Motor control method, device, equipment, storage medium and system

Abstract

The application relates to a motor control method, device, equipment, storage medium and system, and relates to the technical field of vehicles. The method is applied to a vehicle controller, the motor control strategy of the vehicle is determined according to driving state information, and the first motor and the second motor are controlled to operate based on the motor control strategy. The motor control strategy comprises the following: the driving state information comprises gear, accelerator pedal opening, steering angle, yaw angular velocity, vehicle speed and output torque of the second motor; the first driving strategy, the second driving strategy and the third driving strategy. The first driving strategy is used for indicating that the first motor is controlled to be in an open state and the second motor is controlled to be in a closed state. The second driving strategy is used for indicating that the first motor and the second motor are both controlled to be in an open state. The third driving strategy is used for indicating that the first motor and the second motor are both controlled to be in a closed state. The application is suitable for various working conditions and can improve user experience.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and more particularly to the field of vehicle drive control technology, specifically to a motor control method, device, equipment, storage medium, and system. Background Technology

[0002] With growing environmental awareness, new energy vehicles have become a key research focus for major automakers. Four-wheel drive electric vehicles are a type of new energy vehicle. Existing technologies typically rely on optimal system efficiency strategies to determine the distribution of drive torque between the front and rear axles, thereby propelling the vehicle.

[0003] However, the above methods are not applicable to a variety of working conditions, which affects the user experience. Summary of the Invention

[0004] This application provides a motor control method, apparatus, device, storage medium, and system to at least solve the technical problem in related technologies where strategies based on optimal system efficiency are not applicable to various operating conditions, thus affecting user experience. The technical solution of this application is as follows:

[0005] According to a first aspect of this application, a motor control method is provided, applied to a server in a motor control system. The fault location system further includes a vehicle terminal and a user terminal. The method includes: acquiring vehicle driving status information. The driving status information includes: gear position, accelerator pedal opening, steering angle, yaw rate, vehicle speed, and output torque of a second motor. Based on the driving status information, a motor control strategy for the vehicle is determined. The motor control strategy includes: a first drive strategy, a second drive strategy, and a third drive strategy. The first drive strategy is used to indicate that the first motor is in an on state and the second motor is in a off state. The second drive strategy is used to indicate that both the first motor and the second motor are in an on state. The third drive strategy is used to indicate that both the first motor and the second motor are in a off state. The operation of the first motor and the second motor is controlled based on the motor control strategy.

[0006] Based on the aforementioned technical means, this application can determine the vehicle's motor control strategy according to the vehicle's driving status information. The motor control strategy includes: a first drive strategy, a second drive strategy, and a third drive strategy. The first drive strategy indicates that the first motor is in an on state and the second motor is in a off state. The second drive strategy indicates that both the first and second motors are in an on state. The third drive strategy indicates that both the first and second motors are in a off state. Furthermore, the operation of the first and second motors is controlled based on the motor control strategy. In this way, the determined motor control strategy is applicable to various operating conditions, avoiding the situation in existing technologies where only the system efficiency-optimized strategy is used to control vehicle driving. Simultaneously, it can meet the vehicle's power, stability, and energy-saving requirements, improving the user experience.

[0007] In one possible implementation, determining the vehicle's motor control strategy based on driving status information includes: determining a first drive strategy as the motor control strategy when the gear is in driving mode, the accelerator pedal opening is less than or equal to a preset opening, and the output torque of the second motor is equal to a first preset torque; determining a second drive strategy as the motor control strategy when the gear is in driving mode, the accelerator pedal opening is greater than a preset opening, or the steering angle is greater than a preset steering angle, the yaw rate is greater than a preset angular rate, or the vehicle speed is greater than a preset speed; and determining a third drive strategy as the motor control strategy when the gear is in parking mode or neutral.

[0008] Based on the aforementioned technical means, when the gear is in driving mode, the accelerator pedal opening is less than or equal to a preset opening, and the output torque of the second motor is equal to the first preset torque, it can be determined that the vehicle is in a low-throttle condition, and the current power performance meets the vehicle's power requirements. Since the first drive strategy is used to indicate that the first motor is in the on state and the second motor is in the off state, determining the first drive strategy as the motor control strategy under low-throttle conditions can reduce the overall vehicle energy consumption. When the gear is in driving mode and the accelerator pedal opening is greater than a preset opening, it can be determined that the vehicle is in a high-throttle condition, with a strong power demand. Since the second drive strategy is used to indicate that both the first and second motors are in the on state, determining the second drive strategy as the motor control strategy under high-throttle conditions can meet the vehicle's power demands and the driver's power acceleration.

[0009] Meanwhile, when the steering angle and yaw rate are both greater than the preset steering angle and yaw rate, it indicates poor vehicle stability, suggesting the vehicle is driving on a slippery surface or in a turning condition. Therefore, defining the second drive strategy as an electric motor drive strategy can prevent oversteering and fishtailing, increasing vehicle stability. When the vehicle speed exceeds the preset speed, it indicates the vehicle is in a rapid acceleration condition with strong power demand. Therefore, defining the second drive strategy as an electric motor control strategy for rapid acceleration can meet the vehicle's power demand, avoiding a lack of acceleration at higher speeds and providing the driver with a strong sense of power. Furthermore, when the gear is in park or neutral, it indicates the vehicle is stationary with no power demand. Since the third drive strategy is used to indicate that both the first and second motors are off, defining the third drive strategy as an electric motor drive strategy can reduce energy consumption when the vehicle is stationary.

[0010] In one possible implementation, when the gear is in driving mode and the accelerator pedal opening is less than or equal to a preset opening, controlling the operation of the first motor and the second motor based on a motor control strategy includes: determining the vehicle's first required torque according to a first correspondence between the accelerator pedal opening and a preset correspondence, where the gear is in driving mode and the accelerator pedal opening is less than or equal to the preset opening. The first correspondence includes multiple preset required torques corresponding one-to-one with multiple preset accelerator pedal openings. The first motor is controlled to operate at the first required torque, and the second motor is kept off.

[0011] Based on the aforementioned technical means, this application can quickly determine the vehicle's primary torque requirement by using the accelerator pedal opening and the first corresponding relationship. Subsequently, by controlling the first motor to operate at the primary torque requirement and keeping the second motor off, overall vehicle energy consumption can be reduced while still meeting vehicle power requirements.

[0012] In one possible implementation, when the gear is in driving mode and the accelerator pedal opening is greater than a preset opening, the operation of the first and second motors is controlled based on a motor control strategy, including: when the gear is in driving mode and the accelerator pedal opening is greater than the preset opening, determining the vehicle's second required torque according to the accelerator pedal opening and a first correspondence; determining a first value based on the vehicle's acceleration, gradient, distance from the vehicle's center of gravity to the front axle, air resistance torque, and a preset torque distribution algorithm; the first motor is located at the front of the vehicle; determining the second value based on the vehicle's acceleration, gradient, distance from the vehicle's center of gravity to the rear axle, air resistance torque, and the aforementioned preset torque distribution algorithm; the second motor is located at the rear of the vehicle; determining a third value by summing the first and second values; determining a fourth value by the ratio of the first and third values, and a fifth value by the ratio of the second and third values; determining a third required torque by multiplying the second required torque by the fourth value, and a fourth required torque by multiplying the second required torque by the fifth value. The first motor is controlled to operate at the third required torque, and the second motor is controlled to operate at the fourth required torque.

[0013] Based on the aforementioned technical means, this application can quickly determine the vehicle's second required torque by establishing a correspondence between the accelerator pedal opening and the first requirement. This improves the efficiency of subsequently determining the third and fourth required torques based on the second required torque, thereby enabling the vehicle to quickly provide power and meet its power demands.

[0014] In one possible implementation, when the steering angle is greater than a preset steering angle and the yaw rate is greater than a preset angular velocity, the operation of the first motor and the second motor is controlled based on a motor control strategy. This includes: determining a fifth required torque based on the yaw rate, the vehicle's lateral acceleration, and a second correspondence. The second correspondence includes: multiple preset yaw rates, multiple preset lateral accelerations, and multiple first motor required torques corresponding one-to-one with the multiple preset yaw rates and multiple preset lateral accelerations. A sixth required torque is determined based on the yaw rate, the vehicle's lateral acceleration, and a third correspondence. The second correspondence includes: multiple preset yaw rates, multiple preset lateral accelerations, and multiple second motor required torques corresponding one-to-one with the multiple preset yaw rates and multiple preset lateral accelerations. The first motor is controlled to operate at the fifth required torque, and the second motor is controlled to operate at the sixth required torque.

