Torque control system, method, vehicle and storage medium

Abstract

This application provides a torque control system, method, vehicle, and storage medium, belonging to the field of automotive technology. The system includes: a vehicle controller, a motor controller, and a disengagement mechanism controller. When the vehicle controller detects a state change request, it sends a state change command to the disengagement mechanism controller and a first mode change command to the motor controller. In response to the state change command, the disengagement mechanism controller controls the disengagement mechanism to switch states based on the state change command. When the disengagement mechanism fails to switch to the target state, the vehicle controller sends a torque control command to the motor controller. In response to the first mode change command, the motor controller controls the auxiliary drive motor to switch to the target mode, and in response to the torque control command, controls the output torque of the auxiliary drive motor to a preset torque value. This application prevents motor damage caused by disengagement mechanism failure and eliminates the need for vehicle speed limits, ensuring vehicle power and optimizing the driving experience.

Description

Technical Field

[0001] This application belongs to the field of automotive technology, and particularly relates to a torque control system, method, vehicle, and storage medium. Background Technology

[0002] To achieve optimal fuel economy in four-wheel drive pure electric vehicles, a disengagement mechanism is added to the vehicle's auxiliary drive system. When the vehicle only needs the main drive system for propulsion, the vehicle can control this disengagement mechanism to disconnect the drive motor of the auxiliary drive system, achieving zero drive for the auxiliary drive system. This prevents the auxiliary drive motor from wasting energy when it is not working, thereby improving the vehicle's fuel economy.

[0003] However, adding a disengagement mechanism also increases the complexity of the vehicle's power system. Therefore, if the disengagement mechanism malfunctions, the drive motor of the auxiliary drive system will not be able to completely disengage or engage, ultimately causing the drive motor of the auxiliary drive system to run continuously or be dragged, resulting in motor damage. Summary of the Invention

[0004] The purpose of this application is to provide a torque control system, method, vehicle, and storage medium, which aims to solve the problem of motor damage caused by failure of conventional disengagement mechanisms.

[0005] A first aspect of this application provides a torque control system, the system comprising: a vehicle controller, a motor controller, and a disengagement mechanism controller;

[0006] The vehicle controller is configured to send a state change instruction to the disengagement mechanism controller when a state change request is detected. The state change instruction is used to instruct the disengagement mechanism controller to control the disengagement mechanism to switch to a target state. The vehicle controller is also configured to send a first mode change instruction to the motor controller. The first mode change instruction is used to instruct the motor controller to control the auxiliary drive motor to switch to the target mode corresponding to the target state.

[0007] The disengagement mechanism controller is used to respond to the state change command and control the disengagement mechanism to switch states based on the state change command;

[0008] The vehicle controller is also used to send a torque control command to the motor controller when the disengagement mechanism fails to switch to the target state;

[0009] The motor controller is a controller for the auxiliary drive motor, used to control the auxiliary drive motor to switch to the target mode in response to the first mode change command, and to control the output torque of the auxiliary drive motor to a preset torque value in response to the torque control command.

[0010] In some embodiments, the disengagement mechanism controller is further configured to detect the execution result of the disengagement mechanism after controlling the disengagement mechanism to switch states based on the state change instruction; if the execution result indicates that the disengagement mechanism has failed to switch to the target state, send fault information to the vehicle controller.

[0011] The vehicle controller is also used to send a torque control command to the motor controller in response to the fault information.

[0012] In some embodiments, the state of the disengagement mechanism includes a disengaged state and an engaged state;

[0013] The target mode corresponding to the disengaged state is the preparation mode, in which the auxiliary drive motor is in a dormant state. The target mode corresponding to the engaged state is the torque mode, in which the auxiliary drive motor is in a working state.

[0014] When the state change instruction is used to instruct the disengagement mechanism controller to switch from the engaged state to the disengaged state, the vehicle controller is also used to send a second mode change instruction to the motor controller when the disengagement mechanism fails to switch to the target state.

[0015] The motor controller is further configured to switch the auxiliary drive motor to the torque mode in response to the second mode change command.

[0016] A second aspect of this application provides a torque control method, the method comprising:

[0017] When a state change request is detected, a state change instruction is sent to the disengagement mechanism controller, which instructs the disengagement mechanism controller to switch the disengagement mechanism to the target state; and a first mode change instruction is sent to the drive motor controller, which instructs the drive motor controller to switch the motor to the target mode corresponding to the target state.

[0018] When the disengagement mechanism fails to switch to the target state based on the state change instruction, it sends a torque control instruction to the motor controller. The torque control instruction is used to instruct the motor controller to control the output torque of the auxiliary drive motor to a preset torque value.

[0019] In some embodiments, determining that the disengagement mechanism failed to switch to the target state based on the state change instruction includes:

[0020] When a fault message is received from the vehicle controller, it is determined that the disengagement mechanism failed to switch to the target state based on the state change instruction. The fault message is the message sent to the vehicle controller by the disengagement mechanism controller when the disengagement mechanism controller detects that the execution result of the disengagement mechanism indicates that the disengagement mechanism failed to switch to the target state.

[0021] In some embodiments, the state of the disengagement mechanism includes a disengaged state and an engaged state;

[0022] The target mode corresponding to the disengaged state is the preparation mode, in which the auxiliary drive motor is in a dormant state. The target mode corresponding to the engaged state is the torque mode, in which the auxiliary drive motor is in a working state.

[0023] When the state change instruction is used to instruct the disengagement mechanism controller to switch from the engaged state to the disengaged state, the method further includes:

[0024] When the disengagement mechanism fails to switch to the target state, a second mode change command is sent to the motor controller. The second mode change command is used to instruct the motor controller to switch the auxiliary drive motor to the torque mode.

[0025] In some embodiments, the method further includes:

[0026] In response to the reverse torque control command, the current torque of the auxiliary drive motor is obtained;

[0027] Determine the target torque that is the same in magnitude but opposite in direction as the current torque;

[0028] The output torque of the auxiliary drive motor is controlled based on the target torque.

[0029] In some embodiments, controlling the output torque of the auxiliary drive motor based on the target torque includes:

[0030] Determine the control current corresponding to the target torque;

[0031] The output torque of the auxiliary drive motor is controlled based on the control current.

[0032] A third aspect of this application provides a vehicle including the torque control system, memory, processor, and computer program stored in the memory and executable on the processor as described in the first aspect, wherein the processor executes the computer program to implement the torque control method as described above.

[0033] A fourth aspect of this application provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the torque control method described above.

