Method and device for controlling vehicle motor torque, and vehicle

Abstract

The present invention relates to the field of vehicle control, and in particular to a method, device and vehicle for controlling the motor torque of a vehicle. The present application can accurately determine the driving control scenario based on the real-time speed and reference speed of the vehicle, so that the control of the vehicle is more in line with the actual driving conditions. Calculating the motor torque by analyzing the slip situation helps to adjust the output of the motor more accurately. In addition, the real-time vehicle speed signal is directly obtained based on the motor speed of each drive motor in the vehicle, which reduces the intermediate signal transmission links and processing procedures. Compared with the complex signal transmission path in the conventional torque or speed control method, it can obtain key vehicle speed information more quickly and accurately, and the slip phenomenon in different scenarios can be judged and controlled in a timely and effective manner through the motor controller, thereby improving the situation where the suppression effect is poor. The overall solution forms a closed-loop control system that can monitor, analyze and adjust in real time, effectively improving the driving safety of the vehicle.

Description

Technical Field

[0001] The present invention relates to the field of vehicle control, and in particular to a method and device for controlling vehicle motor torque, and a vehicle. Background Art

[0002] Compared to fuel-powered vehicles, the advantages of electric motor powertrains can lead to drive wheel slip during acceleration and coasting energy recovery on low-grip roads. This can also cause the wheels to spin when navigating speed bumps and other road sections, causing the vehicle to lurch forward. In existing conventional control methods, wheel speed sensors collect speed signals and transmit them to the chassis controller for analysis. The chassis controller then transmits control signals to the power controller, which then sends requests to the motor controller. This entire process involves multiple signal transmission links, is time-consuming, and cannot effectively and effectively suppress drive wheel slip. Summary of the Invention

[0003] In view of this, an embodiment of the present invention provides a method, device and vehicle for controlling the torque of a vehicle motor to solve the problem that during the operation of an electric vehicle, conventional torque or speed control methods have poor suppression effect on the slippage of the drive wheels due to long signal transmission paths and long cycle periods.

[0004] In a first aspect, an embodiment of the present invention provides a method for controlling motor torque in a vehicle. The method is applied to a target motor controller in a vehicle, where the target motor controller is any one of multiple motor controllers in the vehicle. The method includes:

[0005] Obtaining a real-time vehicle speed signal of the vehicle during current travel, and obtaining a reference vehicle speed signal, wherein the real-time vehicle speed signal is obtained based on the motor speed of each drive motor in the vehicle;

[0006] comparing the real-time vehicle speed signal with the reference vehicle speed signal to determine a current driving control scenario of the vehicle;

[0007] Analyzing a slip condition of the vehicle in the driving control scenario by using the reference vehicle speed signal and the target motor speed of the target drive motor;

[0008] The motor torque of the target drive motor is calculated according to the slip condition in the driving control scenario, and the target drive motor is controlled to operate according to the motor torque.

[0009] Furthermore, the obtaining of a real-time vehicle speed signal of the vehicle during the current driving process includes:

[0010] Acquire a first motor speed signal generated by the target drive motor, and acquire second motor speed signals of other drive motors in the vehicle except the target drive motor;

[0011] The real-time vehicle speed signal is calculated based on the first motor speed signal and the second motor speed signal.

[0012] Furthermore, obtaining the reference vehicle speed signal includes:

[0013] A reference vehicle speed signal is received from a power controller of the vehicle, wherein the reference vehicle speed signal is a vehicle speed signal preset in the power controller, or a vehicle speed signal calculated by the power controller based on historical driving data of the vehicle.

[0014] Furthermore, the comparing the real-time vehicle speed signal with the reference vehicle speed signal to determine the current driving control scenario of the vehicle includes:

[0015] Obtaining the maximum signal value and the minimum signal value of the real-time vehicle speed signal;

[0016] Comparing the signal value of the reference vehicle speed signal with the maximum signal value to obtain a first comparison result, or comparing the signal value of the reference vehicle speed signal with the minimum signal value to obtain a second comparison result;

[0017] The driving control scenario is determined based on the first comparison result or the second comparison result.