[0015] Based on the aforementioned technical means, this application can quickly determine the vehicle's fifth required torque by using yaw rate, vehicle lateral acceleration, and a second correlation. Simultaneously, it can quickly determine the vehicle's sixth required torque by using yaw rate, vehicle lateral acceleration, and a third correlation. This fully utilizes the stability features of four-wheel drive vehicles, preventing oversteering and fishtailing, thus increasing vehicle stability.

[0016] In one possible implementation, when the vehicle speed exceeds a preset speed, the operation of the first and second motors is controlled based on a motor control strategy, including: determining a seventh required torque based on the accelerator pedal opening and a first correspondence when the vehicle speed exceeds the preset speed; determining a sixth value as the ratio of the maximum output torque of the first motor to the maximum output torque of the second motor; determining an eighth required torque as the product of the seventh required torque and the sixth value; and determining a ninth required torque as the difference between the seventh and eighth required torques. The first motor is then controlled to operate at the eighth required torque, and the second motor is controlled to operate at the ninth required torque.

[0017] Based on the aforementioned technical means, this application can quickly determine the seventh required torque when the vehicle speed exceeds a preset speed, according to the accelerator pedal opening and the first correspondence. This improves the efficiency of subsequently determining the eighth and ninth required torques based on the seventh required torque. In this way, the vehicle's power requirements can be quickly met, providing the driver with a strong sense of acceleration and enhancing the driver's experience.

[0018] In one possible implementation, the driving status information further includes: the required torque of the second motor, a first duration, and a second duration. The first duration is the duration during which the required torque of the second motor is less than a second preset torque, the second preset torque is greater than the first preset torque, and the second duration is the duration during which the output torque of the second motor is less than the second preset torque. Based on the driving status information, a motor control strategy for the vehicle is determined, including: when the gear is in driving mode, the accelerator pedal opening is less than or equal to a preset opening, and the required torque of the second motor, the output torque of the second motor, the first duration, and the second duration do not meet preset conditions, a second drive strategy is determined as a motor control strategy. The preset conditions include: the required torque of the second motor is less than the second preset torque, the output torque of the second motor is less than the second preset torque, the first duration is greater than the preset duration, and the second duration is greater than the preset duration. When the steering angle is less than or equal to a preset steering angle, the yaw rate is less than or equal to a preset angular rate, and the required torque of the second motor, the output torque of the second motor, the first duration, and the second duration do not meet preset conditions, a second drive strategy is determined as a motor control strategy.

[0019] Based on the aforementioned technical means, this application determines that the vehicle's power demand is relatively low when the gear is in driving mode, the accelerator pedal opening is less than or equal to a preset accelerator pedal opening, and the duration for which the second motor's required torque is less than the second preset torque is greater than a preset duration, and the duration for which the second motor's output torque is less than the second preset torque is greater than a preset duration. Furthermore, controlling the second motor to be in a closed state can reduce energy consumption. Simultaneously, the second preset torque and preset duration can also prevent the second motor from being shut down due to high current.

[0020] Furthermore, if the steering angle is less than or equal to a preset steering angle, the yaw rate is less than or equal to a preset yaw rate, and the duration for which the required torque of the second motor is less than the second preset torque is greater than a preset duration, and the duration for which the output torque of the second motor is less than the second preset torque is greater than a preset duration, it can be determined that the vehicle has no stability requirements. Furthermore, keeping the second motor in a switched-off state can reduce energy consumption. Simultaneously, the second preset torque and preset duration can also prevent the second motor from being shut down due to high current.

[0021] According to a second aspect of this application, a motor control device is provided, applied to a vehicle controller in a vehicle. The vehicle includes a first motor and a second motor, which drive the vehicle. The motor control device includes an acquisition unit, a determination unit, and a control unit. The acquisition unit acquires vehicle driving status information, including gear position, accelerator pedal opening, steering angle, yaw rate, vehicle speed, and the output torque of the second motor. The determination unit determines a motor control strategy for the vehicle based on the driving status information. The motor control strategy includes a first drive strategy, a second drive strategy, and a third drive strategy. The first drive strategy indicates that the first motor is in an on state and the second motor is in a off state. The second drive strategy indicates that both the first and second motors are in an on state. The third drive strategy indicates that both the first and second motors are in a off state. The control unit controls the operation of the first and second motors based on the motor control strategy.

[0022] In one possible implementation, the determining unit is specifically configured to: determine the first drive strategy as a motor control strategy when the gear is in drive, the accelerator pedal opening is less than or equal to a preset opening, and the output torque of the second motor is equal to a first preset torque; determine the second drive strategy as a motor control strategy when the gear is in drive, the accelerator pedal opening is greater than a preset opening, or the steering angle is greater than a preset steering angle, the yaw rate is greater than a preset angular rate, or the vehicle speed is greater than a preset speed; and determine the third drive strategy as a motor control strategy when the gear is in park or neutral.

[0023] In one possible implementation, when the gear is in driving mode and the accelerator pedal opening is less than or equal to a preset opening, the control unit is specifically used to: determine the vehicle's first required torque based on the accelerator pedal opening and a first correspondence relationship. The first correspondence relationship includes: multiple preset required torques corresponding one-to-one with multiple preset accelerator pedal openings. The control unit also controls the first motor to operate at the first required torque and keeps the second motor in a closed state.

[0024] In one possible implementation, when the gear is in driving mode and the accelerator pedal opening is greater than a preset opening, the control unit is specifically used to: determine the vehicle's second required torque based on the accelerator pedal opening and a first correspondence; determine a first value based on the vehicle's acceleration, gradient, distance from the vehicle's center of gravity to the front axle, air resistance torque, and a preset torque distribution algorithm; the first motor is located at the front of the vehicle; determine the second value based on the vehicle's acceleration, gradient, distance from the vehicle's center of gravity to the rear axle, air resistance torque, and the aforementioned preset torque distribution algorithm; the second motor is located at the rear of the vehicle; determine a third value by summing the first and second values; determine a fourth value by the ratio of the first and third values, and a fifth value by the ratio of the second and third values; determine a third required torque by multiplying the second required torque by the fourth value, and a fourth required torque by multiplying the second required torque by the fifth value; and control the first motor to operate at the third required torque and the second motor to operate at the fourth required torque.

[0025] In one possible implementation, when the steering angle is greater than a preset steering angle and the yaw rate is greater than a preset angular velocity, the control unit is specifically configured to: determine a fifth required torque based on the yaw rate, the vehicle's lateral acceleration, and a second correspondence. The second correspondence includes: multiple preset yaw rates, multiple preset lateral accelerations, and multiple first motor required torques corresponding one-to-one with the multiple preset yaw rates and multiple preset lateral accelerations. A sixth required torque is determined based on the yaw rate, the vehicle's lateral acceleration, and a third correspondence. The second correspondence includes: multiple preset yaw rates, multiple preset lateral accelerations, and multiple second motor required torques corresponding one-to-one with the multiple preset yaw rates and multiple preset lateral accelerations. The first motor is controlled to operate at the fifth required torque, and the second motor is controlled to operate at the sixth required torque.

[0026] In one possible implementation, when the vehicle speed exceeds a preset speed, the control unit is specifically configured to: determine a seventh required torque based on the accelerator pedal opening and a first correspondence; determine a sixth value as the ratio of the maximum output torque of the first motor to the maximum output torque of the second motor; determine an eighth required torque as the product of the seventh required torque and the sixth value; and determine a ninth required torque as the difference between the seventh and eighth required torques. The first motor is then controlled to operate at the eighth required torque, and the second motor is controlled to operate at the ninth required torque.

[0027] In one possible implementation, the driving status information further includes: the required torque of the second motor, a first duration, and a second duration. The first duration is the duration during which the required torque of the second motor is less than a second preset torque, the second preset torque is greater than the first preset torque, and the second duration is the duration during which the output torque of the second motor is less than the second preset torque. Specifically, the determining unit is used to: determine the second driving strategy as a motor control strategy when the gear is in driving mode, the accelerator pedal opening is less than or equal to a preset opening, and the required torque of the second motor, the output torque of the second motor, the first duration, and the second duration do not meet preset conditions. The preset conditions include: the required torque of the second motor is less than the second preset torque, the output torque of the second motor is less than the second preset torque, the first duration is greater than the preset duration, and the second duration is greater than the preset duration. The second driving strategy is also determined as a motor control strategy when the steering angle is less than or equal to a preset steering angle, the yaw rate is less than or equal to a preset angular rate, and the required torque of the second motor, the output torque of the second motor, the first duration, and the second duration do not meet preset conditions.

