the target torque modulation mode.

[0122] 203. Based on the target torque correction factor and speed, determine the corrected first predicted demand torque.

[0123] After obtaining the target torque correction coefficient required in the torque correction process through step 202, the motor controller can correct the first predicted demand torque based on the target torque correction coefficient and the speed to obtain the corrected first predicted demand torque.

[0124] In one possible implementation, the corrected first predicted required torque is obtained based on the target torque correction coefficient and the rotational speed, specifically including:

[0125] Based on the target torque correction factor, the speed, and the first mapping relationship, the corrected first predicted torque demand is determined. The first mapping relationship is used to represent the correspondence between the target torque correction factor, the speed, and the corrected first predicted torque demand.

[0126] For example, before determining the corrected first predicted torque demand, in this embodiment of the application, multiple sets of mapping relationships can be established in advance based on multiple different speeds, multiple torque correction coefficients, and different corrected predicted torque demands. For instance, at a speed of 7000 rpm and a torque correction coefficient of 0.9, the corrected predicted torque demand is AN·m. At a speed of 8000 rpm and a torque correction coefficient of 1.2, the corrected predicted torque demand is BN·m, and so on. Furthermore, after obtaining the current speed and the target torque correction coefficient, the corrected first predicted torque demand can be obtained by looking up a table.

[0127] In the above technical solution, the correspondence between the rotational speed, the target torque correction coefficient, and the corrected first predicted torque can be stored in the vehicle in advance. After obtaining the target torque correction coefficient for correction, the corrected first predicted torque can be obtained by looking up a table, taking into account the current rotational speed of the BSG motor.

[0128] 204. If the difference between the corrected first predicted demand torque and the second predicted demand torque is less than a preset difference, the BSG motor is controlled to output the corrected first predicted demand torque. The second predicted demand torque is obtained based on the vehicle's driving parameters, which are used to represent the vehicle's operating status.

[0129] After obtaining the corrected first predicted demand torque, the motor controller can calculate the torque difference between the corrected first predicted demand torque and the second predicted demand torque before controlling the output torque of the BSG motor.

[0130] When the difference between the first predicted torque demand and the second predicted torque demand is less than a preset difference, it indicates that the first predicted torque demand and the second predicted torque demand are approximately equal. In this case, the BSG motor can output torque normally. As described above, in this embodiment, since the first predicted torque demand is closely related to the operation of the BSG motor, the output priority of the first predicted torque demand is higher than that of the second predicted torque demand. Therefore, for the BSG motor, when it can output torque normally, the first predicted torque demand is preferentially selected for output.

[0131] Specifically, in this embodiment, a technician can prioritize the output priority of the first predicted torque demand and the priority of the second predicted torque demand, and store them in the motor controller. Assuming the highest output priority is 10, the output priority of the first predicted torque demand is 8, and the output priority of the second predicted torque demand is 5.

[0132] When the motor controller determines that the torque difference between the first predicted torque demand and the second predicted torque demand is less than a preset difference, it can further retrieve two pre-stored output priorities, 8 and 5. By comparison, the motor controller can determine the output with the higher priority, the first predicted torque demand.

[0133] Optionally, in this embodiment, the output priority of the first predicted demand torque and the output priority of the second predicted demand torque can be adjusted according to actual needs.

[0134] In another possible implementation, when the torque difference is greater than or equal to a preset difference, it indicates a significant difference between the corrected first predicted torque demand and the second predicted torque demand. In this case, the motor controller cannot determine the specific output torque, and will issue a torque reasonableness fault report, which will be sent to the vehicle's HCU. Upon receiving the torque reasonableness fault report, the HCU controls the engine torque to decrease to a preset torque to limit engine torque, thereby reducing the vehicle speed to a preset speed, achieving the effect of speed limiting. The preset torque can be understood as the engine torque threshold corresponding to the torque reasonableness fault report.

[0135] In another scenario described above, when the torque difference is greater than or equal to a preset difference, it indicates a significant difference between the corrected first predicted torque and the second predicted torque, making it impossible for the BSG motor to determine the output result. In this case, to ensure the safety of the BSG motor and the vehicle, engine torque limiting and vehicle speed limiting can be implemented to maintain a relatively safe state at lower vehicle speeds, thus ensuring the safety of the occupants in the vehicle.

