Motor torque control method, device, equipment and storage medium
By adjusting the slope of the motor's requested torque based on gradient and vehicle speed information in electric vehicles, the problem of motor vibration has been solved, and the smoothness and safety of switching between D and R gears have been improved.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Patents(China)
- Current Assignee / Owner
- VOYAH AUTOMOBILE TECH CO LTD
- Filing Date
- 2023-12-15
- Publication Date
- 2026-07-21
Smart Images
Figure CN117719360B_ABST
Abstract
Description
Technical Field
[0001] This application belongs to the field of motor control technology, and in particular relates to a motor torque control method, device, equipment and storage medium. Background Technology
[0002] Because the braking pedal of an electric vehicle reduces creep torque when pressed, it not only lengthens the time for shifting gears and starting, but also causes vehicle jerking due to power output interruption. Therefore, electric vehicles currently do not have a transmission or clutch. At extremely low speeds, the driver can switch flexibly between D and R gears without pressing the brake pedal, thereby flexibly controlling the vehicle's forward and backward movement.
[0003] When switching between D and R gears at extremely low vehicle speeds, the control of the torque of the Motor Control Unit (MCU) by the Vehicle Control Unit (VCU) is extremely complex. Under this condition, the torque requested by the VCU from the MCU will change from negative to positive or from positive to negative. Due to the objective existence of backlash in the transmission system, the gear meshing will cause the motor to vibrate when the motor torque crosses zero. Summary of the Invention
[0004] Embodiments of this application provide a motor torque control method, apparatus, device, and storage medium, which can at least reduce motor vibration when switching between D and R gears at extremely low vehicle speeds.
[0005] Other features and advantages of this application will become apparent from the following detailed description, or may be learned in part from practice of this application.
[0006] According to a first aspect of the embodiments of this application, a motor torque control method is provided, comprising: In response to the vehicle shifting between D and R gears, the current initial slope of the current motor requested torque is determined based on the current motor requested torque and the current slope information of the road where the vehicle is located. Determine the current slope correction coefficient based on the current motor requested torque and the current vehicle speed; The current target slope for the current motor requested torque is determined based on the current initial slope and the current slope correction coefficient. Motor torque control is performed based on the current requested motor torque and the current target slope.
[0007] In some embodiments of this application, based on the foregoing scheme, determining the current initial slope of the current motor requested torque according to the current motor requested torque and the current slope information of the road where the vehicle is located includes: Find the initial slope corresponding to the current motor requested torque and the current slope information in the first preset mapping table; The found initial slope is determined as the current initial slope.
[0008] In some embodiments of this application, based on the foregoing scheme, the motor torque control method further includes: The initial slope corresponding to different motor requested torque and slope information is calibrated according to the first preset rule. The first preset rule is that the closer the motor requested torque is to zero, the smaller the initial slope is and it is not zero. The larger the slope information is, the smaller the initial slope is. The first preset mapping table is generated based on the initial slope corresponding to the motor's requested torque and slope information.
[0009] In some embodiments of this application, based on the foregoing scheme, determining the current slope correction coefficient according to the current motor requested torque and the current vehicle speed includes: Find the slope correction coefficient corresponding to the current motor requested torque and the current vehicle speed in the second preset mapping table; The slope correction factor found is determined as the current slope correction factor.
[0010] In some embodiments of this application, based on the foregoing scheme, the motor torque control method further includes: According to the second preset rule, the slope correction coefficient corresponding to different motor requested torque and vehicle speed is calibrated. The second preset rule is that the closer the motor requested torque is to zero, the smaller the slope correction coefficient is and it is not zero. The second preset mapping table is generated based on the slope correction coefficients corresponding to the motor's requested torque and vehicle speed.
[0011] In some embodiments of this application, based on the foregoing scheme, the motor torque control method further includes: If the current actual motor torque, current vehicle speed, or current accelerator pedal opening meets the preset conditions, exit motor torque control.
[0012] In some embodiments of this application, based on the foregoing scheme, the preset conditions include, when the current gear information is R gear, the current actual motor torque is less than the torque threshold corresponding to R gear or the current vehicle speed is less than the vehicle speed threshold corresponding to R gear; or, when the current gear information is D gear, the current actual motor torque is greater than the torque threshold corresponding to D gear or the current vehicle speed is greater than the vehicle speed threshold corresponding to D gear.