[0028] According to a third aspect provided in this application, an electronic device is provided, comprising: a processor; and a memory for storing processor-executable instructions. The processor is configured to execute instructions to implement the methods described in the first aspect and any possible embodiments thereof.

[0029] According to a fourth aspect provided in this application, a computer-readable storage medium is provided that, when the instructions in the computer-readable storage medium are executed by a processor of an electronic device, enables the electronic device to perform the method described in the first aspect and any possible implementation thereof.

[0030] According to the fifth aspect provided in this application, a motor control system is provided, comprising: a vehicle end, a user terminal, and a server for performing the method described in the first aspect and any possible implementation thereof.

[0031] According to the sixth aspect provided in this application, a computer program product is provided, the computer program product including computer instructions, which, when executed on an electronic device, cause the electronic device to perform the method described in the first aspect and any possible implementation thereof.

[0032] Therefore, the above-mentioned technical features of this application have the following beneficial effects:

[0033] (1) This application determines the vehicle's motor control strategy based on the vehicle's driving status information. The motor control strategy includes: a first drive strategy, a second drive strategy, and a third drive strategy. The first drive strategy indicates that the first motor is in an on state and the second motor is in a off state. The second drive strategy indicates that both the first and second motors are in an on state. The third drive strategy indicates that both the first and second motors are in a off state. Furthermore, the operation of the first and second motors is controlled based on the motor control strategy. Thus, the determined motor control strategy is applicable to various operating conditions, avoiding the situation in the prior art where only the system efficiency-optimized strategy is used to control vehicle driving. Simultaneously, it can meet the vehicle's power, stability, and energy-saving requirements, improving the user experience.

[0034] (2) When the gear is in driving mode, the accelerator pedal opening is less than or equal to the preset opening, and the output torque of the second motor is equal to the first preset torque, it can be determined that the vehicle is in a low-throttle condition, and the current power performance meets the vehicle's power requirements. Since the first drive strategy is used to indicate that the first motor is on and the second motor is off, determining the first drive strategy as the motor control strategy under low-throttle conditions can reduce the overall vehicle energy consumption. When the gear is in driving mode and the accelerator pedal opening is greater than the preset opening, it can be determined that the vehicle is in a high-throttle condition, with a strong power demand. Since the second drive strategy is used to indicate that both the first and second motors are on, determining the second drive strategy as the motor control strategy under high-throttle conditions can meet the vehicle's power requirements and the driver's power push-back feeling.

[0035] Meanwhile, when the steering angle and yaw rate are both greater than the preset steering angle and yaw rate, it indicates poor vehicle stability, suggesting the vehicle is operating on a slippery surface or during cornering. Therefore, setting the second drive strategy to electric motor drive avoids oversteering and fishtailing, increasing vehicle stability. When the vehicle speed exceeds the preset speed, it indicates rapid acceleration with strong power demands. Thus, setting the second drive strategy to electric motor control during rapid acceleration satisfies the vehicle's power requirements, avoids a lack of acceleration at higher speeds, and provides the driver with a strong sense of power and acceleration.

[0036] Furthermore, when the gear is in park or neutral, it indicates that the vehicle is parked and has no power requirement. Since the third drive strategy is used to indicate that both the first and second motors are off, defining the third drive strategy as a motor drive strategy can reduce energy consumption when the vehicle is parked.

[0037] (3) By using the accelerator pedal opening and the first correspondence, the vehicle's first required torque can be quickly determined. Then, by controlling the first motor to operate at the first required torque and keeping the second motor in the off state, the vehicle's energy consumption can be reduced while meeting the vehicle's power requirements.

[0038] (4) By using the accelerator pedal opening and the first correspondence, the second required torque of the vehicle can be quickly determined. Subsequently, the efficiency of determining the third and fourth required torques based on the second required torque can be improved, thereby quickly providing power to the vehicle and meeting the power requirements.

[0039] (5) The fifth required torque of the vehicle can be quickly determined by using the yaw rate, the vehicle's lateral acceleration, and the second corresponding relationship. At the same time, the sixth required torque of the vehicle can be quickly determined by using the yaw rate, the vehicle's lateral acceleration, and the third corresponding relationship. In this way, the stability function of the four-wheel drive vehicle is fully utilized, which can avoid the vehicle from oversteering and fishtailing, and increase the vehicle's stability.

[0040] (6) When the vehicle speed is greater than the preset speed, the seventh required torque can be quickly determined based on the accelerator pedal opening and the first correspondence. This improves the efficiency of subsequently determining the eighth and ninth required torques based on the seventh required torque. In this way, the vehicle's power requirements can be quickly met, providing the driver with a strong sense of power and enhancing the driver's experience.

[0041] (7) When the gear is in driving mode, the accelerator pedal opening is less than or equal to the preset accelerator pedal opening, and the duration for which the required torque of the second motor is less than the second preset torque is greater than the preset duration, and the duration for which the output torque of the second motor is less than the second preset torque is greater than the preset duration, it can be determined that the vehicle's power demand is relatively low. Furthermore, keeping the second motor in the off state can reduce energy consumption. At the same time, the second preset torque and preset duration can also prevent the second motor from being shut down due to high current.

[0042] Furthermore, if the steering angle is less than or equal to a preset steering angle, the yaw rate is less than or equal to a preset yaw rate, and the duration for which the required torque of the second motor is less than the second preset torque is greater than a preset duration, and the duration for which the output torque of the second motor is less than the second preset torque is greater than a preset duration, it can be determined that the vehicle has no stability requirements. Furthermore, keeping the second motor in a switched-off state can reduce energy consumption. Simultaneously, the second preset torque and preset duration can also prevent the second motor from being shut down due to high current.

[0043] It should be noted that the technical effects of any of the implementation methods in aspects two through six can be found in the technical effects of the corresponding implementation methods in aspect one, and will not be repeated here.

[0044] 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

[0045] 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, and do not constitute an undue limitation of this application.

[0046] Figure 1 This is a schematic diagram of the structure of a vehicle according to an exemplary embodiment;

[0047] Figure 2 This is a flowchart illustrating a motor control method according to an exemplary embodiment;

[0048] Figure 3 This is a flowchart illustrating yet another motor control method according to an exemplary embodiment;

[0049] Figure 4 This is a block diagram illustrating a motor control device according to an exemplary embodiment;

[0050] Figure 5 This is a block diagram illustrating an electronic device according to an exemplary embodiment. Detailed Implementation

[0051] To enable those skilled in the art to better understand the technical solutions of this application, the technical solutions in the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings.

[0052] It should be noted that the terms "first," "second," etc., used 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 data 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 herein. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.

[0053] Before providing a detailed description of the motor control method provided in this application, a brief introduction to the prior art involved in this application will be given.

[0054] Prior art 1 discloses a method and storage medium for torque distribution in a pure electric four-wheel drive vehicle. The method includes the following steps: acquiring the current driving state information of the vehicle; determining whether the vehicle meets a stability-first strategy based on the acquired driving state information; if it does, allocating corresponding output torque to the front and rear axles of the vehicle according to the torque distribution coefficient corresponding to the current longitudinal acceleration of the vehicle; if it does not meet the stability-first strategy, determining whether the vehicle is in a rapid acceleration condition; if so, allocating corresponding output torque to the front and rear axles of the vehicle according to the actual axle load of the current front and rear axles; if not, using an economy-first strategy to allocate corresponding output torque to the front and rear axles of the vehicle. This method, based on the driving state information of the electric vehicle, allocates the required torque of the entire vehicle through different torque distribution strategies, achieving an organic unity of the vehicle's stability, power, economy, and ride comfort.

[0055] Prior art 2 discloses a steering optimization control method for a pure electric four-wheel drive vehicle. This method includes: controlling based on front and rear axle torque distribution; first, determining whether the vehicle's current driving state parameters meet the availability conditions of a steering performance optimization control strategy; then, determining whether the vehicle's current driving state parameters meet the activation conditions of the steering performance optimization control strategy; obtaining the current front and rear axle torque distribution coefficient based on the driver's current torque demand and the vehicle's current lateral acceleration; and finally, calculating the corresponding front and rear axle distribution torque based on the front and rear axle torque distribution coefficient to implement steering performance optimization control. This invention's steering optimization control method for pure electric four-wheel drive vehicles can perform precise front and rear axle torque distribution and adjust the front and rear axle torque distribution ratio in real time, thereby ensuring that the total driving torque completely follows the driver's torque demand during the adjustment process, avoiding understeer or oversteer problems, and also has the advantage of not affecting other torque distribution controls.

[0056] Before providing a detailed introduction to the motor control method provided in this application, a brief introduction to the implementation environment (implementation architecture) involved in this application will be given first.