[0136] In summary, this application proposes a method for controlling the output torque of a BSG motor during operation. Specifically, the BSG motor's rotational speed is first obtained, and a target torque correction coefficient for the first predicted torque demand is derived based on this speed to correct the first predicted torque demand. This process allows the corrected first predicted torque demand to adjust accordingly to changes in rotational speed, resulting in higher real-time performance and more accurate calculations. This avoids large calculation errors caused by sudden changes in rotational speed and reduces the possibility of torque accuracy issues. Furthermore, after obtaining the corrected first predicted torque demand, this application compares the first and second predicted torque demand. When the difference between the two is less than a preset difference, the BSG motor is controlled to output the corrected first predicted torque demand. The second predicted torque demand is obtained based on the vehicle's operating status. Because the corrected first predicted torque demand is highly accurate, outputting the corrected first predicted torque demand ensures the accuracy of the BSG motor's output torque.

[0137] In another scenario, when the torque difference is greater than or equal to the preset difference, it indicates that the difference between the corrected first predicted torque and the second predicted torque is large, and the BSG motor cannot determine the output result. In this case, in order to ensure the safety of the BSG motor and the vehicle, the engine torque can be limited and the vehicle speed can be limited, so that the vehicle can maintain a relatively safe state at a lower speed, thus ensuring the safety of the occupants in the vehicle.

[0138] When determining the target torque correction coefficient for the BSG motor, this application utilizes the fact that the correspondence between different speeds and required torques follows a sinusoidal or square wave pattern. Therefore, after obtaining the speed, the corresponding target torque modulation mode can first be obtained based on the current speed. Then, by combining the target torque modulation mode and the speed, the target torque correction coefficient is further obtained. The above process achieves the purpose of correcting the first predicted required torque based on the speed.

[0139] In determining the target torque modulation mode, since the torque modulation mode in this application is closely related to the speed of the BSG motor, this application can first compare the speed with a preset speed to determine whether the current speed is high or low. When the speed is greater than or equal to the preset speed, the current speed is considered high, and the square wave modulation mode corresponding to the high speed is determined as the target torque modulation mode for the BSG motor. When the speed is less than the preset speed, the current speed is considered low, and the sine wave modulation mode corresponding to the low speed is determined as the target torque modulation mode. The above process of determining the target torque modulation mode based on the speed makes the correction process of the first predicted torque demand more consistent with the change of the current speed, ensuring the accuracy of the correction of the first predicted torque demand.

[0140] After obtaining the target torque modulation mode, since the corresponding relationship between the rotational speed and the torque correction coefficient differs under different torque modulation modes, this application can obtain the corresponding target torque correction coefficient based on the current rotational speed, according to the relationship between the rotational speed and the torque correction coefficient under the target torque modulation mode.

[0141] In this application, the correspondence between rotational speed, target torque correction coefficient, and corrected first predicted torque can be stored in the vehicle in advance. After obtaining the target torque correction coefficient for correction, the corrected first predicted torque can be obtained by looking up a table, taking into account the current rotational speed of the BSG motor.

[0142] Specifically, when determining the second predicted torque demand based on driving parameters, these parameters include vehicle speed and throttle opening. Since this application pre-sets the correspondence between vehicle speed, throttle opening, and required torque, once the current vehicle speed and throttle opening are obtained, the required torque corresponding to the vehicle speed and throttle opening can be found by looking up the mapping relationship, thus obtaining the second predicted torque demand.

[0143] Figure 4 This is a schematic diagram of the structure of a motor output torque control device provided in an embodiment of this application.

[0144] For example, such as Figure 4 As shown, the device 400 includes:

[0145] The acquisition module 401 is used to acquire the rotational speed of the BSG motor;

[0146] The first determining module 402 is used to determine the target torque correction coefficient of the BSG motor based on the rotational speed. The target torque correction coefficient is used to correct the first predicted demand torque of the BSG motor, which is obtained based on the rotational speed. The corrected first predicted demand torque is determined based on the target torque correction coefficient and the rotational speed.

[0147] The first control module 403 is used to control the BSG motor to output the corrected first predicted demand torque when the torque difference between the corrected first predicted demand torque and the second predicted demand torque is less than a preset difference. The second predicted demand torque is obtained based on the vehicle's driving parameters, which are used to represent the vehicle's operating status.

[0148] Optionally, the device further includes a second control module, used to control the output torque of the vehicle's engine to decrease to a preset torque when the torque difference is greater than or equal to the preset difference, so as to reduce the vehicle speed to a preset speed.