[0013] According to a second aspect of the embodiments of this application, a motor torque control device is provided, comprising: An initial slope determination unit is used to determine the current initial slope of the current motor requested torque in response to the vehicle's gear switching between D and R gears, based on the current motor requested torque and the current slope information of the road where the vehicle is located. The slope correction unit is used to determine the current slope correction coefficient based on the current motor requested torque and the current vehicle speed. The target slope determination unit is used to determine the current target slope of the current motor requested torque based on the current initial slope and the current slope correction coefficient. A torque control unit is used to perform motor torque control based on the current motor requested torque and the current target slope.
[0014] In some embodiments of this application, based on the aforementioned scheme, the initial slope determination unit is further configured to look up the initial slope corresponding to the current motor requested torque and the current slope information in a first preset mapping table; and determine the found initial slope as the current initial slope.
[0015] In some embodiments of this application, based on the aforementioned scheme, the initial slope determination unit is further configured to calibrate the initial slope corresponding to different motor requested torque and slope information according to a first preset rule, wherein the first preset rule is that the closer the motor requested torque is to zero, the smaller the initial slope is and it is not zero, and the larger the slope information is, the smaller the initial slope is; and the first preset mapping table is generated according to the initial slope corresponding to the motor requested torque and slope information.
[0016] In some embodiments of this application, based on the aforementioned scheme, the slope correction unit is further configured to look up the slope correction coefficients corresponding to the current motor requested torque and the current vehicle speed in a second preset mapping table; and determine the found slope correction coefficients as the current slope correction coefficients.
[0017] In some embodiments of this application, based on the aforementioned scheme, the slope correction unit is further configured to calibrate the slope correction coefficients corresponding to different motor requested torques and vehicle speeds according to a second preset rule, wherein the second preset rule is that the closer the motor requested torque is to zero, the smaller the slope correction coefficient is and it is not zero; and to generate the second preset mapping table according to the slope correction coefficients corresponding to the motor requested torque and vehicle speed.
[0018] In some embodiments of this application, based on the aforementioned scheme, the torque control unit is further configured to exit motor torque control when the current actual motor torque, current vehicle speed, or current accelerator pedal opening meets preset conditions.
[0019] In some embodiments of this application, based on the foregoing scheme, the preset conditions include, when the current gear information is R gear, the current actual motor torque is less than the torque threshold corresponding to R gear or the current vehicle speed is less than the vehicle speed threshold corresponding to R gear; or, when the current gear information is D gear, the current actual motor torque is greater than the torque threshold corresponding to D gear or the current vehicle speed is greater than the vehicle speed threshold corresponding to D gear.
[0020] According to a third aspect of the embodiments of this application, a motor torque control device is provided, including a processor and a memory, wherein the memory stores computer program instructions executable by the processor, and when the processor executes the computer program instructions, it implements the steps of the method described in any of the first aspects above.
[0021] According to a fourth aspect of the embodiments of this application, a computer-readable storage medium is provided, wherein computer program instructions are stored therein, and when executed by a processor, the computer program instructions cause the processor to perform the steps of the method as described in any of the first aspects above.
[0022] In this application, in response to the vehicle's gear shifting between D and R, the initial slope of the current motor-requested torque is determined based on the current requested motor torque and the current gradient of the road where the vehicle is located; a current slope correction coefficient is determined based on the current requested motor torque and the current vehicle speed; a current target slope of the current requested motor torque is determined based on the current initial slope and the current slope correction coefficient; and motor torque control is performed based on the current requested motor torque and the current target slope. The technical solution provided by this application can smooth the requested motor torque during shifting between D and R, reducing motor vibration.
[0023] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and do not limit this application. Attached Figure Description
[0024] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application. It is obvious that the drawings described below are merely some embodiments of this application, and those skilled in the art can obtain other drawings based on these drawings without any inventive effort. In the drawings: Figure 1 A flowchart illustrating a motor torque control method in one embodiment is shown; Figure 2 A block diagram of a motor torque control device in one embodiment is shown; Figure 3 A schematic diagram of the motor torque control device in one embodiment is shown. Detailed Implementation
[0025] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.