[0057] The motor control method provided in this application can be applied to the vehicle controller in a vehicle. Figure 1 A schematic diagram of one structure of the vehicle 10 is shown. For example... Figure 1As shown, vehicle 10 includes a vehicle controller 11, a first motor controller 12, a first motor 13, a second motor controller 14, a second motor 15, an electric power steering system (EPS) 16, an electronic stability program (ESP) 17, and a chassis 18. The vehicle controller 11 communicates with the first motor controller 12, the second motor controller 14, the electric power steering system 16, the electronic stability program 17, and the chassis 18 via a controller area network (CAN).

[0058] The vehicle controller 11 is used to acquire the vehicle's driving status information and determine the vehicle's motor control strategy based on the driving status information. Then, it controls the operation of the first motor and the second motor based on the motor control strategy.

[0059] The first motor controller 12 is used to receive control commands sent by the vehicle controller and control the first motor 13 to be in an on or off state.

[0060] The second motor controller 14 is used to receive control commands sent by the vehicle controller and control the second motor 15 to be in an on or off state.

[0061] The electric power steering system 16 is used to send steering angle and yaw rate to the vehicle controller.

[0062] The vehicle electronic stability system 17 is used to send the vehicle speed to the vehicle controller.

[0063] The chassis 18 is used to send the accelerator pedal opening to the vehicle controller.

[0064] Figure 2 This is a flowchart illustrating a motor control method according to an exemplary embodiment, which can be applied to a vehicle controller. Figure 2 As shown, the motor control method includes the following steps:

[0065] S201, The vehicle controller acquires the vehicle's driving status information.

[0066] The driving status information includes: gear position, accelerator pedal opening, steering angle, yaw rate, vehicle speed, and output torque of the second motor.

[0067] As one possible implementation, the vehicle controller acquires the gear position and the accelerator pedal opening based on the chassis. Simultaneously, the vehicle controller receives steering angle and yaw rate data from the electric power steering (EPS) system, and vehicle speed data from the electronic stability program (ESP). The vehicle controller also receives the output torque of the second motor from the second motor controller.

[0068] For example, the vehicle controller can be a vehicle control unit (VCU).

[0069] S202. The vehicle controller determines the vehicle's motor control strategy based on the driving status information.

[0070] The motor control strategies include: a first drive strategy, a second drive strategy, and a third drive strategy. The first drive strategy indicates that the first motor is in the on state and the second motor is in the off state. The second drive strategy indicates that both the first and second motors are in the on state. The third drive strategy indicates that both the first and second motors are in the off state.

[0071] For example, the first motor can be a rear motor (i.e., the first motor is located at the rear of the vehicle), and the second motor can be a front motor (i.e., the second motor is located at the front of the vehicle). The first motor can be a synchronous motor, and the second motor can be an asynchronous motor.

[0072] S203, the vehicle controller controls the operation of the first and second motors based on the motor control strategy.

[0073] It is understandable that existing technologies, based on optimal system efficiency strategies, are not applicable to various operating conditions and cannot meet user experience requirements. This application determines a vehicle motor control strategy based on the vehicle's driving status information. The motor control strategy includes: a first drive strategy, a second drive strategy, and a third drive strategy. The first drive strategy indicates that the first motor is on and the second motor is off. The second drive strategy indicates that both the first and second motors are on. The third drive strategy indicates that both the first and second motors are off. Furthermore, the operation of the first and second motors is controlled based on the motor control strategy. In this way, the determined motor control strategy is applicable to various operating conditions, avoiding the situation in existing technologies where only the optimal system efficiency strategy is used to control vehicle driving. Simultaneously, it can meet the vehicle's power, stability, and energy-saving requirements, improving the user experience.

[0074] In some embodiments, in order to accurately determine the vehicle's motor control strategy, the above-mentioned S202 can be implemented in the following manner:

[0075] S301. When the vehicle controller is in driving gear, the accelerator pedal opening is less than or equal to the preset opening, and the output torque of the second motor is equal to the first preset torque, the first drive strategy is determined to be the motor control strategy.

[0076] For example, the driving gear can be D. The preset opening degree is 40%.

[0077] It should be noted that the first preset torque is zero.

[0078] S302. When the vehicle controller is in driving gear, the accelerator pedal opening is greater than the preset opening, or the steering angle is greater than the preset steering angle, the yaw rate is greater than the preset angular rate, or the vehicle speed is greater than the preset speed, the second drive strategy is determined to be the motor control strategy.

[0079] For example, the preset steering angle is 15 degrees and the preset speed is 120 kilometers per hour (km / h).

[0080] S303: When the vehicle controller is in parking or neutral, the third drive strategy is determined to be the motor control strategy.

[0081] For example, the parking gear can be P, and the neutral gear can also be P.

[0082] Understandably, when the gear is in drive, the accelerator pedal opening is less than or equal to the preset opening, and the output torque of the second motor is equal to the first preset torque, it can be determined that the vehicle is in a low-throttle condition, and the current power output already meets the vehicle's power requirements. Since the first drive strategy is used to indicate that the first motor is on and the second motor is off, defining the first drive strategy as the motor control strategy for low-throttle conditions can reduce overall vehicle energy consumption. When the gear is in drive and the accelerator pedal opening is greater than the preset opening, it can be determined that the vehicle is in a high-throttle condition, with a strong power demand. Since the second drive strategy is used to indicate that both the first and second motors are on, defining the second drive strategy as the motor control strategy for high-throttle conditions can meet the vehicle's power demands and provide the driver with a sense of acceleration.

[0083] Meanwhile, when the steering angle and yaw rate are both greater than the preset steering angle and yaw rate, it indicates poor vehicle stability, suggesting the vehicle is operating on a slippery surface or during cornering. Therefore, setting the second drive strategy to electric motor drive avoids oversteering and fishtailing, increasing vehicle stability. When the vehicle speed exceeds the preset speed, it indicates rapid acceleration with strong power demands. Thus, setting the second drive strategy to electric motor control during rapid acceleration satisfies the vehicle's power requirements, avoids a lack of acceleration at higher speeds, and provides the driver with a strong sense of power and acceleration.

[0084] Furthermore, when the gear is in park or neutral, it indicates that the vehicle is parked and has no power requirement. Since the third drive strategy is used to indicate that both the first and second motors are off, defining the third drive strategy as a motor drive strategy can reduce energy consumption when the vehicle is parked.

[0085] In some embodiments, when the gear is in driving mode and the accelerator pedal opening is less than or equal to a preset opening, S203 can be implemented in the following manner to drive the vehicle:

[0086] S401, when the vehicle controller is in driving gear and the accelerator pedal opening is less than or equal to the preset opening, it determines the first required torque of the vehicle based on the accelerator pedal opening and the first correspondence.

[0087] The first correspondence includes: multiple preset accelerator pedal openings corresponding to multiple preset torque requirements.

[0088] For example, the first correspondence can be shown in Table 1 below:

[0089] Table 1 First Correspondence Relationship

[0090] 10％ Required torque 1 30％ Required torque 2 50％ Required torque 3 70％ Required torque 4 90％ Required torque 5

[0091] For example, taking an accelerator pedal opening of 30% as an example, the vehicle controller determines the preset required torque, i.e., the required torque 2, corresponding to the accelerator pedal opening of 30% as the first required torque of the vehicle based on the first correspondence between the accelerator pedal opening of 30% and the first correspondence shown in Table 1 above.

[0092] S402, The vehicle controller controls the first motor to operate at the first required torque and the second motor to be in the off state.

[0093] In one possible implementation, the vehicle controller sends a first required torque to the first motor controller, causing the first motor controller to operate the first motor at the first required torque. Simultaneously, the vehicle controller sends a shutdown command to the second motor controller, causing the second motor to be shut down.

[0094] For example, the first motor controller can be a rear motor integrated power unit (RMIPU), and the second motor controller can be a front motor integrated power unit (FMIPU).

[0095] Understandably, by using the accelerator pedal opening and the first corresponding relationship, the vehicle's primary torque requirement can be quickly determined. Subsequently, controlling the first motor to operate at the primary torque requirement and keeping the second motor off can reduce overall vehicle energy consumption while still meeting the vehicle's power requirements.

[0096] In some embodiments, when the gear is in driving mode and the accelerator pedal opening is greater than a preset opening, S203 can be implemented in the following manner to drive the vehicle:

[0097] S501, when the vehicle controller is in driving gear and the accelerator pedal opening is greater than the preset opening, it determines the second required torque of the vehicle based on the accelerator pedal opening and the first correspondence.