[0034] The beneficial effects of the embodiments of the present invention compared with the prior art are as follows:

[0035] In this embodiment, through the interaction between the vehicle controller, the motor controller, and the disengagement mechanism controller, when the vehicle controller detects a state change request, it sends corresponding change commands to the disengagement mechanism controller and the motor controller, respectively. When the disengagement mechanism controller controls the disengagement structure to switch states based on the state change command, if it detects that the disengagement mechanism has not completed the current state switch, the vehicle controller sends a torque control command to the motor controller. The motor controller controls the mode of the auxiliary drive motor based on the mode change command, and controls the torque of the auxiliary drive motor based on the torque control command. Thus, when the disengagement mechanism... When the state switch fails, the output torque of the auxiliary drive motor can be controlled to prevent it from participating in driving when the disengagement mechanism malfunctions. This way, the output torque of the auxiliary drive motor remains unchanged, preventing the wheels from driving the auxiliary drive motor to reverse via the half-shaft and reducer. This prevents the auxiliary drive motor from being continuously driven or dragged by the wheels due to a disengagement mechanism malfunction, thus ensuring its safe operation. Furthermore, by controlling the torque output of the auxiliary drive motor, there is no impact on the main drive motor; therefore, there is no need to limit vehicle speed, ensuring vehicle power and optimizing the driving experience. Attached Figure Description

[0036] Figure 1 A schematic diagram illustrating the structural relationship between the disengagement mechanism and the drive motor provided in an exemplary embodiment is shown;

[0037] Figure 2 A schematic diagram of a torque control system provided in an exemplary embodiment is shown;

[0038] Figure 3 A schematic flowchart of a torque control method provided in an exemplary embodiment is shown;

[0039] Figure 4 A flowchart illustrating a torque control method provided by another exemplary embodiment is shown;

[0040] Figure 5 A flowchart illustrating a torque control method provided by another exemplary embodiment is shown;

[0041] Figure 6 A flowchart illustrating a torque control method provided by another exemplary embodiment is shown;

[0042] Figure 7 A flowchart illustrating a torque control method provided by another exemplary embodiment is shown;

[0043] Figure 8 A flowchart illustrating a torque control method provided by another exemplary embodiment is shown;

[0044] Figure 9 A flowchart illustrating a torque control method provided by another exemplary embodiment is shown;

[0045] Figure 10 This is a structural schematic diagram of the vehicle provided in an embodiment of the present invention. Detailed Implementation

[0046] To make the technical problems, technical solutions, and beneficial effects to be solved by this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and are not intended to limit the scope of this application.

[0047] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this application, "multiple" means two or more, unless otherwise explicitly specified.

[0048] To achieve optimal fuel economy in four-wheel drive pure electric vehicles, a disengagement mechanism is added to the auxiliary drive system. When the vehicle is driven only by the main drive system, the vehicle can control this disengagement mechanism to disconnect the drive motor of the auxiliary drive system, achieving zero drive of the auxiliary drive system. This prevents the auxiliary drive motor from wasting energy when it is not working, thereby improving the vehicle's fuel economy.

[0049] However, adding a disengagement mechanism also increases the complexity of the vehicle's power system. Therefore, if the disengagement mechanism malfunctions, the drive motor of the auxiliary drive system will not be able to completely disengage or engage, ultimately causing the drive motor of the auxiliary drive system to run continuously or be dragged, resulting in motor damage.

[0050] To facilitate understanding, the structural relationship between the disengagement mechanism and the auxiliary drive motor is briefly described below. (See also...) Figure 1 This illustrates a schematic diagram of the structural relationship between the disengagement mechanism and the drive motor provided in an exemplary embodiment. See also... Figure 1The structure includes: an auxiliary drive motor 101, an input shaft 102, an intermediate shaft 103, an output shaft 104, a shift motor 105, a shift assembly 106, a shift fork 107, a synchronizer assembly 108, and a differential 109.

[0051] In a four-wheel drive pure electric vehicle, a front axle drive system and a rear axle drive system are installed. A disengagement mechanism is located on the intermediate shaft 103 of the auxiliary drive system. This disengagement mechanism drives the shift fork 107 via the shift motor 105, thereby controlling the synchronizer assembly 108 to disengage and engage the gear intermediate shaft 103 of the reduction gearbox, thus controlling the power transmission of the auxiliary drive motor 101. Furthermore, this disengagement mechanism can also be controlled to disengage or engage according to the driver's accelerator pedal power requirements.

[0052] The state of the disengagement mechanism corresponds to the working mode of the auxiliary drive motor 101. For example, when the controller of the disengagement mechanism controls the disengagement mechanism to be in the disengaged state, the motor controller 202 controls the working mode of the auxiliary drive motor 101 to be in the standby mode; when the controller of the disengagement mechanism controls the disengagement mechanism to be in the engaged state, the motor controller 202 controls the working mode of the auxiliary drive motor 101 to be in the torque mode.

[0053] In the ready mode, the upper and lower bridge arms of the motor controller 202 are in a closed state, meaning the auxiliary drive motor 101 is in a dormant state. If the disengagement mechanism malfunctions at this time, for example, if it jams, the wheels will drive the auxiliary drive motor 101 in reverse direction via the half-shaft and reducer, generating a back electromotive force. This back electromotive force can then break down the bus capacitor in the motor controller 202, causing damage to the auxiliary drive motor 101.

[0054] In torque mode, the motor controller 202 actively controls the opening of the upper and lower bridge arms, meaning the auxiliary drive motor 101 is in operation. At this time, using a smaller current for active adjustment dissipates the generated back electromotive force, thereby controlling the motor's output torque.

[0055] When the vehicle needs to change the state of the disengagement mechanism, the vehicle generates a state change request. This request controls the vehicle controller 201 to send a mode change command to the motor controller 202 and a state change command to the disengagement mechanism controller 203. However, if the disengagement mechanism malfunctions and becomes stuck, it cannot fully disengage or engage.

[0056] In some embodiments, when the disengagement mechanism cannot be completely disengaged, since the motor controller 202 has responded to the mode change command, the operating mode of the auxiliary drive motor 101 is changed to the standby mode. Therefore, in order to prevent the vehicle from driving the auxiliary drive motor 101 to reverse through the half shaft and reducer, generating a back electromotive force, thereby breaking down the bus capacitor of the components in the motor controller 202 and causing damage to the auxiliary drive motor 101, the vehicle will limit the vehicle speed to a first preset speed, thereby preventing the auxiliary drive motor 101 from being dragged and damaged in the standby mode due to excessive vehicle speed.

[0057] In other embodiments, when the disengagement mechanism cannot fully engage, since the motor controller 202 has responded to the mode change command, the operating mode of the auxiliary drive motor 101 is changed to the operating mode. In the operating mode, the vehicle controller 201 will normally request torque. However, the disengagement mechanism fails to fully engage, which will cause the disengagement mechanism to be damaged when the torque reaches a certain value. The vehicle shift mechanism will report a fault, and then the vehicle will limit the speed to a second preset speed.

[0058] The first preset speed and the second preset speed can be the same or different. In this embodiment, the first preset speed and the second preset speed are not specifically limited. For example, the first preset speed and the second preset speed are 40 km / h, 35 km / h, or 30 km / h, etc.

[0059] In conclusion, when the disengagement mechanism malfunctions, the vehicle's speed will eventually be limited, resulting in reduced vehicle power and a poor driving experience for the driver.

[0060] This application provides a torque control system, method, vehicle, and storage medium that prevents damage to the auxiliary drive motor 101 or further damage to the disengagement mechanism when the disengagement mechanism fails, while ensuring vehicle power and optimizing the driving experience.

[0061] See Figure 2 This illustrates a schematic diagram of a torque control system provided in an exemplary embodiment. See also... Figure 2 The system includes a vehicle controller 201, a motor controller 202, and a disengagement mechanism controller 203. The vehicle controller 201 is communicatively connected to the motor controller 202 and the disengagement mechanism.

[0062] The vehicle controller 201 is used to send a state change instruction to the disengagement mechanism controller 203 when a state change request is detected. The state change instruction is used to instruct the disengagement mechanism controller 203 to control the disengagement mechanism to switch to a target state. The vehicle controller 201 is also used to send a first mode change instruction to the motor controller 202. The first mode change instruction is used to instruct the motor controller 202 to control the auxiliary drive motor 101 to switch to the target mode corresponding to the target state.