[0026] Furthermore, the described features, structures, or characteristics can be combined in any suitable manner in one or more embodiments. Numerous specific details are provided in the following description to give a thorough understanding of embodiments of this application. However, those skilled in the art will recognize that the technical solutions of this application can be practiced without one or more of the specific details, or other methods, components, apparatuses, steps, etc., can be employed. In other instances, well-known methods, apparatuses, implementations, or operations are not shown or described in detail to avoid obscuring various aspects of this application.
[0027] The block diagrams shown in the accompanying drawings are merely functional entities and do not necessarily correspond to physically independent entities. That is, these functional entities can be implemented in software, in one or more hardware modules or integrated circuits, or in different network and / or processor devices and / or microcontroller devices.
[0028] The flowcharts shown in the accompanying drawings are merely illustrative and do not necessarily include all content and operations / steps, nor do they necessarily have to be performed in the described order. For example, some operations / steps can be broken down, while others can be combined or partially combined; therefore, the actual execution order may change depending on the specific circumstances.
[0029] It should also be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such uses of these terms can be interchanged where appropriate so that the embodiments of this application described herein can be implemented in orders other than those illustrated or described.
[0030] To enable those skilled in the art to better understand this application, firstly, in conjunction with Figure 1 A brief description of the application scenarios involved in this application is provided.
[0031] Figure 1 A flowchart of a motor torque control method in one embodiment is shown, as follows: Figure 1As shown, a motor torque control method is provided, which may include the following steps 101 to 104.
[0032] In step 101, in response to the vehicle shifting between D and R gears, the current initial slope of the current motor requested torque is determined based on the current motor requested torque and the current slope information of the road where the vehicle is located.
[0033] It is understandable that when a vehicle switches between D and R gears, the motor torque request output from the VCU to the MCU will switch between positive and negative torque, which can easily cause motor jitter. If the slope of the motor torque request is slow, the vehicle will roll back a considerable distance, and if the driver does not apply the brake pedal in time, there will be a safety risk, thus negating the purpose of shifting gears without applying the brake pedal. If the slope of the motor torque request is fast, the vehicle will not roll back, but the motor jitter will be greater, resulting in poor vehicle smoothness. Based on this, the motor torque control method in this application smooths the motor torque when the vehicle switches between D and R gears to reduce motor jitter.
[0034] During implementation, if the vehicle's current gear is R (Reverse) and the previous gear in the previous operating cycle was D (Drive), or if the current gear is D and the previous gear in the previous operating cycle was R, then motor torque control is required. In this case, the parameter ActiveFlag can be set to 1 to activate motor torque control.
[0035] In some embodiments, the initial slope corresponding to the current motor requested torque and the current slope information can be found in a first preset mapping table; the found initial slope is determined as the current initial slope.
[0036] The first preset mapping table can be a two-dimensional table. The initial slope corresponding to the current motor requested torque and the current slope information can be found in the two-dimensional table by using interpolation.
[0037] In some embodiments, the initial slope corresponding to different motor requested torque and slope information can be calibrated according to a first preset rule, wherein the first preset rule is that the closer the motor requested torque is to zero, the smaller the initial slope is and it is not zero, and the larger the slope information is, the smaller the initial slope is; and a first preset mapping table is generated according to the initial slope corresponding to the motor requested torque and slope information.
[0038] The first preset mapping table can be found in Table 1 below: Table 1
[0039] As shown in Table 1, the horizontal axis of the first preset mapping table represents the motor requested torque, which can be calibrated as -50, -10, -6, -2, 0, 2, 6, 10, and 50, a total of 9 values, depending on the specific vehicle model and motor. The vertical axis represents the slope information, which can be calibrated as -8, -3, 0, 3, and 8, a total of 5 values, depending on the specific vehicle model and motor. The closer the motor requested torque is to zero, the smaller the initial slope; the farther the motor requested torque is from zero, the larger the initial slope. When the motor requested torque is zero, the initial slope is the smallest and not zero; the larger the slope information, the smaller the initial slope.
[0040] By calibrating the first preset mapping table, the actual torque of the motor always follows the torque requested by the motor. Even when the requested torque of the motor crosses zero, it has a certain slope, which ensures the rapid response of the motor. At the same time, since the slope when the requested torque of the motor crosses zero is relatively slow, the slope after crossing zero is relatively fast, which makes the vehicle roll away short and has good smoothness.