[0098] For example, taking an accelerator pedal opening of 70% as an example, the vehicle controller determines the preset required torque, i.e., the required torque 4, corresponding to the accelerator pedal opening of 70% as the second required torque of the vehicle based on the first correspondence between the accelerator pedal opening of 70% and the first correspondence shown in Table 1 above.

[0099] S502, The vehicle controller determines the first value based on the vehicle's acceleration, gradient, distance from the vehicle's center of gravity to the front axle, air resistance torque, and a preset torque distribution algorithm.

[0100] The first motor is located at the front of the vehicle.

[0101] As one possible implementation, the vehicle controller acquires the vehicle's mass, tire radius, gradient, acceleration, distance from the vehicle's center of gravity to the front axle, wheelbase, and drag torque. Then, the vehicle controller determines a first value based on the vehicle's mass, tire radius, gradient, acceleration, distance from the vehicle's center of gravity to the front axle, wheelbase, drag torque, and a preset torque distribution algorithm.

[0102] For example, the preset torque distribution algorithm satisfies the following formula:

[0103]

[0104] Where f1 is the target value, m is the mass of the vehicle, g is the gravitational acceleration, R is the tire radius, α is the slope, a is the vehicle acceleration, L1 is the first distance, L2 is the wheelbase, and F is the air resistance torque.

[0105] For example, when the first distance is the distance from the vehicle's center of gravity to the front axle, the target value is the first value.

[0106] It should be noted that the first motor is located at the front of the vehicle, so the first value corresponding to the first motor can be determined by the distance from the vehicle to the front axle, the mass of the vehicle, the tire radius, the slope, the acceleration, the wheelbase, the air resistance torque, and the preset torque distribution algorithm.

[0107] S503, the vehicle controller determines the second value based on the vehicle's acceleration, gradient, distance from the vehicle's center of gravity to the rear axle, air resistance torque, and the aforementioned preset torque distribution algorithm.

[0108] The second motor is located at the rear of the vehicle.

[0109] For example, in the case where the first distance in Formula 1 above is the distance from the vehicle's center of gravity to the rear axle, the target value is the second value.

[0110] It should be noted that the second motor is located at the rear of the vehicle, so the first value corresponding to the first motor can be determined by the distance from the vehicle to the rear axle, the vehicle's mass, tire radius, slope, acceleration, wheelbase, air resistance torque, and a preset torque distribution algorithm.

[0111] S504 The vehicle controller determines the third value by summing the first value and the second value.

[0112] For example, if the first value is m1 and the second value is m2, the third value is (m1+m2).

[0113] S505, the vehicle controller determines the ratio of the first value to the third value as the fourth value, and the ratio of the second value to the third value as the fifth value.

[0114] For example, the fourth value is m1 / (m1+m2), and the fifth value is m2 / (m1+m2).

[0115] S506, the vehicle controller determines the third required torque by multiplying the second required torque by the fourth value, and determines the fourth required torque by multiplying the second required torque by the fifth value.

[0116] S507, the vehicle controller controls the first motor to operate at the third required torque and the second motor to operate at the fourth required torque.

[0117] In practical applications, it takes 40 milliseconds (ms) for the second motor to transition from an off state to an on state. The second motor controller controls the second motor to operate at the fourth required torque by: controlling the required torque of the second motor to rise from zero to a first threshold based on a first slope within a first preset time period, and then rising from the first threshold to the fourth required torque based on a second preset time period. The first preset time period is used to indicate when the reducer and gears of the second motor engage. The end of the first preset time period is the beginning of the second preset time period, and the first slope is less than the second slope. Since the second motor experiences a shock when loading from zero torque to the fourth required torque, a gradient smoothing method can effectively avoid this shock.

[0118] Understandably, by establishing a direct correlation between the accelerator pedal opening and the first torque requirement, the vehicle's second torque demand can be quickly determined. This then improves the efficiency of subsequently determining the third and fourth torque demands based on the second, allowing for faster delivery of power to meet the vehicle's performance needs.

[0119] In some embodiments, when the steering angle is greater than a preset steering angle and the yaw rate is greater than a preset angular rate, in order to drive the vehicle, the above-mentioned S203 can be implemented in the following manner:

[0120] S601, when the steering angle is greater than the preset steering angle and the yaw rate is greater than the preset angular rate, the vehicle controller determines the fifth required torque based on the yaw rate, the vehicle's lateral acceleration, and the second correspondence.

[0121] The second correspondence includes: multiple preset yaw rates, multiple preset lateral accelerations, and multiple first motor required torques that correspond one-to-one with the multiple preset yaw rates and multiple preset lateral accelerations.

[0122] For example, the second correspondence can be shown in Table 2 below:

[0123] Table 2 Second Correspondence

[0124] a1 b1 The first motor requires a torque of 1. a2 b2 The first motor requires a torque of 2. a3 b3 The first motor requires a torque of 3. a4 b4 The first motor requires a torque of 4. a5 b5 The first motor requires a torque of 5.

[0125] For example, taking a steering angle of a2 and a yaw rate of b2 as an example, the vehicle controller determines the first motor required torque, i.e. the first motor required torque 2, corresponding to the steering angle a2 and the yaw rate b2 as the fifth required torque based on the steering angle a2, the yaw rate b2 and the second correspondence shown in Table 2 above.

[0126] S602, the vehicle controller determines the sixth required torque based on the yaw rate, the vehicle's lateral acceleration, and the third corresponding relationship.

[0127] The second correspondence includes: multiple preset yaw rates, multiple preset lateral accelerations, and multiple second motor required torques that correspond one-to-one with the multiple preset yaw rates and multiple preset lateral accelerations.

[0128] For example, the third correspondence can be shown in Table 3 below:

[0129] Table 3 Third Correspondence Relationship

[0130]

[0131]

[0132] For example, taking a steering angle of a2 and a yaw rate of b2 as an example, the vehicle controller determines the second motor required torque, i.e. the second motor required torque 2, corresponding to the steering angle a2 and the yaw rate b2 as the sixth required torque, based on the steering angle a2, the yaw rate b2 and the third correspondence shown above.

[0133] S603, the vehicle controller controls the first motor to operate at the fifth required torque and the second motor to operate at the sixth required torque.

[0134] As one possible implementation, the vehicle controller sends a fifth required torque to the first motor controller, causing the first motor controller to operate the first motor at the fifth required torque. Simultaneously, the vehicle controller sends a sixth required torque to the second motor controller, causing the second motor to operate at the sixth required torque.

[0135] In practical applications, the second motor controller controls the second motor to operate at the sixth required torque by: controlling the required torque of the second motor to rise from zero to a third threshold based on a third slope within a third preset time period, and then rising from the third threshold to the sixth required torque based on a fourth slope within a fourth preset time period. The third preset time period is used to indicate the engagement of the second motor's reducer and gears. The end time of the third preset time period is the beginning time of the fourth preset time period, and the third slope is less than the fourth slope. Since loading the second motor from zero torque to the sixth required torque will cause an impact, this gradient smoothing method can effectively avoid such an impact.

[0136] Understandably, the fifth required torque of the vehicle can be quickly determined by using yaw rate, lateral acceleration, and the second correlation. Simultaneously, the sixth required torque can be quickly determined by using yaw rate, lateral acceleration, and the third correlation. This fully utilizes the stability features of four-wheel drive vehicles, preventing oversteering and fishtailing, thus increasing vehicle stability.

[0137] In some embodiments, when the vehicle speed is greater than a preset speed, in order to drive the vehicle, the above-mentioned S203 can be implemented in the following manner:

[0138] S701, when the vehicle speed is greater than the preset speed, the vehicle controller determines the seventh required torque based on the accelerator pedal opening and the first correspondence.

[0139] For example, taking an accelerator pedal opening of 30% as an example, the vehicle controller determines the preset required torque, i.e. required torque 2, corresponding to the accelerator pedal opening of 30% as the seventh required torque based on the first correspondence between the accelerator pedal opening of 30% and the first correspondence shown in Table 1 above.

[0140] S702, The vehicle controller determines the ratio of the maximum output torque of the first motor to the maximum output torque of the second motor as the sixth value.

[0141] For example, taking the maximum output torque of the first motor as 50 Newtons per meter (Nm) and the maximum output torque of the second motor as 100 N.m, the vehicle controller determines the ratio of the maximum output torque of the first motor (50 N.m) to the maximum output torque of the second motor (100 N.m) as 0.5 as the sixth value.

[0142] S703, the vehicle controller determines the product of the seventh required torque and the sixth value as the eighth required torque, and determines the difference between the seventh required torque and the eighth required torque as the ninth required torque.