[0063] The state change request is used to request a change in the state of the disengagement mechanism. For example, it requests to change the state of the disengagement mechanism from engaged to disengaged, or it requests to change the state of the disengagement mechanism from disengaged to engaged. In some embodiments, the vehicle detects its driving parameters and determines whether to generate a state change request based on these parameters. For example, if the disengagement mechanism is engaged and a decrease in the vehicle's throttle opening is detected, resulting in a decrease in the torque required by the vehicle, then the state change request is generated, and correspondingly, this state change request is used to request a change in the state of the disengagement mechanism from engaged to disengaged; or, if the disengagement mechanism is disengaged and an increase in the vehicle's throttle opening is detected, resulting in an increase in the torque required by the vehicle, then the state change request is generated, and correspondingly, this state change request is used to request a change in the state of the disengagement mechanism from disengaged to engaged. In other embodiments, the vehicle can also generate the state change request based on a user-inputted state change operation.

[0064] See Figure 3 When a state change request is detected, the vehicle controller 201 sends a state change command to the disengagement mechanism controller 203 and a first mode change command to the motor controller 202. The first mode change command instructs the motor controller 202 to control the motor to switch to the target mode corresponding to the target state. The state change command instructs the disengagement mechanism controller 203 to control the disengagement mechanism to switch to the target state.

[0065] The disengagement mechanism has two states: a disengaged state and an engaged state. The target mode corresponding to the disengaged state is the preparation mode, in which the auxiliary drive motor 101 is in a dormant state. The target mode corresponding to the engaged state is the torque mode, in which the auxiliary drive motor 101 is in a working state.

[0066] The disengagement mechanism controller 203 is used to control the disengagement mechanism to switch states in response to the state change command.

[0067] The disengagement mechanism controller 203 is also linked to the disengagement mechanism and is used to control the state of the disengagement mechanism. Please continue to see... Figure 3When the disengagement mechanism receives the state change command, the controller 203 performs the corresponding operation. Under the control of the disengagement mechanism controller 203, the disengagement mechanism performs the corresponding state change operation, such as changing from the disengaged state to the engaged state, or changing from the engaged state to the disengaged state.

[0068] The vehicle controller 201 is also used to send a torque control command to the motor controller 202 when the disengagement mechanism fails to switch to the target state.

[0069] When the disengagement mechanism is functioning correctly, it maintains its modified state under the control of the disengagement mechanism controller 203. When the disengagement mechanism malfunctions, it cannot respond to the state change commands sent by the disengagement mechanism controller 203. For example, it may jam during the disengagement process, preventing complete disengagement; or it may jam during the engagement process, becoming stuck in the middle of the disengagement mechanism and unable to fully engage.

[0070] When the disengagement mechanism fails to switch to the target state, a torque control command is sent to the motor controller 202. In some embodiments, the vehicle controller 201 detects the execution result of the disengagement structure and determines whether to send a torque control command to the motor controller 202 based on the execution result. If the execution result indicates that the disengagement mechanism has failed to switch to the target state, a torque control command is sent to the motor controller 202; if the execution result indicates that the disengagement mechanism has switched to the target state, no torque control command is sent to the motor controller 202.

[0071] In some embodiments, the vehicle controller 201 receives fault information reported by the disengagement mechanism controller 203 and sends a torque control command to the motor controller 202 based on the fault information. Correspondingly, the disengagement mechanism controller 203 is further configured to detect the execution result of the disengagement mechanism after controlling the disengagement mechanism to switch states based on the state change command; if the execution result indicates that the disengagement mechanism failed to switch to the target state, it sends fault information to the vehicle controller 201; the vehicle controller 201 is further configured to send a torque control command to the motor controller 202 in response to the fault information.

[0072] Accordingly, please continue to see Figure 3 The disengagement mechanism controller 203 detects the execution result of the disengagement mechanism. If the execution result indicates that the disengagement mechanism has failed to switch to the target state, it sends a fault message to the vehicle controller 201. If the execution result indicates that the disengagement mechanism has switched to the target state, it controls the disengagement mechanism to maintain its current state.

[0073] The disengagement mechanism controller 203 and the vehicle controller 201 can detect the execution result of the disengagement mechanism in either way. For example, they can detect the execution result using sensors built into the disengagement mechanism. Accordingly, if the disengagement mechanism controller 203 and the vehicle controller 201 do not receive a disengagement completion indication from the sensors built into the disengagement mechanism within a preset time period, they determine that the execution result indicates that the disengagement mechanism has failed to switch to the target state. The preset time period can be set as needed, and is not specifically limited in this embodiment. For example, the preset time period can be 300ms, 500ms, or 1s.

[0074] The motor controller 202 is the controller of the auxiliary drive motor 101, and is used to control the auxiliary drive motor 101 to switch to the target mode in response to the first mode change command, and to control the output torque of the auxiliary drive motor 101 to a preset torque value in response to the torque control command.

[0075] The auxiliary drive motor 101 can be either the front axle drive motor or the rear axle drive motor of the vehicle. In this embodiment, no specific limitation is made.

[0076] Please continue reading Figure 3 When the motor controller 202 receives the first mode change command, it switches the operating mode of the auxiliary drive motor 101 to the target mode according to the first mode change command. If the motor controller 202 does not subsequently receive the torque control command, it controls the auxiliary drive motor 101 to maintain the target mode. If the motor controller 202 subsequently receives the torque control command, it controls the auxiliary drive motor 101 to output the preset torque value according to the torque control command.

[0077] It should be noted that when the auxiliary drive motor 101 is in standby mode, the upper and lower axle arms of the motor controller 202 are in a closed state, meaning the auxiliary drive motor 101 is in a dormant state. In this state, if the disengagement mechanism malfunctions, for example, if it jams, the wheel will cause the auxiliary drive motor 101 to reverse through the half-shaft and reducer, generating a back electromotive force (EMF). This back EMF could damage the bus capacitor in the motor controller 202, causing damage to the auxiliary drive motor 101. Only when the motor is in torque mode will the motor controller 202 actively open the upper and lower axle arms, meaning the auxiliary drive motor 101 is in a working state. In this state, a smaller current is needed for active adjustment to dissipate the generated back EMF, thereby controlling the motor's output torque.

[0078] Therefore, when the state change instruction is used to instruct the disengagement mechanism controller 203 to control the disengagement mechanism to switch from the engaged state to the disengaged state, the corresponding first mode change instruction is used to instruct the motor controller 202 to control the auxiliary drive motor 101 to switch to the ready mode. The auxiliary drive motor 101 cannot adjust its torque output in the ready mode. Therefore, when the state change instruction is used to instruct the disengagement mechanism controller 203 to switch from the engaged state to the disengaged state, the mode of the auxiliary drive motor 101 needs to be switched back to the torque mode. Accordingly, the vehicle controller 201 is also used to send a second mode change instruction to the motor controller 202 when the disengagement mechanism fails to switch to the target state; the motor controller 202 is also used to switch the auxiliary drive motor 101 to the torque mode in response to the second mode change instruction.

[0079] After the vehicle controller 201 sends the second mode change command to the motor controller 202, it then sends the torque control command. Correspondingly, the motor controller 202 only responds to the torque control command after switching the auxiliary drive motor 101 to the torque mode. This ensures that the auxiliary drive motor is not damaged when controlling the output torque of the auxiliary drive motor 101.