[0041] In step 102, the current slope correction coefficient is determined based on the current motor requested torque and the current vehicle speed.
[0042] In some embodiments, the slope correction coefficient corresponding to the current motor requested torque and the current vehicle speed can be found in the second preset mapping table; the found slope correction coefficient is determined as the current slope correction coefficient.
[0043] The second preset mapping table can be a two-dimensional table. The slope correction coefficient corresponding to the current motor requested torque and the current vehicle speed can be found in the two-dimensional table by using interpolation.
[0044] In some embodiments, slope correction coefficients corresponding to different motor requested torques and vehicle speeds can be calibrated according to a second preset rule, wherein the second preset rule is that the closer the motor requested torque is to zero, the smaller the slope correction coefficient is and it is not zero; a second preset mapping table is generated according to the slope correction coefficients corresponding to the motor requested torque and vehicle speed.
[0045] The first preset mapping table can be found in Table 2 below: Table 2
[0046] As shown in Table 2, the horizontal axis of the second preset mapping table represents the motor requested torque, which can be calibrated to 9 values: -50, -10, -6, -2, 0, 2, 6, 10, and 50, depending on the specific vehicle model and motor. The vertical axis represents the vehicle speed, which can be calibrated to 5 values: -2, -1, 0, 1, and 2, depending on the specific vehicle model and motor. The closer the motor requested torque is to zero, the smaller the slope correction coefficient; the farther the motor requested torque is from zero, the larger the slope correction coefficient. When the motor requested torque is zero, the slope correction coefficient is the smallest and not zero.
[0047] During calibration, the slope correction factor ranges from 0 to 1. In most cases, the larger the absolute value of the vehicle speed, the larger the corresponding slope correction factor.
[0048] In step 103, the current target slope for the current motor requested torque is determined based on the current initial slope and the current slope correction coefficient.
[0049] In the implementation process, the product of the current initial slope and the current slope correction coefficient can be used as the current target slope.
[0050] In step 104, motor torque control is performed based on the current motor requested torque and the current target slope.
[0051] It should be noted that, in this embodiment, the current slope information and the current motor requested torque are used to query a first preset mapping table to obtain the current initial slope. Then, the current vehicle speed and the current requested torque are used to query a second preset mapping table to obtain the slope correction coefficient. This enables the vehicle to maintain good performance when switching between D and R gears in different usage scenarios (slope, vehicle speed). Furthermore, determining the current initial slope and slope correction coefficient through table lookup provides better adaptability for different vehicle models and motors.
[0052] In some embodiments, motor torque control can be disengaged if the current actual motor torque, current vehicle speed, or current accelerator pedal opening meets preset conditions.
[0053] The preset conditions include, when the current gear information is R, the actual torque of the current motor is less than the torque threshold corresponding to R or the current vehicle speed is less than the vehicle speed threshold corresponding to R; or, when the current gear information is D, the actual torque of the current motor is greater than the torque threshold corresponding to D or the current vehicle speed is greater than the vehicle speed threshold corresponding to D.
[0054] The preset conditions may also include the current actual torque of the motor not being within the preset torque range or the current accelerator pedal opening being greater than the preset opening threshold.
[0055] Understandably, if the current actual motor torque, current vehicle speed, or current accelerator pedal opening meets the preset conditions, the parameter InActiveFlag can be set to 1 to exit motor torque control and return to normal driving mode.
[0056] It should be noted that if the current motor requests torque or the current motor's actual torque is large, it indicates that the driver intends to accelerate. In this case, it is necessary to disengage the motor torque control to restore the vehicle to normal driving mode.