[0143] For example, the vehicle controller determines the product of the seventh required torque (i.e., required torque 2) and the sixth value 0.5 as the eighth required torque, and determines the difference between the seventh required torque (i.e., required torque 2) and the eighth required torque as the ninth required torque.

[0144] S704, the vehicle controller controls the first motor to operate at the eighth required torque and the second motor to operate at the ninth required torque.

[0145] As one possible implementation, the vehicle controller sends an eighth required torque to the first motor controller, causing the first motor controller to operate the first motor at the eighth required torque. Simultaneously, the vehicle controller sends a ninth required torque to the second motor controller, causing the second motor to operate at the ninth required torque.

[0146] In practical applications, when the vehicle speed is less than or equal to a preset speed, the vehicle controller sends a shutdown command to the second motor controller. The second motor controller responds to the shutdown command by shutting down the second motor. This reduces energy consumption.

[0147] Understandably, when the vehicle speed exceeds the preset speed, the seventh required torque can be quickly determined based on the accelerator pedal opening and the first corresponding relationship. This improves the efficiency of subsequently determining the eighth and ninth required torques based on the seventh required torque. In this way, the vehicle's power demands can be quickly met, providing the driver with a strong sense of acceleration and enhancing the driving experience.

[0148] In some embodiments, in order to accurately determine the vehicle's motor control strategy, the above-mentioned S202 can be implemented in the following manner:

[0149] S801, when the vehicle controller is in driving gear, the accelerator pedal opening is less than or equal to the preset accelerator pedal opening, and the required torque of the second motor, the output torque of the second motor, the first duration, and the second duration do not meet the preset conditions, the second drive strategy is determined to be the motor control strategy.

[0150] The first duration is the duration during which the required torque of the second motor is less than the second preset torque, and the second preset torque is greater than the first preset torque. The second duration is the duration during which the output torque of the second motor is less than the second preset torque. The preset conditions include: the required torque of the second motor is less than the second preset torque, the output torque of the second motor is less than the second preset torque, the first duration is greater than the preset duration, and the second duration is greater than the preset duration.

[0151] As one possible implementation, the vehicle controller acquires the gear position and accelerator pedal opening. Then, when the gear is in driving mode and the accelerator pedal opening is less than or equal to a preset accelerator pedal opening, the vehicle controller acquires the required torque and output torque of the second motor. Next, if the required torque of the second motor is less than a second preset torque, the vehicle controller determines the duration for which the required torque of the second motor is less than the second preset torque as a first duration.

[0152] Then, when the output torque of the second motor is less than the second preset torque, the vehicle controller determines the duration during which the output torque of the second motor is less than the second preset torque as the second duration. Further, when the gear is in driving mode, the accelerator pedal opening is less than or equal to a preset accelerator pedal opening, and the required torque of the second motor, the output torque of the second motor, the first duration, and the second duration do not meet preset conditions, the vehicle controller determines the second drive strategy as the motor control strategy.

[0153] For example, the second preset torque can be 5 N·m. The preset duration can be 2 seconds.

[0154] For example, the fact that the required torque of the second motor, the output torque of the second motor, the first duration, and the second duration do not meet the preset conditions can be at least one of the following: the required torque of the second motor is greater than or equal to the second preset torque, the output torque of the second motor is greater than or equal to the second preset torque, the first duration is less than or equal to the preset duration, and the second duration is less than or equal to the preset duration.

[0155] S802, when the vehicle controller determines the second drive strategy as the motor control strategy if the steering angle is less than or equal to the preset steering angle, the yaw rate is less than or equal to the preset yaw rate, and the required torque of the second motor, the output torque of the second motor, the first duration, and the second duration do not meet the preset conditions.

[0156] As one possible implementation, the vehicle controller acquires the steering angle and yaw rate. Then, when the steering angle is less than or equal to a preset steering angle and the yaw rate is less than or equal to a preset yaw rate, the vehicle controller acquires the required torque and output torque of the second motor. Next, when the required torque of the second motor is less than a second preset torque, the vehicle controller determines the duration for which the required torque of the second motor is less than the second preset torque as a first duration.

[0157] Then, when the output torque of the second motor is less than the second preset torque, the vehicle controller determines the duration during which the output torque of the second motor is less than the second preset torque as the second duration. Further, when the steering angle is less than or equal to a preset steering angle, the yaw rate is less than or equal to a preset yaw rate, and the required torque of the second motor, the output torque of the second motor, the first duration, and the second duration do not meet preset conditions, the vehicle controller determines the second drive strategy as the motor control strategy.

[0158] Understandably, when the gear is in driving mode, the accelerator pedal opening is less than or equal to the preset accelerator pedal opening, and the duration for which the second motor's required torque is less than the second preset torque is greater than the preset duration, and the duration for which the second motor's output torque is less than the second preset torque is greater than the preset duration, it can be determined that the vehicle's power demand is relatively low. Furthermore, keeping the second motor off can reduce energy consumption. Simultaneously, the preset torque and preset duration can also prevent the second motor from shutting down due to high current.

[0159] Furthermore, if the steering angle is less than or equal to a preset steering angle, the yaw rate is less than or equal to a preset yaw rate, and the duration for which the required torque of the second motor is less than the second preset torque is greater than a preset duration, and the duration for which the output torque of the second motor is less than the second preset torque is greater than a preset duration, it can be determined that the vehicle has no stability requirements. Furthermore, keeping the second motor in a switched-off state can reduce energy consumption. Simultaneously, the second preset torque and preset duration can also prevent the second motor from being shut down due to high current.

[0160] In practical applications, such as Figure 3 As shown, the motor control method can also be implemented in the following ways:

[0161] S901, The vehicle controller confirms that the vehicle is powered on.

[0162] S902, The vehicle controller determines the gear to be the driving gear.

[0163] S903: The vehicle controller determines whether the steering angle is greater than the preset steering angle and whether the yaw rate is greater than the preset angular velocity. If the steering angle is greater than the preset steering angle and the yaw rate is greater than the preset angular velocity, it switches to S906. If the steering angle is less than or equal to the preset steering angle, or the yaw rate is less than or equal to the preset angular velocity, it switches to S907.

[0164] S904: The vehicle controller determines whether the vehicle speed is greater than the preset speed. If the vehicle speed is greater than the preset speed, it switches to S906, and if the vehicle speed is less than or equal to the preset speed, it switches to S907.

[0165] S905: The vehicle controller determines whether the accelerator pedal opening is greater than the preset opening. If the accelerator pedal opening is greater than the preset opening, it switches to S906, and if the accelerator pedal opening is less than or equal to the preset opening, it switches to S907.

[0166] S906, the vehicle controller controls both the first and second motors to be in the on state.

[0167] S907, the vehicle controller controls the first motor to be in the on state and the second motor to be in the off state.

[0168] The foregoing mainly describes the solutions provided by the embodiments of this application from a methodological perspective. To achieve the above functions, the motor control device, electronic device, or server includes hardware structures and / or software modules corresponding to the execution of each function. Those skilled in the art should readily recognize that, based on the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein, this application can be implemented in hardware or a combination of hardware and computer software. Whether a function is executed by hardware or by computer software driving hardware depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0169] This application embodiment can, based on the above method, exemplarily divide a motor control device, electronic device, or server into functional modules. For example, the motor control device, electronic device, or server may include functional modules corresponding to each functional division, or two or more functions may be integrated into one processing module. The integrated module can be implemented in hardware or as a software functional module. It should be noted that the module division in this application embodiment is illustrative and only represents one logical functional division; in actual implementation, there may be other division methods.

[0170] Figure 4 This is a block diagram illustrating a motor control device 1000 according to an exemplary embodiment, which can be applied to a vehicle controller. (Refer to...) Figure 4 The motor control device 1000 includes an acquisition unit 1001, a determination unit 1002, and a control unit 1003.

[0171] The acquisition unit 1001 is used to acquire the vehicle's driving status information. The driving status information includes: gear position, accelerator pedal opening, steering angle, yaw rate, vehicle speed, and the output torque of the second motor.

[0172] The determining unit 1002 is used to determine the vehicle's motor control strategy based on driving status information. The motor control strategy includes: a first drive strategy, a second drive strategy, and a third drive strategy. The first drive strategy indicates that the first motor is controlled to be on and the second motor is controlled to be off. The second drive strategy indicates that both the first motor and the second motor are controlled to be on. The third drive strategy indicates that both the first motor and the second motor are controlled to be off.

[0173] Control unit 1003 is used to control the operation of the first motor and the second motor based on the motor control strategy.