[0080] The preset torque value is the torque output after the auxiliary drive motor 101 consumes the generated back electromotive force; generally, this preset torque value is 0.

[0081] Specifically, the vehicle controller 201 can control the auxiliary drive motor 101 to output zero torque by using the torque generated when the auxiliary drive motor 101 is driven or dragged. Correspondingly, the vehicle controller 201 is used to, when the disengagement mechanism fails to switch to the target state based on the state change command, acquire the current speed of the auxiliary drive motor 101 (the current speed being the speed generated by the main drive motor driving the auxiliary drive motor 101 through the disengagement mechanism), determine the back electromotive force corresponding to the current speed, and send the torque control command to the motor controller 202 based on the back electromotive force.

[0082] In some embodiments, the vehicle controller 201 is configured to determine a control current based on the back electromotive force, the control current being used to generate an electromotive force that is the same in magnitude but opposite in direction to the back electromotive force; and to send a torque control command carrying the control current corresponding to the target torque to the motor controller 202.

[0083] It should be noted that the process of determining the back electromotive force to adjust the output torque of the motor can also be implemented by the motor controller 202. Accordingly, when the motor controller 202 receives a torque control command, it obtains the back electromotive force of the auxiliary drive motor 101 based on the torque control command; based on the back electromotive force, it determines the control current corresponding to the target torque, and controls the motor adjustment current according to the control current to counteract the back electromotive force.

[0084] When the vehicle is in torque mode, the motor controller 202 actively controls the opening of the upper and lower axle arms, meaning the auxiliary drive motor 101 is in operation. At this time, a smaller current is needed for active adjustment to dissipate the generated back electromotive force, thereby controlling the motor's output torque. In this implementation, the current torque of the auxiliary drive motor 101 is acquired in real-time, and a target torque of the same magnitude but opposite direction is generated. The current is then adjusted to allow the auxiliary drive motor 101 to output this target torque, ensuring that the target torque cancels out the motor's current torque. This guarantees that the auxiliary drive motor 101 achieves zero torque output, thus ensuring the safe operation of the auxiliary drive motor 101.

[0085] In this embodiment, through the interaction between the vehicle controller, the motor controller, and the disengagement mechanism controller, when the vehicle controller detects a state change request, it sends corresponding change commands to the disengagement mechanism controller and the motor controller, respectively. When the disengagement mechanism controller controls the disengagement structure to switch states based on the state change command, if it detects that the disengagement mechanism has not completed the current state switch, the vehicle controller sends a torque control command to the motor controller. The motor controller controls the mode of the auxiliary drive motor based on the mode change command, and controls the torque of the auxiliary drive motor based on the torque control command. Thus, when the disengagement mechanism... When the state switch fails, the output torque of the auxiliary drive motor can be controlled to prevent it from participating in driving when the disengagement mechanism malfunctions. This way, the output torque of the auxiliary drive motor remains unchanged, preventing the wheels from driving the auxiliary drive motor to reverse via the half-shaft and reducer. This prevents the auxiliary drive motor from being continuously driven or dragged by the wheels due to a disengagement mechanism malfunction, thus ensuring its safe operation. Furthermore, by controlling the torque output of the auxiliary drive motor, there is no impact on the main drive motor; therefore, there is no need to limit vehicle speed, ensuring vehicle power and optimizing the driving experience.

[0086] The torque control method will be explained below in conjunction with the interaction between the vehicle controller, motor controller, and disengagement mechanism controller. (See also...) Figure 4 The diagram illustrates a torque control method provided by an exemplary embodiment. This method is applied, by way of example and not limitation, to the torque control system described above.

[0087] S401, when a state change request is detected, the vehicle controller sends a state change instruction to the disengagement mechanism controller, which instructs the disengagement mechanism controller to switch the disengagement mechanism to the target state, and sends a first mode change instruction to the motor controller, which instructs the motor controller to switch the auxiliary drive motor to the target mode corresponding to the target state.

[0088] The state change request is used to request a change in the state of the disengagement mechanism. For example, it requests to change the state of the disengagement mechanism from engaged to disengaged, or it requests to change the state of the disengagement mechanism from disengaged to engaged. In some embodiments, the vehicle detects its driving parameters and determines whether to generate a state change request based on these parameters. For example, if the disengagement mechanism is engaged and a decrease in the vehicle's throttle opening is detected, resulting in a decrease in the torque required by the vehicle, then the state change request is generated, and correspondingly, this state change request is used to request a change in the state of the disengagement mechanism from engaged to disengaged; or, if the disengagement mechanism is disengaged and an increase in the vehicle's throttle opening is detected, resulting in an increase in the torque required by the vehicle, then the state change request is generated, and correspondingly, this state change request is used to request a change in the state of the disengagement mechanism from disengaged to engaged. In other embodiments, the vehicle can also generate the state change request based on a user-inputted state change operation.

[0089] When a state change request is detected, the vehicle controller sends a state change command to the disengagement mechanism controller and a first mode change command to the motor controller. The first mode change command instructs the motor controller to switch the motor to the target mode corresponding to the target state. The state change command instructs the disengagement mechanism controller to switch the disengagement mechanism to the target state.

[0090] The disengagement mechanism has two states: a disengaged state and an engaged state. The target mode corresponding to the disengaged state is the preparation mode, in which the auxiliary drive motor is in a dormant state. The target mode corresponding to the engaged state is the torque mode, in which the auxiliary drive motor is in a working state.

[0091] S402, in response to the state change command, the disengagement mechanism controller controls the disengagement mechanism to switch states based on the state change command.

[0092] The disengagement mechanism controller is also linked to the disengagement mechanism and is used to control the state of the disengagement mechanism. When the disengagement mechanism receives the state change command, the controller controls the disengagement mechanism to perform the corresponding operation. Under the control of the disengagement mechanism controller, the disengagement mechanism performs the corresponding state change operation, such as changing from a disengaged state to an engaged state, or changing from an engaged state to a disengaged state, etc.

[0093] S403, when the disengagement mechanism fails to switch to the target state, the vehicle controller sends a torque control command to the motor controller.

[0094] When the disengagement mechanism is functioning correctly, it maintains its modified state under the control of the disengagement mechanism controller. When the disengagement mechanism malfunctions, it cannot respond to state change commands sent by the disengagement mechanism controller. For example, it may jam during disengagement, preventing complete disengagement; or it may jam during engagement, becoming stuck in the middle of the disengagement mechanism and unable to fully engage.

[0095] When the disengagement mechanism fails to switch to the target state, a torque control command is sent to the motor controller. In some embodiments, the vehicle controller detects the execution result of the disengagement structure and determines whether to send a torque control command to the motor controller based on the execution result. If the execution result indicates that the disengagement mechanism has failed to switch to the target state, a torque control command is sent to the motor controller; if the execution result indicates that the disengagement mechanism has switched to the target state, no torque control command is sent to the motor controller.

[0096] In some embodiments, the vehicle controller receives fault information reported by the disengagement mechanism controller and sends a torque control command to the motor controller based on the fault information. Correspondingly, after controlling the disengagement mechanism to switch states based on the state change command, the disengagement mechanism controller detects the execution result of the disengagement mechanism. If the execution result indicates that the disengagement mechanism failed to switch to the target state, it sends fault information to the vehicle controller; in response to the fault information, the vehicle controller sends a torque control command to the motor controller.