[0057] During implementation, if the current gear information is R gear and the torque threshold corresponding to R gear is the torque threshold for exiting R gear when switching from DR gear, then motor torque control will be exited if the current actual motor torque is less than the torque threshold for exiting R gear when switching from DR gear. If the current gear information is D gear and the torque threshold corresponding to D gear is the torque threshold for exiting D gear when switching from DR gear, then motor torque control will be exited if the current actual motor torque is greater than the torque threshold for exiting D gear when switching from DR gear. If the current gear information is R gear and the vehicle speed threshold corresponding to R gear is the vehicle speed threshold for exiting R gear when switching from DR gear, then motor torque control will be discontinued if the current vehicle speed is less than the vehicle speed threshold for exiting R gear when switching from DR gear. If the current gear information is D gear and the vehicle speed threshold corresponding to D gear is the vehicle speed threshold for exiting D gear when switching from DR gear, then motor torque control will be discontinued if the current vehicle speed is greater than the vehicle speed threshold for exiting D gear when switching from DR gear. If the lower limit of the preset torque range is the difference between the current motor requested torque and the torque threshold calibration value when DR switches, and the upper limit of the preset torque range is the sum of the current motor requested torque and the torque threshold calibration value when DR switches, then motor torque control will be exited if the current motor actual torque does not belong to the preset torque range. If the preset opening threshold is the throttle opening threshold for exiting torque control when switching DR, then motor torque control will be exited if the current throttle pedal opening is greater than the throttle opening threshold for exiting torque control when switching DR.
[0058] The following examples illustrate the specific implementation steps of embodiments of this application.
[0059] When the vehicle shifts from D to R, the current gear information is R the instant the driver operates the gear shift lever to shift from D to R. The software operation cycle is 10ms. The gear information before 10ms is D. Then the parameter ActiveFlag is set to 1, and the motor torque control is activated.
[0060] Assuming the current motor requested torque is -3Nm, the current slope is 0, the current vehicle speed is 1km / h, and the torque threshold for exiting R gear during DR switching is -6Nm, using interpolation to look up Table 1, the initial slope is 45Nmps. Using interpolation to look up Table 2, the slope correction coefficient is 0.75. Therefore, the target slope is 45*0.75=33.75Nmps.
[0061] After the software runs for several cycles, assuming the current actual motor torque is -8Nm, since -8Nm is less than -6Nm, the parameter InActiveFlag is set to 1, and the motor torque control is exited.
[0062] When the vehicle shifts from R to D, the current gear information is D the instant the driver operates the gear shift lever to shift from R to D. The software operation cycle is 10ms. The gear information before 10ms is R. Then the parameter ActiveFlag is set to 1, and the motor torque control is activated.
[0063] Assuming the current motor torque request is 3 Nm, the current slope is 0, the current vehicle speed is 1 km / h, and the torque threshold for exiting D gear during DR switching is 6 Nm, using interpolation to look up Table 1, the initial slope is 45 Nmps. Using interpolation to look up Table 2, the slope correction coefficient is 0.75. Therefore, the target slope is 45 * 0.75 = 33.75 Nmps.
[0064] After the software runs for several cycles, assuming the actual torque of the motor is 8Nm, since 8Nm is greater than 6Nm, the parameter InActiveFlag is set to 1, and the motor torque control is exited.
[0065] The embodiments of this application, through the above-described scheme, can identify the instantaneous operating conditions when a vehicle switches between D and R gears, and smooth the current motor torque requested under this condition. When the current motor torque requested is large, the slope is larger to reduce the roll-back distance; when the current motor torque requested is close to zero, the slope is smaller to reduce motor vibration, thereby ensuring the safety and smoothness of the vehicle. By introducing current slope information and current vehicle speed for correction, the vehicle can have good performance when switching between D and R gears in different usage scenarios (slope and vehicle speed).
[0066] The following describes an embodiment of the apparatus described in this application, which can be used to execute the motor torque control method described in the above embodiments of this application. For details not disclosed in the apparatus embodiments of this application, please refer to the embodiments of the motor torque control method described above.
[0067] See Figure 2 The diagram shows a block diagram of a motor torque control device according to an embodiment of this application.
[0068] like Figure 2As shown, the motor torque control device of this application embodiment includes: an initial slope determination unit 201, a slope correction unit 202, a target slope determination unit 203, and a torque control unit 204. The initial slope determination unit 201 is used to determine the current initial slope of the current motor requested torque based on the current motor requested torque and the current slope information of the road where the vehicle is located, in response to the vehicle's gear shifting between D and R gears. The slope correction unit 202 is used to determine a current slope correction coefficient based on the current motor requested torque and the current vehicle speed. The target slope determination unit 203 is used to determine the current target slope of the current motor requested torque based on the current initial slope and the current slope correction coefficient. The torque control unit 204 is used to perform motor torque control based on the current motor requested torque and the current target slope.