[0174] Optionally, in order to accurately determine the vehicle's motor control strategy, such as Figure 4 As shown, the aforementioned determining unit 1002 is specifically used for:

[0175] When the gear is in drive, the accelerator pedal opening is less than or equal to a preset opening, and the output torque of the second motor is equal to a first preset torque, the first drive strategy is determined as a motor control strategy. When the gear is in drive, the accelerator pedal opening is greater than a preset opening, or the steering angle is greater than a preset steering angle, the yaw rate is greater than a preset angular rate, or the vehicle speed is greater than a preset speed, the second drive strategy is determined as a motor control strategy. When the gear is in park or neutral, the third drive strategy is determined as a motor control strategy.

[0176] Optionally, when the gear is in drive mode and the accelerator pedal opening is less than or equal to a preset opening, in order to drive the vehicle, such as... Figure 4 As shown, the control unit 1003 described above is specifically used for:

[0177] When the gear is in driving mode and the accelerator pedal opening is less than or equal to a preset opening, the vehicle's first required torque is determined based on the accelerator pedal opening and a first correspondence. The first correspondence includes: multiple preset required torques corresponding one-to-one with multiple preset accelerator pedal openings.

[0178] Control the first motor to operate at the first required torque and keep the second motor in the off state.

[0179] Optionally, when the gear is in drive mode and the accelerator pedal opening is greater than a preset opening, in order to drive the vehicle, such as... Figure 4 As shown, the control unit 1003 described above is specifically used for:

[0180] When the gear is in driving mode and the accelerator pedal opening is greater than the preset opening, the second required torque of the vehicle is determined based on the accelerator pedal opening and the first correspondence.

[0181] The first value is determined based on the vehicle's acceleration, gradient, distance from the vehicle's center of gravity to the front axle, air resistance torque, and a preset torque distribution algorithm. The first motor is located at the front of the vehicle.

[0182] The second value is determined based on the vehicle's acceleration, gradient, distance from the vehicle's center of gravity to the rear axle, air resistance torque, and the aforementioned preset torque distribution algorithm. The second motor is located at the rear of the vehicle.

[0183] The sum of the first and second values ​​is used to determine the third value.

[0184] The ratio of the first value to the third value is determined as the fourth value, and the ratio of the second value to the third value is determined as the fifth value.

[0185] The product of the second required torque and the fourth value is determined as the third required torque, and the product of the second required torque and the fifth value is determined as the fourth required torque.

[0186] The first motor is controlled to operate at the third required torque, and the second motor is controlled to operate at the fourth required torque.

[0187] Optionally, when the steering angle is greater than a preset steering angle and the yaw rate is greater than a preset angular rate, in order to drive the vehicle, such as... Figure 4 As shown, the control unit 1003 described above is specifically used for:

[0188] When the steering angle is greater than a preset steering angle and the yaw rate is greater than a preset angular velocity, the fifth required torque is determined based on the yaw rate, the vehicle's lateral acceleration, and a second correspondence. The second correspondence includes: multiple preset yaw rates, multiple preset lateral accelerations, and multiple first motor required torques that correspond one-to-one with the multiple preset yaw rates and multiple preset lateral accelerations.

[0189] The sixth required torque is determined based on the yaw rate, the vehicle's lateral acceleration, and the third correspondence. The second correspondence includes: multiple preset yaw rates, multiple preset lateral accelerations, and multiple second motor required torques that correspond one-to-one with the multiple preset yaw rates and multiple preset lateral accelerations.

[0190] Control the first motor to operate at the fifth required torque and the second motor to operate at the sixth required torque.

[0191] Optionally, if the vehicle speed exceeds a preset speed, in order to drive the vehicle, such as... Figure 4 As shown, the control unit 1003 described above is specifically used for:

[0192] When the vehicle speed is greater than the preset speed, the seventh required torque is determined based on the accelerator pedal opening and the first correspondence.

[0193] The ratio of the maximum output torque of the first motor to the maximum output torque of the second motor is determined as the sixth value.

[0194] The product of the seventh required torque and the sixth value is determined as the eighth required torque, and the difference between the seventh required torque and the eighth required torque is determined as the ninth required torque.

[0195] Control the first motor to operate at the eighth required torque and the second motor to operate at the ninth required torque.

[0196] Optionally, in order to accurately determine the vehicle's motor control strategy, such as Figure 4 As shown, the aforementioned determining unit 1002 is specifically used for:

[0197] When the gear is in driving mode, the accelerator pedal opening is less than or equal to a preset opening, and the required torque of the second motor, the output torque of the second motor, the first duration, and the second duration do not meet preset conditions, the second drive strategy is determined to be a motor control strategy. The preset conditions include: the required torque of the second motor is less than a second preset torque, the output torque of the second motor is less than a second preset torque, the first duration is greater than a preset duration, and the second duration is greater than a preset duration.

[0198] If the steering angle is less than or equal to the preset steering angle, the yaw rate is less than or equal to the preset angular rate, and the required torque of the second motor, the output torque of the second motor, the first duration, and the second duration do not meet the preset conditions, the second drive strategy will be determined as the motor control strategy.

[0199] Regarding the apparatus in the above embodiments, the specific manner in which each module performs its operation has been described in detail in the embodiments related to the method, and will not be elaborated upon here.

[0200] Figure 5 This is a block diagram illustrating an electronic device according to an exemplary embodiment. Figure 5 As shown, the electronic device 1100 includes, but is not limited to, a processor 1101 and a memory 1102.

[0201] The memory 1102 described above is used to store the executable instructions of the processor 1101. It is understood that the processor 1101 is configured to execute instructions to implement the motor control method in the above embodiments.

[0202] It should be noted that those skilled in the art will understand that Figure 5 The electronic device structure shown does not constitute a limitation on the electronic device; the electronic device may include, but is not limited to, other electronic devices. Figure 5 This may indicate more or fewer components, or combinations of certain components, or different component arrangements.

[0203] Processor 1101 is the control center of the electronic device. It connects various parts of the electronic device via various interfaces and lines. By running or executing software programs and / or modules stored in memory 1102, and by calling data stored in memory 1102, it performs various functions and processes data, thereby providing overall monitoring of the electronic device. Processor 1101 may include one or more processing units. Optionally, processor 1101 may integrate an application processor and a modem processor. The application processor mainly handles the operating system, user interface, and applications, while the modem processor mainly handles wireless communication. It is understood that the modem processor may not be integrated into processor 1101.

[0204] The memory 1102 can be used to store software programs and various data. The memory 1102 may primarily include a program storage area and a data storage area. The program storage area may store the operating system and application programs required by at least one functional module (such as an acquisition unit, a determination unit, and a control unit). Furthermore, the memory 1102 may include high-speed random access memory, and may also include non-volatile memory, such as at least one disk storage device, flash memory device, or other volatile solid-state storage device.

[0205] In an exemplary embodiment, a computer-readable storage medium including instructions is also provided, such as a memory 1102 including instructions, which can be executed by a processor 1101 of an electronic device 1100 to implement the motor control method in the above embodiments.

[0206] In actual implementation, Figure 4 The functions of the acquisition unit 1001, the determination unit 1002, and the control unit 1003 can all be provided by... Figure 5 The processor 1101 calls the computer program stored in the memory 1102 to implement the function. The specific execution process can be found in the description of the motor control method in the previous embodiment, and will not be repeated here.

[0207] Optionally, the computer-readable storage medium may be a non-transitory computer-readable storage medium, such as a read-only memory (ROM), random access memory (RAM), CD-ROM, magnetic tape, floppy disk, and optical data storage device.

[0208] In an exemplary embodiment, this application also provides a motor control system, which includes a first motor, a second motor, and a vehicle controller that performs the method described in the first aspect and any possible implementation thereof.

[0209] In an exemplary embodiment, this application also provides a computer program product including one or more instructions, which can be executed by a processor of an electronic device to complete the motor control method in the above embodiments.

[0210] It should be noted that when one or more instructions in the computer-readable storage medium or computer program product are executed by the processor of the electronic device, they implement the various processes of the above-described motor control method embodiments and achieve the same technical effects as the above-described motor control method. To avoid repetition, they will not be described again here.

[0211] Through the above description of the embodiments, those skilled in the art can clearly 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.

[0212] In the several 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 apparatus, or some features may be ignored or not executed. Furthermore, the mutual coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between apparatuses or units may be electrical, mechanical, or other forms.

[0213] The units described as separate components may or may not be physically separate. A component shown as a unit can be one or more physical units; that is, it can be located in one place or distributed in multiple different locations. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0214] Furthermore, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0215] 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 readable storage medium. Based on this understanding, the technical solutions of the embodiments of this application, essentially, or the parts that contribute to the prior art, or all or part of the technical solutions, can be embodied in the form of a software product. This software product is stored in a storage medium and includes several instructions to cause a device (which may be a microcontroller, chip, etc.) or processor to execute all or part of the steps of the methods of the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, ROM, RAM, magnetic disks, or optical disks.