[0097] Accordingly, the disengagement mechanism controller detects the execution result of the disengagement mechanism. If the execution result indicates that the disengagement mechanism has failed to switch to the target state, it sends a fault message to the vehicle controller. If the execution result indicates that the disengagement mechanism has switched to the target state, it controls the disengagement mechanism to maintain its current state.

[0098] The disengagement mechanism controller and the vehicle controller can detect the execution result of the disengagement mechanism in either way. For example, the execution result can be detected by a sensor built into the disengagement mechanism. Accordingly, if the disengagement mechanism controller and the vehicle controller do not receive a disengagement completion indication from the sensor built into the disengagement mechanism within a preset time period, it is determined that the execution result indicates that the disengagement mechanism has failed to switch to the target state. The preset time period can be set as needed, and is not specifically limited in this embodiment. For example, the preset time period can be 300ms, 500ms, or 1s.

[0099] S404, in response to the first mode change command, the motor controller controls the auxiliary drive motor to switch to the target mode, and in response to the torque control command, controls the output torque of the auxiliary drive motor to a preset torque value.

[0100] The motor controller is a controller for an auxiliary drive motor, which can be either a front axle drive motor or a rear axle drive motor of the vehicle. In this embodiment, no specific limitation is made.

[0101] When the motor controller receives the first mode change command, it switches the operating mode of the auxiliary drive motor to the target mode according to the command. If the subsequent motor controller does not receive the torque control command, it controls the auxiliary drive motor to maintain the target mode. If the subsequent motor controller receives the torque control command, it controls the auxiliary drive motor to output the preset torque value according to the command.

[0102] It's important to note that in standby mode, the upper and lower axle arms of the motor controller are in a closed state, meaning the auxiliary drive motor is in a dormant state. In this state, if the disengagement mechanism malfunctions—for example, if it jams—the wheels will cause the auxiliary drive motor to reverse via the half-shaft and reducer, generating a back electromotive force (EMF). This back EMF can damage the bus capacitors in the motor controller, causing damage to the auxiliary drive motor. Only in torque mode will the motor controller actively open the upper and lower axle arms, putting the auxiliary drive motor in operation. In this mode, a smaller current is needed for active adjustment to dissipate the generated back EMF and control the motor's output torque.

[0103] Therefore, when the state change instruction is used to instruct the disengagement mechanism controller to switch the disengagement mechanism from the engaged state to the disengaged state, the corresponding first mode change instruction is used to instruct the motor controller to switch the auxiliary drive motor to the ready mode. In the ready mode, the auxiliary drive motor cannot adjust its torque output. Therefore, when the state change instruction is used to instruct the disengagement mechanism controller to switch from the engaged state to the disengaged state, the auxiliary drive motor's mode needs to be switched back to torque mode. Accordingly, the vehicle controller is also used to send a second mode change instruction to the motor controller when the disengagement mechanism fails to switch to the target state; the motor controller is also used to switch the auxiliary drive motor to torque mode in response to the second mode change instruction.

[0104] After the vehicle controller sends the second mode change command to the motor controller, it then sends the torque control command. Correspondingly, the motor controller only responds to the torque control command after switching the auxiliary drive motor to the specified torque mode. This ensures that controlling the output torque of the auxiliary drive motor will not damage the auxiliary drive motor.

[0105] The preset torque value is the torque output after the auxiliary drive motor consumes the generated back electromotive force; generally, this preset torque value is 0.

[0106] The vehicle controller can control the auxiliary drive motor to output zero torque by using the torque generated when the auxiliary drive motor is driven or dragged. Accordingly, when the disengagement mechanism fails to switch to the target state based on the state change command, the vehicle controller is used to: obtain the current speed of the auxiliary drive motor 101 (the current speed is the speed generated by the main drive motor driving the auxiliary drive motor 101 through the disengagement mechanism); determine the back electromotive force corresponding to the current speed; and send the torque control command to the motor controller 202 based on the back electromotive force.

[0107] The back electromotive force can be determined based on the correspondence between the rotational speed and the back electromotive force. This correspondence can be obtained by calibrating the vehicle's drive system before the vehicle leaves the factory. In this embodiment, no specific limitation is made on this.

[0108] In some embodiments, the vehicle controller is configured to determine a control current based on the back electromotive force, the control current being used to generate an electromotive force that is the same in magnitude but opposite in direction to the back electromotive force; and to send a torque control command carrying a control current corresponding to the target torque to the motor controller.

[0109] It should be noted that the process of determining the back electromotive force to adjust the output torque of the motor can also be implemented by the motor controller. Accordingly, when the motor controller receives a torque control command, it obtains the back electromotive force of the auxiliary drive motor based on the torque control command; based on the back electromotive force, it determines the control current corresponding to the target torque, and controls the motor adjustment current according to the control current to counteract the back electromotive force.

[0110] When the vehicle is in torque mode, the motor controller actively controls the opening of the upper and lower axle arms, meaning the auxiliary drive motor is in operation. At this time, a smaller current is needed for active adjustment to dissipate the generated back electromotive force, thereby controlling the motor's output torque. In this implementation, the current torque of the auxiliary drive motor is acquired in real-time, and a target torque of the same magnitude but opposite direction is generated. The current is then adjusted to adjust the auxiliary drive motor's output to match this target torque, ensuring that the target torque cancels out the motor's current torque. This guarantees zero torque output from the auxiliary drive motor, thus ensuring its safe operation.

[0111] In this embodiment, through the interaction between the vehicle controller, the motor controller, and the disengagement mechanism controller, when the vehicle controller detects a state change request, it sends corresponding change commands to the disengagement mechanism controller and the motor controller, respectively. When the disengagement mechanism controller controls the disengagement structure to switch states based on the state change command, if it detects that the disengagement mechanism has not completed the current state switch, the vehicle controller sends a torque control command to the motor controller. The motor controller controls the mode of the auxiliary drive motor based on the mode change command, and controls the torque of the auxiliary drive motor based on the torque control command. Thus, when the disengagement mechanism... When the state switch fails, the output torque of the auxiliary drive motor can be controlled to prevent it from participating in driving when the disengagement mechanism malfunctions. This way, the output torque of the auxiliary drive motor remains unchanged, preventing the wheels from driving the auxiliary drive motor to reverse via the half-shaft and reducer. This prevents the auxiliary drive motor from being continuously driven or dragged by the wheels due to a disengagement mechanism malfunction, thus ensuring its safe operation. Furthermore, by controlling the torque output of the auxiliary drive motor, there is no impact on the main drive motor; therefore, there is no need to limit vehicle speed, ensuring vehicle power and optimizing the driving experience.

[0112] The torque control method provided in this application will be described below, using the vehicle controller, motor controller, and disengagement mechanism controller as the implementing entities. (See also...) Figure 5 It illustrates a torque control method provided by an exemplary embodiment, which is used as an example and not a limitation, and is applied in a vehicle controller.

[0113] S501, when a state change request is detected, the vehicle controller sends a state change instruction to the disengagement mechanism controller, which instructs the disengagement mechanism controller to switch the disengagement mechanism to the target state, and sends a first mode change instruction to the drive motor controller, which instructs the drive motor controller to switch the motor to the target mode corresponding to the target state.

[0114] S502, when the disengagement mechanism fails to switch to the target state based on the state change instruction, the vehicle controller sends a torque control instruction to the motor controller, which instructs the motor controller to control the output torque of the auxiliary drive motor to a preset torque value.