[0069] In some embodiments of this application, based on the aforementioned scheme, the initial slope determination unit 201 is further configured to look up the initial slope corresponding to the current motor requested torque and the current slope information in the first preset mapping table; and determine the found initial slope as the current initial slope.
[0070] In some embodiments of this application, based on the aforementioned scheme, the initial slope determination unit 201 is further configured to calibrate the initial slope corresponding to different motor requested torque and slope information according to a first preset rule, wherein the first preset rule is that the closer the motor requested torque is to zero, the smaller the initial slope is and it is not zero, and the larger the slope information is, the smaller the initial slope is; and a first preset mapping table is generated according to the initial slope corresponding to the motor requested torque and slope information.
[0071] In some embodiments of this application, based on the aforementioned scheme, the slope correction unit 202 is further configured to look up the slope correction coefficient corresponding to the current motor requested torque and the current vehicle speed in the second preset mapping table; and determine the found slope correction coefficient as the current slope correction coefficient.
[0072] In some embodiments of this application, based on the aforementioned scheme, the slope correction unit 202 is further configured to calibrate the slope correction coefficients corresponding to different motor requested torques and vehicle speeds according to a second preset rule, wherein the second preset rule is that the closer the motor requested torque is to zero, the smaller the slope correction coefficient is and it is not zero; and to generate a second preset mapping table based on the slope correction coefficients corresponding to the motor requested torque and vehicle speed.
[0073] In some embodiments of this application, based on the aforementioned scheme, the torque control unit 203 is also used to exit motor torque control when the current actual motor torque, current vehicle speed, or current accelerator pedal opening meets preset conditions.
[0074] In some embodiments of this application, based on the aforementioned scheme, the preset conditions include, when the current gear information is R gear, the current actual motor torque is less than the torque threshold corresponding to R gear or the current vehicle speed is less than the vehicle speed threshold corresponding to R gear; or, when the current gear information is D gear, the current actual motor torque is greater than the torque threshold corresponding to D gear or the current vehicle speed is greater than the vehicle speed threshold corresponding to D gear.
[0075] Based on the same inventive concept, this application also provides a motor torque control device, see reference. Figure 3 The diagram shows a schematic of the structure of a motor torque control device according to an embodiment of this application. The motor torque control device includes one or more memories 304, one or more processors 302, and at least one computer program (computer program instruction) stored in the memory 304 and executable on the processor 302. When the processor 302 executes the computer program, it implements the method described above.
[0076] Among them, Figure 3 In this document, a bus architecture (represented by bus 300) is used. Bus 300 may include any number of interconnected buses and bridges, linking various circuits including one or more processors represented by processor 302 and memory represented by memory 304. Bus 300 may also link various other circuits such as peripheral devices, voltage regulators, and power management circuits, which are well known in the art and therefore will not be described further herein. Bus interface 305 provides an interface between bus 300 and receiver 301 and transmitter 303. Receiver 301 and transmitter 303 may be the same element, i.e., a transceiver, providing a unit for communicating with various other devices over a transmission medium. Processor 302 is responsible for managing bus 300 and general processing, while memory 304 can be used to store data used by processor 302 during operation.
[0077] Based on the same inventive concept, embodiments of this application provide a computer-readable storage medium storing computer program instructions, which, when executed by a processor, cause the processor to perform the steps of the method described above.
[0078] The functions described herein may be implemented in hardware, software executed by a processor, firmware, or any combination thereof. If implemented in software executed by a processor, the functions may be stored as one or more instructions or codes on or transmitted via a computer-readable medium. Other examples and embodiments are within the scope and spirit of this application and the appended claims. For example, due to the nature of software, the functions described above may be implemented using software executed by a processor, hardware, firmware, hardwired, or any combination thereof. Furthermore, the functional units may be integrated into a single processing unit, or each unit may exist physically separately, or two or more units may be integrated into a single unit.
[0079] In the several embodiments provided in this application, it should be understood that the disclosed technical content can be implemented in other ways. The device embodiments described above are merely illustrative; for example, the division of units can be a logical functional division, and in actual implementation, there may be other division methods. For instance, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the displayed or discussed mutual coupling, direct coupling, or communication connection may be through some interfaces; the indirect coupling or communication connection between units or modules may be electrical or other forms.