[0018] Furthermore, determining the driving control scenario based on the first comparison result or the second comparison result includes:

[0019] If the first comparison result is that the signal value of the reference vehicle speed signal is less than the maximum signal value, then the travel control scenario is a driving scenario; or,

[0020] If the second comparison result is that the signal value of the reference vehicle speed signal is greater than the minimum signal value, the driving control scenario is a braking scenario.

[0021] Furthermore, analyzing the slip condition of the vehicle in the driving control scenario by using the reference vehicle speed signal and the target motor speed of the target drive motor includes:

[0022] If the driving control scenario is a driving scenario, determining a target wheel speed corresponding to the target motor speed based on a preset correspondence between the motor speed and the wheel speed, wherein the target wheel speed is a speed at which the wheel rotates around an axis;

[0023] determining a reference vehicle speed value according to the reference vehicle speed signal;

[0024] Obtaining a rolling radius of the wheel, and calculating a timely slip rate based on the target wheel speed, the reference vehicle speed value, and the rolling radius;

[0025] obtaining a first difference between the timely slip ratio and a target slip ratio, and calculating a first ratio between the first difference and the timely slip ratio;

[0026] If the first ratio is greater than a first preset value, it is determined that the slip condition is driving slip.

[0027] Furthermore, the calculating of the timely slip rate based on the target wheel speed, the reference vehicle speed value, and the rolling radius includes:

[0028] calculating a first product between the target wheel speed and the rolling radius, and calculating a second difference between the first product and the reference vehicle speed value;

[0029] The ratio of the second difference to the product of the target wheel speed and the rolling radius is used as the timely slip ratio.

[0030] Furthermore, analyzing the slip condition of the vehicle in the driving control scenario by using the reference vehicle speed signal and the target motor speed of the target drive motor includes:

[0031] If the driving control scenario is a braking scenario, determining a target wheel speed corresponding to the target motor speed based on a preset correspondence between the motor speed and the wheel speed, wherein the target wheel speed is a speed at which the wheel rotates around an axis;

[0032] Determining a reference vehicle speed value according to the reference vehicle speed signal, and obtaining a rolling radius of the wheel;

[0033] Calculating a timely slip rate based on the target wheel speed, the reference vehicle speed value, and the rolling radius;

[0034] obtaining a third difference between the timely slip ratio and the target slip ratio, and calculating a second ratio between the third difference and the timely slip ratio;

[0035] If the second ratio is greater than a second preset value, it is determined that the slip condition is brake slip.

[0036] Furthermore, the calculating of the timely slip rate based on the target wheel speed, the reference vehicle speed value, and the rolling radius includes:

[0037] calculating a second product between the target wheel speed and the rolling radius, and calculating a fourth difference between the reference vehicle speed value and the second product;

[0038] The timely slip ratio is determined as a ratio of the fourth difference to a product of the target wheel speed and the rolling radius.

[0039] Furthermore, the calculating of the motor torque of the target drive motor according to the slip condition in the driving control scenario includes:

[0040] Obtaining a motor speed calculation strategy and a target slip ratio corresponding to the slip condition;

[0041] Calculating a desired wheel speed using the target slip ratio and the motor speed calculation strategy, and determining the desired motor speed corresponding to the target wheel speed based on a preset correspondence between the motor speed and the wheel speed;

[0042] Based on a mapping relationship between a preset motor speed and a motor torque, the motor torque corresponding to the expected motor speed is determined.

[0043] Furthermore, the calculating of the expected wheel speed using the target slip ratio and the motor speed calculation strategy includes:

[0044] If the slip condition is drive slip, obtaining a difference between a preset value and the target slip ratio, calculating a first ratio between the reference vehicle speed and the difference, and calculating the expected wheel speed based on the first ratio and a rolling radius of the wheel;

[0045] Alternatively, if the slip condition is brake slip, the sum of a preset value and the target slip ratio is obtained, a second ratio between the reference vehicle speed and the sum is calculated, and the expected wheel speed is calculated based on the second ratio and the rolling radius of the wheel.