[0115] In some embodiments, determining that the disengagement mechanism failed to switch to the target state based on the state change instruction includes:

[0116] When a fault message is received from the vehicle controller, it is determined that the disengagement mechanism failed to switch to the target state based on the state change command. The fault message is sent to the vehicle controller by the disengagement mechanism controller when the disengagement mechanism controller detects that the execution result of the disengagement mechanism indicates that the disengagement mechanism failed to switch to the target state.

[0117] In some embodiments, the state of the disengagement mechanism includes a disengaged state and an engaged state;

[0118] The target mode corresponding to the disengaged state is the preparation mode. In the preparation mode, the auxiliary drive motor is in a dormant state. The target mode corresponding to the engaged state is the torque mode. In the torque mode, the auxiliary drive motor is in a working state.

[0119] When the state change instruction is used to instruct the disengagement mechanism controller to switch from the engaged state to the disengaged state, the method further includes:

[0120] When the disengagement mechanism fails to switch to the target state, a second mode change command is sent to the motor controller, which instructs the motor controller to switch the auxiliary drive motor to the torque mode.

[0121] In some embodiments, when the disengagement mechanism fails to switch to the target state based on the state change command, the current speed of the auxiliary drive motor is obtained;

[0122] The current speed is the speed generated by the main drive motor driving the auxiliary drive motor through the disengagement mechanism;

[0123] Determine the back electromotive force corresponding to the current rotational speed;

[0124] The torque control command is sent to the motor controller based on the back electromotive force.

[0125] In some embodiments, sending the torque control command to the target torque based on the back electromotive force includes:

[0126] Based on the reverse electromotive force, a control current is determined, which is used to generate an electromotive force that is the same in magnitude but opposite in direction to the reverse electromotive force.

[0127] Send a torque control command carrying the control current corresponding to the target torque to the motor controller.

[0128] In this embodiment, through the interaction between the vehicle controller, the motor controller, and the disengagement mechanism controller, when the vehicle controller detects a state change request, it sends corresponding change commands to the disengagement mechanism controller and the motor controller, respectively. When the disengagement mechanism controller controls the disengagement structure to switch states based on the state change command, if it detects that the disengagement mechanism has not completed the current state switch, the vehicle controller sends a torque control command to the motor controller. The motor controller controls the mode of the auxiliary drive motor based on the mode change command, and controls the torque of the auxiliary drive motor based on the torque control command. Thus, when the disengagement mechanism... When the state switch fails, the output torque of the auxiliary drive motor can be controlled to prevent it from participating in driving when the disengagement mechanism malfunctions. This way, the output torque of the auxiliary drive motor remains unchanged, preventing the wheels from driving the auxiliary drive motor to reverse via the half-shaft and reducer. This prevents the auxiliary drive motor from being continuously driven or dragged by the wheels due to a disengagement mechanism malfunction, thus ensuring its safe operation. Furthermore, by controlling the torque output of the auxiliary drive motor, there is no impact on the main drive motor; therefore, there is no need to limit vehicle speed, ensuring vehicle power and optimizing the driving experience.

[0129] See Figure 6 The example illustrates a torque control method provided by an exemplary embodiment, which is applied in a disengagement mechanism controller by way of example and not limitation.

[0130] S601, in response to a state change command, the disengagement mechanism controller controls the disengagement mechanism to switch states based on the state change command, which instructs the disengagement mechanism controller to control the disengagement mechanism to switch to a target state.

[0131] S602, the disengagement mechanism controller detects the execution result of the disengagement mechanism.

[0132] S603, if the execution result indicates that the disengagement mechanism failed to switch to the target state, the disengagement mechanism controller sends fault information to the vehicle controller, which indicates that the disengagement mechanism failed to switch to the target state.

[0133] In this embodiment, through the interaction between the vehicle controller, motor controller, and disengagement mechanism controller, when the vehicle controller detects a state change request, it sends corresponding change commands to the disengagement mechanism controller and the motor controller respectively. After the disengagement mechanism controller controls the disengagement structure to switch states based on the state change command, if it detects that the disengagement mechanism has not completed the state switch, the vehicle controller sends a torque control command to the motor controller. The motor controller controls the mode of the auxiliary drive motor based on the mode change command and controls the torque of the auxiliary drive motor based on the torque control command. In this way, when the disengagement mechanism fails to complete the state switch, the output torque of the auxiliary drive motor can be controlled to prevent the auxiliary drive motor from participating in driving when the disengagement mechanism fails. This prevents the auxiliary drive motor from running continuously or being dragged due to the disengagement mechanism failure, which could lead to motor damage. Furthermore, by controlling the torque output of the auxiliary drive motor, there is no impact on the main drive motor. Therefore, there is no need to limit the vehicle speed, ensuring the vehicle's power and optimizing the driving experience.

[0134] See Figure 7 The example illustrates a torque control method provided by an exemplary embodiment, which is applied in a motor controller by way of example and not limitation.

[0135] S701, in response to the first mode change instruction, the motor controller controls the auxiliary drive motor to switch to the target mode. The first mode change instruction is used to instruct the motor controller to control the motor to switch to the target mode corresponding to the target state.

[0136] S702, in response to a torque control command, the motor controller controls the output torque of the auxiliary drive motor to a preset torque value.

[0137] In some embodiments, when the disengagement mechanism fails to switch to the target state based on the state change command, the current speed of the auxiliary drive motor is obtained;

[0138] The current speed is the speed generated by the main drive motor driving the auxiliary drive motor through the disengagement mechanism;

[0139] Determine the back electromotive force corresponding to the current rotational speed;

[0140] The torque control command is sent to the motor controller based on the back electromotive force.

[0141] In some embodiments, sending the torque control command to the target torque based on the back electromotive force includes:

[0142] Based on the reverse electromotive force, a control current is determined, which is used to generate an electromotive force that is the same in magnitude but opposite in direction to the reverse electromotive force.

[0143] Send a torque control command carrying the control current corresponding to the target torque to the motor controller.

[0144] In this embodiment, through the interaction between the vehicle controller, the motor controller, and the disengagement mechanism controller, when the vehicle controller detects a state change request, it sends corresponding change commands to the disengagement mechanism controller and the motor controller, respectively. When the disengagement mechanism controller controls the disengagement structure to switch states based on the state change command, if it detects that the disengagement mechanism has not completed the current state switch, the vehicle controller sends a torque control command to the motor controller. The motor controller controls the mode of the auxiliary drive motor based on the mode change command, and controls the torque of the auxiliary drive motor based on the torque control command. Thus, when the disengagement mechanism... When the state switch fails, the output torque of the auxiliary drive motor can be controlled to prevent it from participating in driving when the disengagement mechanism malfunctions. This way, the output torque of the auxiliary drive motor remains unchanged, preventing the wheels from driving the auxiliary drive motor to reverse via the half-shaft and reducer. This prevents the auxiliary drive motor from being continuously driven or dragged by the wheels due to a disengagement mechanism malfunction, thus ensuring its safe operation. Furthermore, by controlling the torque output of the auxiliary drive motor, there is no impact on the main drive motor; therefore, there is no need to limit vehicle speed, ensuring vehicle power and optimizing the driving experience.