[0216] The above are merely specific embodiments of this application, but the scope of protection of this application is not limited thereto. Any changes or substitutions within the technical scope 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 motor control method, characterized in that, A vehicle controller applied in a vehicle, the vehicle including a first motor and a second motor, the first motor and the second motor being used to drive the vehicle; the method includes: The vehicle's driving status information is acquired; the driving status information includes: gear position, accelerator pedal opening, steering angle, yaw rate, vehicle speed, output torque of the second motor, required torque of the second motor, first duration, and second duration; the first duration is the duration during which the required torque of the second motor is less than a second preset torque, the second preset torque is greater than the first preset torque, and the second duration is the duration during which the output torque of the second motor is less than the second preset torque; the first preset torque is zero. Based on the driving status information, a motor control strategy for the vehicle is determined; the motor control strategy includes: a first drive strategy, a second drive strategy, and a third drive strategy; the first drive strategy is used to indicate that the first motor is in an on state and the second motor is in a off state; the second drive strategy is used to indicate that both the first motor and the second motor are in the on state; the third drive strategy is used to indicate that both the first motor and the second motor are in the off state. The first motor and the second motor are controlled to operate based on the motor control strategy described above; The step of determining the vehicle's motor control strategy based on the driving status information includes: When the gear is a driving gear, the accelerator pedal opening is less than or equal to a preset opening, and the required torque of the second motor, the output torque of the second motor, the first duration, and the second duration do not meet preset conditions, the second driving strategy is determined as the motor control strategy; the preset conditions include: the required torque of the second motor is less than the second preset torque, the output torque of the second motor is less than the second preset torque, the first duration is greater than the preset duration, and the second duration is greater than the preset duration; If the steering angle is less than or equal to a preset steering angle, the yaw rate is less than or equal to a preset angular rate, and the required torque of the second motor, the output torque of the second motor, the first duration, and the second duration do not meet the preset conditions, the second drive strategy will be determined as the motor control strategy.

2. The method according to claim 1, characterized in that, The step of determining the vehicle's motor control strategy based on the driving status information includes: When the gear is a driving gear, the accelerator pedal opening is less than or equal to a preset opening, and the output torque of the second motor is equal to the first preset torque, the first driving strategy is determined as the motor control strategy. When the gear is the driving gear, the accelerator pedal opening is greater than the preset opening, or the steering angle is greater than the preset steering angle, the yaw rate is greater than the preset angular rate, or the vehicle speed is greater than the preset speed, the second driving strategy is determined as the motor control strategy. When the gear is in parking or neutral, the third drive strategy is determined as the motor control strategy.

3. The method according to claim 2, characterized in that, When the gear is in driving mode and the accelerator pedal opening is less than or equal to the preset opening, controlling the operation of the first motor and the second motor based on the motor control strategy includes: When the gear is a driving gear and the accelerator pedal opening is less than or equal to the preset opening, the first required torque of the vehicle is determined according to the accelerator pedal opening and a first correspondence relationship; the first correspondence relationship includes: multiple preset required torques corresponding one-to-one with multiple preset accelerator pedal openings; The first motor is controlled to operate at the first required torque and the second motor is controlled to be in the off state.

4. The method according to claim 3, characterized in that, When the gear is the driving gear and the accelerator pedal opening is greater than the preset opening, controlling the operation of the first motor and the second motor based on the motor control strategy includes: When the gear is the driving gear and the accelerator pedal opening is greater than the preset opening, the second required torque of the vehicle is determined according to the accelerator pedal opening and the first correspondence. The first value is determined based on the vehicle's acceleration, gradient, distance from the vehicle's center of gravity to the front axle, air resistance torque, and a preset torque distribution algorithm; the first motor is located at the front of the vehicle. The second value is determined based on the vehicle's acceleration, the gradient, the distance from the vehicle's center of gravity to the rear axle, the air resistance torque, and the preset torque distribution algorithm; the second motor is located at the rear of the vehicle. The sum of the first value and the second value is used to determine the third value; The ratio of the first value to the third value is determined as the fourth value, and the ratio of the second value to the third value is determined as the fifth value; The product of the second required torque and the fourth value is determined as the third required torque, and the product of the second required torque and the fifth value is determined as the fourth required torque. The first motor is controlled to operate at the third required torque, and the second motor is controlled to operate at the fourth required torque.

5. The method according to claim 2, characterized in that, When the steering angle is greater than a preset steering angle and the yaw rate is greater than the preset angular rate, the operation of the first motor and the second motor is controlled based on the motor control strategy, including: When the steering angle is greater than the preset steering angle and the yaw rate is greater than the preset yaw rate, the fifth required torque is determined based on the yaw rate, the lateral acceleration of the vehicle, and a second correspondence; the second correspondence includes: multiple preset yaw rates, multiple preset lateral accelerations, and multiple first motor required torques that correspond one-to-one with the multiple preset yaw rates and the multiple preset lateral accelerations. The sixth required torque is determined based on the yaw rate, the lateral acceleration of the vehicle, and the third correspondence; the second correspondence includes: the plurality of preset yaw rates, the plurality of preset lateral accelerations, and a plurality of second motor required torques that correspond one-to-one with the plurality of preset yaw rates and the plurality of preset lateral accelerations. The first motor is controlled to operate at the fifth required torque, and the second motor is controlled to operate at the sixth required torque.

6. The method according to claim 4, characterized in that, When the vehicle speed is greater than the preset speed, controlling the operation of the first motor and the second motor based on the motor control strategy includes: When the vehicle speed is greater than the preset speed, the seventh required torque is determined based on the accelerator pedal opening and the first correspondence. The ratio of the maximum output torque of the first motor to the maximum output torque of the second motor is determined as the sixth value; The product of the seventh required torque and the sixth value is determined as the eighth required torque, and the difference between the seventh required torque and the eighth required torque is determined as the ninth required torque. The first motor is controlled to operate at the eighth required torque, and the second motor is controlled to operate at the ninth required torque.

7. A motor control device, characterized in that, A vehicle controller for use in a vehicle, the vehicle including a first motor and a second motor, the first motor and the second motor being used to drive the vehicle; the device includes an acquisition unit, a determination unit and a control unit; The acquisition unit is used to acquire the driving status information of the vehicle; The driving status information includes: gear position, accelerator pedal opening, steering angle, yaw rate, vehicle speed, output torque of the second motor, required torque of the second motor, first duration, and second duration; the first duration is the duration during which the required torque of the second motor is less than the second preset torque, the second preset torque is greater than the first preset torque, the second duration is the duration during which the output torque of the second motor is less than the second preset torque; the first preset torque is zero. The determining unit is configured to determine the motor control strategy of the vehicle based on the driving state information; the motor control strategy includes: a first driving strategy, a second driving strategy, and a third driving strategy; the first driving strategy is configured to indicate that the first motor is in an on state and the second motor is in a off state; the second driving strategy is configured to indicate that both the first motor and the second motor are in the on state; the third driving strategy is configured to indicate that both the first motor and the second motor are in the off state. The control unit is used to control the operation of the first motor and the second motor based on the motor control strategy; The determining unit is specifically configured to: determine the second driving strategy as the motor control strategy when the gear is a driving gear, the accelerator pedal opening is less than or equal to a preset opening, and the required torque of the second motor, the output torque of the second motor, the first duration, and the second duration do not meet preset conditions; the preset conditions include: the required torque of the second motor is less than the second preset torque, the output torque of the second motor is less than the second preset torque, the first duration is greater than the preset duration, and the second duration is greater than the preset duration; and determine the second driving strategy as the motor control strategy when the steering angle is less than or equal to a preset steering angle, the yaw rate is less than or equal to a preset angular rate, and the required torque of the second motor, the output torque of the second motor, the first duration, and the second duration do not meet the preset conditions.

8. An electronic device, characterized in that, include: processor; Memory used to store the processor's executable instructions; The processor is configured to execute the instructions to implement the method as described in any one of claims 1 to 6.

9. A computer-readable storage medium, characterized in that, When the computer-executable instructions stored in the computer-readable storage medium are executed by the processor of the electronic device, the electronic device is capable of performing the method as described in any one of claims 1 to 6.

10. A motor control system, characterized in that, It includes a first motor, a second motor, and a vehicle controller that performs the method as described in any one of claims 1 to 6.

11. A computer program product, characterized in that, The computer program product includes computer instructions that, when executed on an electronic device, cause the electronic device to perform the method as described in any one of claims 1 to 6.

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