[0046] In a second aspect, an embodiment of the present invention provides a device for controlling motor torque of a vehicle, the device comprising:

[0047] an acquisition module, configured to acquire a real-time vehicle speed signal of the vehicle during current travel, and to acquire a reference vehicle speed signal, wherein the real-time vehicle speed signal is obtained based on the motor speed of each drive motor in the vehicle;

[0048] a comparison module, configured to compare the real-time vehicle speed signal with the reference vehicle speed signal to determine a current driving control scenario of the vehicle;

[0049] an analysis module, configured to analyze a slip condition of the vehicle in the driving control scenario by using the reference vehicle speed signal and the target motor speed of the target drive motor;

[0050] A control module is configured to calculate the motor torque of the target drive motor according to the slip condition in the driving control scenario, and control the target drive motor to operate according to the motor torque.

[0051] Furthermore, the acquisition module is used to obtain a first motor speed signal generated by the target drive motor, and to obtain a second motor speed signal of other drive motors in the vehicle except the target drive motor; and to calculate the real-time vehicle speed signal based on the first motor speed signal and the second motor speed signal.

[0052] Furthermore, the acquisition module is used to receive a reference vehicle speed signal sent by the power controller of the vehicle, wherein the reference vehicle speed signal is a vehicle speed signal preset in the power controller, or a vehicle speed signal calculated by the power controller based on the historical driving data of the vehicle.

[0053] Furthermore, the comparison module is used to obtain the maximum signal value and the minimum signal value in the real-time vehicle speed signal; compare the signal value of the reference vehicle speed signal and the maximum signal value to obtain a first comparison result, or compare the signal value of the reference vehicle speed signal and the minimum signal value to obtain a second comparison result; and determine the driving control scenario based on the first comparison result or the second comparison result.

[0054] Furthermore, the comparison module is used to, if the first comparison result is that the signal value of the reference vehicle speed signal is less than the maximum signal value, then the driving control scenario is a driving scenario; or, if the second comparison result is that the signal value of the reference vehicle speed signal is greater than the minimum signal value, then the driving control scenario is a braking scenario.

[0055] Furthermore, the analysis module includes:

[0056] a first determining submodule, configured to determine, if the driving control scenario is a driving scenario, a target wheel speed corresponding to the target motor speed based on a preset correspondence between the motor speed and the wheel speed, wherein the target wheel speed is a speed at which the wheel rotates around an axis;

[0057] a first analyzing submodule, configured to determine a reference vehicle speed value according to the reference vehicle speed signal;

[0058] a first processing submodule, configured to obtain a rolling radius of the wheel and calculate a timely slip rate based on the target wheel speed, the reference vehicle speed value, and the rolling radius;

[0059] a first calculation submodule, configured to obtain a first difference between the timely slip ratio and a target slip ratio, and calculate a first ratio between the first difference and the timely slip ratio;

[0060] The first determination submodule is configured to determine that the slip condition is drive slip if the first ratio is greater than a first preset value.

[0061] Furthermore, the first processing submodule is used to calculate a first product between the target wheel speed and the rolling radius, and calculate a second difference between the first product and the reference vehicle speed value; and use the ratio of the second difference to the product between the target wheel speed and the rolling radius as the timely slip rate.

[0062] Furthermore, the analysis module includes:

[0063] a second determining submodule, configured to determine, if the driving control scenario is a braking scenario, a target wheel speed corresponding to the target motor speed based on a preset correspondence between the motor speed and the wheel speed, wherein the target wheel speed is a speed at which the wheel rotates around an axis;

[0064] a second analyzing submodule, configured to determine a reference vehicle speed value according to the reference vehicle speed signal and obtain a rolling radius of the wheel;

[0065] a second processing submodule, configured to calculate a timely slip rate based on the target wheel speed, the reference vehicle speed value, and the rolling radius;

[0066] a second calculation submodule, configured to obtain a third difference between the timely slip ratio and the target slip ratio, and calculate a second ratio between the third difference and the timely slip ratio;

[0067] The second determination submodule is configured to determine that the slip condition is brake slip if the second ratio is greater than a second preset value.