[0145] To facilitate understanding, the following examples illustrate the malfunction of the disengagement mechanism when it switches from the engaged to the disengaged state, and when it switches from the disengaged to the engaged state. (See also...) Figure 8 The diagram illustrates a torque control method for switching the disengagement mechanism from an engaged state to a disengaged state, as provided in an exemplary embodiment. This method is applied, by way of example and not limitation, to the torque control system described above.

[0146] S801, when the vehicle detects a status change request, sends a disengagement command to the disengagement mechanism controller and a preparation mode switching command to the motor controller.

[0147] S802, the disengagement mechanism controller responds to the disengagement command and controls the disengagement mechanism to perform the disengagement action;

[0148] S803, the motor controller responds to the preparation mode switching command and controls the auxiliary drive motor to switch to the preparation mode;

[0149] S804, the disengagement mechanism controller detects whether the disengagement mechanism has completed disengagement;

[0150] S805, if the disengagement mechanism has completed disengagement, the disengagement mechanism controller controls the disengagement mechanism to remain in the disengaged state;

[0151] S806, if the disengagement mechanism fails to disengage completely, the disengagement mechanism controller sends a fault message to the vehicle controller.

[0152] S807, in response to this fault information, the vehicle controller sends a torque mode switching command and a zero torque control command to the motor controller;

[0153] S808, the motor controller responds to the torque mode switching command by controlling the auxiliary drive motor to switch to torque mode, and responds to the 0 torque control command by controlling the auxiliary drive motor to output 0 torque.

[0154] In this embodiment, through the interaction between the vehicle controller, the motor controller, and the disengagement mechanism controller, when the vehicle controller detects a state change request, it sends corresponding change commands to the disengagement mechanism controller and the motor controller, respectively. When the disengagement mechanism controller controls the disengagement structure to switch states based on the state change command, if it detects that the disengagement mechanism has not completed the current state switch, the vehicle controller sends a torque control command to the motor controller. The motor controller controls the mode of the auxiliary drive motor based on the mode change command, and controls the torque of the auxiliary drive motor based on the torque control command. Thus, when the disengagement mechanism... When the state switch fails, the output torque of the auxiliary drive motor can be controlled to prevent it from participating in driving when the disengagement mechanism malfunctions. This way, the output torque of the auxiliary drive motor remains unchanged, preventing the wheels from driving the auxiliary drive motor to reverse via the half-shaft and reducer. This prevents the auxiliary drive motor from being continuously driven or dragged by the wheels due to a disengagement mechanism malfunction, thus ensuring its safe operation. Furthermore, by controlling the torque output of the auxiliary drive motor, there is no impact on the main drive motor; therefore, there is no need to limit vehicle speed, ensuring vehicle power and optimizing the driving experience.

[0155] See Figure 9 The diagram illustrates a torque control method for switching a disengagement mechanism from a disengaged state to an engaged state, provided by an exemplary embodiment. This method is applied, by way of example and not limitation, to the torque control system described above.

[0156] S901, when the vehicle detects a status change request, sends an engagement command to the disengagement mechanism controller and a torque mode switching command to the motor controller.

[0157] S902, the disengagement mechanism controller responds to the engagement command and controls the disengagement mechanism to perform the engagement action;

[0158] S903, the motor controller responds to the torque mode switching command and controls the auxiliary drive motor to switch to torque mode;

[0159] S904, the disengagement mechanism controller detects whether the disengagement mechanism has been fully engaged;

[0160] S905, if the disengagement mechanism is engaged, the disengagement mechanism controller controls the disengagement mechanism to maintain the engaged state;

[0161] S906, if the disengagement mechanism fails to disengage completely, the disengagement mechanism controller sends a fault message to the vehicle controller.

[0162] S907, the vehicle controller responds to this fault information by sending a 0 torque control command to the motor controller;

[0163] S908, the motor controller responds to the 0 torque control command and controls the auxiliary drive motor to output 0 torque.

[0164] In this embodiment, through the interaction between the vehicle controller, the motor controller, and the disengagement mechanism controller, when the vehicle controller detects a state change request, it sends corresponding change commands to the disengagement mechanism controller and the motor controller, respectively. When the disengagement mechanism controller controls the disengagement structure to switch states based on the state change command, if it detects that the disengagement mechanism has not completed the current state switch, the vehicle controller sends a torque control command to the motor controller. The motor controller controls the mode of the auxiliary drive motor based on the mode change command, and controls the torque of the auxiliary drive motor based on the torque control command. Thus, when the disengagement mechanism... When the state switch fails, the output torque of the auxiliary drive motor can be controlled to prevent it from participating in driving when the disengagement mechanism malfunctions. This way, the output torque of the auxiliary drive motor remains unchanged, preventing the wheels from driving the auxiliary drive motor to reverse via the half-shaft and reducer. This prevents the auxiliary drive motor from being continuously driven or dragged by the wheels due to a disengagement mechanism malfunction, thus ensuring its safe operation. Furthermore, by controlling the torque output of the auxiliary drive motor, there is no impact on the main drive motor; therefore, there is no need to limit vehicle speed, ensuring vehicle power and optimizing the driving experience.

[0165] It should be understood that the sequence number of each step in the above embodiments does not imply the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of this application.

[0166] Figure 10 This is a schematic diagram of a vehicle provided in an exemplary embodiment of this application. (As shown...) Figure 10As shown, the vehicle 10 in this embodiment includes a processor 100, a memory 101, and a computer program 102 stored in the memory 101 and executable on the processor 100, such as a torque control program. When the processor 100 executes the computer program 102, it implements the steps in the various torque control method embodiments described above, for example... Figure 4 Steps S401 to S404 are shown. Alternatively, when the processor 100 executes the computer program 102, it implements the functions of each controller in the above-described device embodiments, for example... Figure 2 The functions of controllers 201 to 203 are shown.

[0167] For example, the computer program 102 can be divided into one or more units, which are stored in the memory 101 and executed by the processor 100 to complete this application. The one or more units can be a series of computer program instruction segments capable of performing specific functions, which describe the execution process of the computer program 102 in the vehicle 10. For example, the computer program 102 can be divided into a vehicle controller, a motor controller, and a disengagement mechanism controller, with the specific functions of each module as follows:

[0168] The vehicle controller is used to send a state change instruction to the disengagement mechanism controller when a state change request is detected. The state change instruction is used to instruct the disengagement mechanism controller to control the disengagement mechanism to switch to a target state. The vehicle controller is also used to send a first mode change instruction to the motor controller. The first mode change instruction is used to instruct the motor controller to control the auxiliary drive motor to switch to the target mode corresponding to the target state.

[0169] The disengagement mechanism controller is used to respond to the state change command and control the disengagement mechanism to switch states based on the state change command;

[0170] The vehicle controller is also used to send a torque control command to the motor controller when the disengagement mechanism fails to switch to the target state;

[0171] The motor controller is a controller for an auxiliary drive motor, used to control the auxiliary drive motor to switch to the target mode in response to the first mode change command, and to control the output torque of the auxiliary drive motor to a preset torque value in response to the torque control command.

[0172] The vehicle 10 can be any vehicle with control functions. The vehicle 10 may include, but is not limited to, a processor 100 and a memory 101. Those skilled in the art will understand that... Figure 10This is merely an example of vehicle 10 and does not constitute a limitation on vehicle 10. It may include more or fewer components than shown, or combine certain components, or different components. For example, vehicle 10 may also include input / output devices, network access devices, buses, etc.