[0149] In one possible implementation, the first determining module 402 is specifically used to: determine the target torque modulation mode of the BSG motor based on the rotational speed, wherein the target torque modulation mode is a sine wave modulation mode or a square wave modulation mode; and determine the target torque correction coefficient based on the target torque modulation mode and the rotational speed.

[0150] In one possible implementation, the first determining module 402 is further configured to: determine the target torque modulation mode as the square wave modulation mode when the rotational speed is greater than or equal to the preset rotational speed, wherein the rotational speed and the target torque correction coefficient satisfy the square wave variation curve in the square wave modulation mode; and determine the target torque modulation mode as the sine wave modulation mode when the rotational speed is less than the preset rotational speed, wherein the rotational speed and the target torque correction coefficient satisfy the sine wave variation curve in the sine wave modulation mode.

[0151] In one possible implementation, the first determining module 402 is further configured to: determine the target torque correction coefficient based on the rotational speed and the correspondence between the rotational speed and the target torque correction coefficient under the square wave modulation mode when the target torque modulation mode is the square wave modulation mode; and determine the target torque correction coefficient based on the rotational speed and the correspondence between the rotational speed and the target torque correction coefficient under the sine wave modulation mode when the target rotational speed modulation mode is the sine wave modulation mode.

[0152] In one possible implementation, the first determining module 402 is further configured to: determine the corrected first predicted demand torque based on the target torque correction coefficient, the rotational speed, and the first mapping relationship, wherein the first mapping relationship is used to represent the correspondence between the target torque correction coefficient, the rotational speed, and the corrected first predicted demand torque.

[0153] Optionally, the driving parameters include vehicle speed and accelerator pedal opening. The device further includes a second determining module, used to determine the second predicted torque demand based on the vehicle speed, the accelerator pedal opening, and a second mapping relationship, wherein the second mapping relationship represents the correspondence between the vehicle speed, the accelerator pedal opening, and the second predicted torque demand.

[0154] Figure 5 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application.

[0155] For example, such as Figure 5 As shown, the vehicle 500 includes a memory 501 and a processor 502. The memory 501 stores executable program code 5011, and the processor 502 is used to call and execute the executable program code 5011 to perform a method for controlling the output torque of a motor.

[0156] Furthermore, this application also protects an apparatus that may include a memory and a processor, wherein the memory stores executable program code, and the processor is used to call and execute the executable program code to perform a motor output torque control method provided in this application.

[0157] This embodiment can divide the device into functional modules based on the above method example. For example, each module can correspond to a separate function, or two or more functions can be integrated into one processing module. The integrated module can be implemented in hardware. It should be noted that the module division in this embodiment is illustrative and only represents one logical functional division. In actual implementation, there may be other division methods.

[0158] When the functional modules are divided according to their respective functions, the device may further include an acquisition module, a first determination module, and a first control module. It should be noted that all relevant content of each step involved in the above method embodiments can be referenced to the functional description of the corresponding functional module, and will not be repeated here.

[0159] It should be understood that the device provided in this embodiment is used to execute the above-described method for controlling the output torque of a motor, and therefore can achieve the same effect as the above-described implementation method.

[0160] When using an integrated unit, the device may include a processing module and a storage module. When the device is applied to a vehicle, the processing module can be used to control and manage the vehicle's movements. The storage module can be used to support the vehicle in executing program code, etc.

[0161] The processing module may be a processor or a controller, which can implement or execute various exemplary logic blocks, modules, and circuits as disclosed in this application. The processor may also be a combination of computing functions, such as a combination of one or more microprocessors, a combination of digital signal processing (DSP) and microprocessors, etc., and the storage module may be a memory.

[0162] In addition, the device provided in the embodiments of this application may specifically be a chip, component or module. The chip may include a connected processor and a memory. The memory is used to store instructions. When the processor calls and executes the instructions, the chip can execute a motor output torque control method provided in the above embodiments.

[0163] This embodiment also provides a computer-readable storage medium storing computer program code. When the computer program code is run on a computer, the computer executes the above-described related method steps to implement a motor output torque control method provided in the above embodiment.

[0164] This embodiment also provides a computer program product. When the computer program product is run on a computer, it causes the computer to perform the above-mentioned related steps to realize the motor output torque control method provided in the above embodiment.

[0165] In this embodiment, the device, computer-readable storage medium, computer program product, or chip are all used to execute the corresponding methods provided above. Therefore, the beneficial effects they can achieve can be referred to the beneficial effects in the corresponding methods provided above, and will not be repeated here.