[0080] The units described as separate components may or may not be physically separate. Similarly, the components of the control device may or may not be physical units; they may be located in one place or distributed across multiple units. Some or all of the units can be selected to achieve the purpose of this embodiment, depending on actual needs.
[0081] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing computer program instructions, such as USB flash drives, read-only memory (ROM), random access memory (RAM), portable hard drives, magnetic disks, or optical disks.
[0082] The above description is merely an embodiment of this application and is not intended to limit this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the scope of the claims of this application.
Claims
1. A motor torque control method, characterized in that, include: In response to the vehicle shifting between D and R gears, the current initial slope of the current motor requested torque is determined based on the current motor requested torque and the current slope information of the road where the vehicle is located. Determine the current slope correction coefficient based on the current motor requested torque and the current vehicle speed; The current target slope for the current motor requested torque is determined based on the current initial slope and the current slope correction coefficient. Motor torque control is performed based on the current requested motor torque and the current target slope; The step of determining the current slope correction coefficient based on the current motor requested torque and the current vehicle speed includes: Find the slope correction coefficient corresponding to the current motor requested torque and the current vehicle speed in the second preset mapping table; The slope correction coefficient found is determined as the current slope correction coefficient; The method further includes: According to the second preset rule, the slope correction coefficient corresponding to different motor requested torque and vehicle speed is calibrated. The second preset rule is that the closer the motor requested torque is to zero, the smaller the slope correction coefficient is and it is not zero. The second preset mapping table is generated based on the slope correction coefficients corresponding to the motor's requested torque and vehicle speed.
2. The motor torque control method according to claim 1, characterized in that, The step of determining the current initial slope of the current motor requested torque based on the current motor requested torque and the current slope information of the road where the vehicle is located includes: Find the initial slope corresponding to the current motor requested torque and the current slope information in the first preset mapping table; The found initial slope is determined as the current initial slope.
3. The motor torque control method according to claim 2, characterized in that, Also includes: The initial slope corresponding to different motor requested torque and slope information is calibrated according to the first preset rule. The first preset rule is that the closer the motor requested torque is to zero, the smaller the initial slope is and it is not zero. The larger the slope information is, the smaller the initial slope is. The first preset mapping table is generated based on the initial slope corresponding to the motor's requested torque and slope information.
4. The motor torque control method according to any one of claims 1 to 3, characterized in that, Also includes: If the current actual motor torque, current vehicle speed, or current accelerator pedal opening meets the preset conditions, exit motor torque control.
5. The motor torque control method according to claim 4, characterized in that, The preset conditions include, when the current gear information is R gear, the actual torque of the current motor is less than the torque threshold corresponding to R gear or the current vehicle speed is less than the vehicle speed threshold corresponding to R gear; or, when the current gear information is D gear, the actual torque of the current motor is greater than the torque threshold corresponding to D gear or the current vehicle speed is greater than the vehicle speed threshold corresponding to D gear.
6. A motor torque control device, characterized in that, include: An initial slope determination unit is used to determine the current initial slope of the current motor requested torque in response to the vehicle's gear switching between D and R gears, based on the current motor requested torque and the current slope information of the road where the vehicle is located. The slope correction unit is used to determine the current slope correction coefficient based on the current motor requested torque and the current vehicle speed. The target slope determination unit is used to determine the current target slope of the current motor requested torque based on the current initial slope and the current slope correction coefficient. A torque control unit is used to perform motor torque control based on the current motor requested torque and the current target slope; The slope correction unit is also used to look up the slope correction coefficient corresponding to the current motor requested torque and the current vehicle speed in the second preset mapping table, and determine the slope correction coefficient found as the current slope correction coefficient. The slope correction unit is also used to calibrate the slope correction coefficients corresponding to different motor requested torques and vehicle speeds according to a second preset rule. The second preset rule is that the closer the motor requested torque is to zero, the smaller the slope correction coefficient is and it is not zero. The second preset mapping table is generated according to the slope correction coefficients corresponding to the motor requested torque and vehicle speed.
7. A motor torque control device, comprising a processor and a memory, characterized in that, The memory stores computer program instructions that can be executed by the processor, and when the processor executes the computer program instructions, it implements the steps of 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 computer program instructions that, when executed by a processor, cause the processor to perform the steps of the method as described in any one of claims 1 to 5.