[0173] The processor 100 may be a Central Processing Unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. A general-purpose processor may be a microprocessor or any conventional processor.

[0174] The memory 101 can be an internal storage unit of the vehicle 10, such as a hard drive or RAM. The memory 101 can also be an external storage device of the vehicle 10, such as a plug-in hard drive, smart media card (SMC), secure digital card (SD), flash card, etc., installed on the vehicle 10. Furthermore, the memory 101 can include both internal and external storage units of the vehicle 10. The memory 101 is used to store the computer program and other programs and data required by the terminal device. The memory 101 can also be used to temporarily store data that has been output or will be output.

[0175] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the above-described division of functional units and modules is merely an example. In practical applications, the above functions can be assigned to different functional units and modules as needed, that is, the internal structure of the device can be divided into different functional units or modules to complete all or part of the functions described above. The functional units and modules in the embodiments 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. Furthermore, the specific names of the functional units and modules are only for easy differentiation and are not intended to limit the scope of protection of this application. The specific working process of the units and modules in the above system can be referred to the corresponding process in the foregoing method embodiments, and will not be repeated here.

[0176] In the above embodiments, the descriptions of each embodiment have different focuses. For parts that are not described in detail or recorded in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0177] Those skilled in the art will recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are implemented in hardware or software 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.

[0178] In the embodiments provided in this application, it should be understood that the disclosed devices / terminal equipment and methods can be implemented in other ways. For example, the device / terminal equipment 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 system, or some features may be ignored or not executed. Furthermore, the displayed or discussed mutual coupling or direct coupling or communication connection may be through some interfaces; the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.

[0179] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0180] 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.

[0181] If the integrated module / unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, all or part of the processes in the methods of the above embodiments can also be implemented by a computer program instructing related hardware. The computer program can be stored in a computer-readable storage medium, and when executed by a processor, it can implement the steps of the various method embodiments described above. The computer program includes computer program code, which can be in the form of source code, object code, executable files, or certain intermediate forms. The computer-readable medium can include: any entity or device capable of carrying the computer program code, recording media, USB flash drives, portable hard drives, magnetic disks, optical disks, computer memory, read-only memory (ROM), random access memory (RAM), electrical carrier signals, telecommunication signals, and software distribution media, etc. It should be noted that the content included in the computer-readable medium can be appropriately added or removed according to the requirements of legislation and patent practice in the jurisdiction. For example, in some jurisdictions, according to legislation and patent practice, computer-readable media do not include electrical carrier signals and telecommunication signals.

[0182] This application also provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the steps described in the above method embodiments.

[0183] This application also provides a computer program product that, when run on a mobile terminal, enables the mobile terminal to implement the steps described in the various method embodiments above.

[0184] The above-described embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application, and should all be included within the protection scope of this application.

Claims

1. A torque control system characterized by, The system includes: a vehicle controller, a motor controller, and a disengagement mechanism controller; The vehicle controller is configured to send a state change instruction to the disengagement mechanism controller when a state change request is detected. The state change instruction is used to instruct the disengagement mechanism controller to control the disengagement mechanism to switch to a target state. The vehicle controller is also configured to send a first mode change instruction to the motor controller. The first mode change instruction is used to instruct the motor controller to control the auxiliary drive motor to switch to the target mode corresponding to the target state. The disengagement mechanism controller is used to respond to the state change command and control the disengagement mechanism to switch states based on the state change command; The vehicle controller is further configured to, when the disengagement mechanism fails to switch to the target state, acquire the current speed of the auxiliary drive motor, the current speed being the speed generated by the main drive motor driving the auxiliary drive motor through the disengagement mechanism; determine the back electromotive force corresponding to the current speed; and send a torque control command to the motor controller based on the back electromotive force. The motor controller is a controller for the auxiliary drive motor, used to control the auxiliary drive motor to switch to the target mode in response to the first mode change command, and to control the output torque of the auxiliary drive motor to a preset torque value in response to the torque control command. The states of the disengagement mechanism include a disengaged state and a engaged state; The target mode corresponding to the disengaged state is the preparation mode, in which the auxiliary drive motor is in a dormant state. The target mode corresponding to the engaged state is the torque mode, in which the auxiliary drive motor is in a working state. When the state change instruction is used to instruct the disengagement mechanism controller to switch from the engaged state to the disengaged state, the vehicle controller is also used to send a second mode change instruction to the motor controller when the disengagement mechanism fails to switch to the target state. The motor controller is further configured to switch the auxiliary drive motor to the torque mode in response to the second mode change command.

2. The system of claim 1, wherein, The disengagement mechanism controller is further configured to detect the execution result of the disengagement mechanism after controlling the disengagement mechanism to switch states based on the state change instruction; if the execution result indicates that the disengagement mechanism has failed to switch to the target state, send fault information to the vehicle controller. The vehicle controller is also used to send a torque control command to the motor controller in response to the fault information.

3. A torque control method characterized by, The method includes: When a state change request is detected, a state change instruction is sent to the disengagement mechanism controller, which is used to instruct the disengagement mechanism controller to control the disengagement mechanism to switch to the target state. A first mode change instruction is also sent to the motor controller, which is used to instruct the motor controller to control the auxiliary drive motor to switch to the target mode corresponding to the target state. When the disengagement mechanism fails to switch to the target state based on the state change instruction, the current speed of the auxiliary drive motor is obtained. The current speed is the speed generated by the main drive motor driving the auxiliary drive motor through the disengagement mechanism. The back electromotive force corresponding to the current speed is determined. Based on the back electromotive force, a torque control instruction is sent to the motor controller. The torque control instruction is used to instruct the motor controller to control the output torque of the auxiliary drive motor to a preset torque value. The states of the disengagement mechanism include a disengaged state and a engaged state; The target mode corresponding to the disengaged state is the preparation mode, in which the auxiliary drive motor is in a dormant state. The target mode corresponding to the engaged state is the torque mode, in which the auxiliary drive motor is in a working state. When the state change instruction is used to instruct the disengagement mechanism controller to switch from the engaged state to the disengaged state, if the disengagement mechanism fails to switch to the target state, a second mode change instruction is sent to the motor controller. The second mode change instruction is used to instruct the motor controller to switch the auxiliary drive motor to the torque mode.

4. The method of claim 3, wherein, Determining that the disengagement mechanism failed to switch to the target state based on the state change instruction includes: When a fault message is received from the vehicle controller, it is determined that the disengagement mechanism failed to switch to the target state based on the state change instruction. The fault message is the message sent to the vehicle controller by the disengagement mechanism controller when the disengagement mechanism controller detects that the execution result of the disengagement mechanism indicates that the disengagement mechanism failed to switch to the target state.

5. The method of claim 3, wherein, Sending torque control commands to the motor controller based on the back electromotive force includes: Based on the back electromotive force, a control current is determined, which is used to generate an electromotive force that is the same in magnitude but opposite in direction to the back electromotive force. A torque control command carrying a control current corresponding to a target torque is sent to the motor controller. The target torque is a torque that is the same in magnitude but opposite in direction to the current torque.

6. A vehicle characterized by comprising: The vehicle includes a torque control system as described in any one of claims 1-2, a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the torque control method as described in any one of claims 3 to 5.

7. A computer readable storage medium characterized in that, The computer-readable storage medium stores a computer program, characterized in that, when the computer program is executed by a processor, it implements the torque control method as described in any one of claims 3 to 5.

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