[0166] Through the above description of the embodiments, those skilled in the art will understand that, for the sake of convenience and brevity, only the division of the above functional modules is used as an example. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0167] In the embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another device, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.

[0168] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A method for controlling the output torque of a motor, characterized in that, The method includes: Obtain the rotational speed of the BSG motor; Based on the rotational speed, a target torque correction coefficient for the BSG motor is determined. The target torque correction coefficient is used to correct the first predicted torque demand of the BSG motor, which is obtained based on the rotational speed. Based on the target torque correction coefficient and the rotational speed, the corrected first predicted torque demand is determined; If the difference between the corrected first predicted torque and the second predicted torque is less than a preset difference, the BSG motor is controlled to output the corrected first predicted torque. The second predicted torque is obtained based on the vehicle's driving parameters, which are used to represent the vehicle's operating status. The step of determining the target torque correction coefficient of the BSG motor based on the rotational speed includes: When the rotational speed is greater than or equal to the preset rotational speed, the target torque modulation mode of the BSG motor is determined to be a square wave modulation mode. Under the square wave modulation mode, the rotational speed and the target torque correction coefficient satisfy the square wave variation curve. When the rotational speed is less than the preset rotational speed, the target torque modulation mode is determined to be a sinusoidal modulation mode. Under the sinusoidal modulation mode, the rotational speed and the target torque correction coefficient satisfy a sinusoidal change curve. The target torque correction coefficient is determined based on the target torque modulation mode and the rotational speed.

2. The method according to claim 1, characterized in that, The method further includes: If the torque difference is greater than or equal to the preset difference, the output torque of the vehicle's engine is controlled to be reduced to the preset torque so that the vehicle speed is reduced to the preset speed.

3. The method according to claim 1, characterized in that, Determining the target torque correction coefficient based on the target torque modulation mode and the rotational speed includes: When the target torque modulation mode is the square wave modulation mode, the target torque correction coefficient is determined based on the rotational speed and the correspondence between the rotational speed and the target torque correction coefficient under the square wave modulation mode. When the target speed modulation mode is the sinusoidal modulation mode, the target torque correction coefficient is determined based on the speed and the correspondence between the speed and the target torque correction coefficient under the sinusoidal modulation mode.

4. The method according to claim 1, characterized in that, Determining the corrected first predicted torque demand based on the target torque correction coefficient and the rotational speed includes: The corrected first predicted torque demand is determined based on the target torque correction coefficient, the rotational speed, and the first mapping relationship, wherein the first mapping relationship represents the correspondence between the target torque correction coefficient, the rotational speed, and the corrected first predicted torque demand.

5. The method according to claim 1, characterized in that, The driving parameters include vehicle speed and accelerator pedal opening; the method further includes: The second predicted torque demand is determined based on the vehicle speed, the accelerator pedal opening, and the second mapping relationship, whereby the second mapping relationship represents the correspondence between the vehicle speed, the accelerator pedal opening, and the second predicted torque demand.

6. A control device for the output torque of a motor, characterized in that, The device includes: The acquisition module is used to acquire the rotational speed of the BSG motor; The first determining module is used to determine a target torque correction coefficient for the BSG motor based on the rotational speed. The target torque correction coefficient is used to correct a first predicted demand torque for the BSG motor, which is obtained based on the rotational speed. The module then determines the corrected first predicted demand torque based on the target torque correction coefficient and the rotational speed. The first control module is used to control the BSG motor to output the corrected first predicted demand torque when the torque difference between the first predicted demand torque and the second predicted demand torque is less than a preset difference. The second predicted demand torque is obtained based on the vehicle's driving parameters, which are used to represent the vehicle's operating state. Specifically, the first determining module is used for: When the rotational speed is greater than or equal to the preset rotational speed, the target torque modulation mode of the BSG motor is determined to be a square wave modulation mode. Under the square wave modulation mode, the rotational speed and the target torque correction coefficient satisfy the square wave variation curve. When the rotational speed is less than the preset rotational speed, the target torque modulation mode is determined to be a sinusoidal modulation mode. Under the sinusoidal modulation mode, the rotational speed and the target torque correction coefficient satisfy a sinusoidal change curve. The target torque correction coefficient is determined based on the target torque modulation mode and the rotational speed.

7. A vehicle, characterized in that, The vehicles include: Memory, used to store executable program code; A processor for calling and running the executable program code from the memory, causing the vehicle to perform the method as described in any one of claims 1 to 5.

8. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that, when executed, implements the method as described in any one of claims 1 to 5.

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