[0068] Furthermore, the second processing submodule is used to calculate a second product between the target wheel speed and the rolling radius, and calculate a fourth difference between the reference vehicle speed value and the second product; and use the ratio of the fourth difference to the product between the target wheel speed and the rolling radius as the timely slip rate.

[0069] Furthermore, the control module is used to obtain the motor speed calculation strategy and the target slip rate corresponding to the slip condition; calculate the expected wheel speed using the target slip rate and the motor speed calculation strategy, and determine the expected motor speed corresponding to the target wheel speed based on the corresponding relationship between the preset motor speed and the wheel speed; and determine the motor torque corresponding to the expected motor speed based on the mapping relationship between the preset motor speed and the motor torque.

[0070] Furthermore, the control module is used to obtain the difference between the preset value and the target slip rate, calculate a first ratio between the reference vehicle speed and the difference, and calculate the expected wheel speed based on the first ratio and the rolling radius of the wheel if the slip condition is drive slip; or, if the slip condition is brake slip, obtain the sum of the preset value and the target slip rate, calculate a second ratio between the reference vehicle speed and the sum, and calculate the expected wheel speed based on the second ratio and the rolling radius of the wheel.

[0071] In a third aspect, an embodiment of the present invention provides a vehicle, comprising: a plurality of motor torque control systems, each of the motor torque control systems comprising: a motor controller and a drive motor, the motor controller being connected to the drive motor, the drive motor being connected to the wheels of the vehicle via a drive half-shaft, the drive motor being provided with a resolver sensor, the resolver sensor being used to detect a target motor speed of the drive motor and transmit the target motor speed to the motor controller, the motor controller being used to execute the above-mentioned vehicle motor torque control method.

[0072] In a fourth aspect, an embodiment of the present invention provides an electronic device comprising: a memory and a processor, the memory and the processor being communicatively connected to each other, computer instructions being stored in the memory, and the processor executing the method of the first aspect or any corresponding embodiment thereof by executing the computer instructions.

[0073] The method provided in the embodiment of the present application can accurately determine the driving control scenario based on the real-time speed and reference speed of the vehicle, so that the control of the vehicle is more in line with the actual driving conditions. Calculating the motor torque by analyzing the slip situation helps to more accurately adjust the output of the motor, thereby optimizing the vehicle's power performance and stability. In addition, the real-time vehicle speed signal is directly obtained based on the motor speed of each drive motor in the vehicle, which reduces the intermediate signal transmission links and processing processes. Compared with the complex signal transmission path in the conventional torque or speed control method, it can obtain key vehicle speed information more quickly and accurately, and the motor controller can timely and effectively judge and control the slip phenomenon in different scenarios, thereby improving the situation of poor suppression effect. The overall solution forms a closed-loop control system that can monitor, analyze and adjust in real time, effectively improving the driving safety of the vehicle.

[0074] The method provided in the embodiment of the present application can accurately determine the target wheel speed through the preset correspondence between the motor speed and the wheel speed, providing an accurate basis for the subsequent slip rate calculation. Secondly, the timely slip rate is calculated by comprehensively referring to multiple factors such as the vehicle speed signal and the wheel rolling radius, which can more comprehensively reflect the actual driving state of the vehicle and improve the accuracy of the judgment of the driving situation. Then, by continuously obtaining the timely slip rate and comparing it with the target slip rate, it is possible to monitor in real time whether the vehicle is experiencing drive slippage and make timely adjustments, thereby enhancing the stability and safety of the vehicle's driving. Potential drive slip problems can be discovered before the slip situation worsens, and preventive measures can be taken in advance, reducing the risk of accidents.

[0075] The method provided in the embodiment of the present application determines the target wheel speed based on a preset relationship, which can provide an accurate wheel speed basis for braking scenarios. Secondly, the timely slip rate is calculated based on multiple factors such as the reference vehicle speed and the wheel rolling radius to fully reflect the state of the vehicle during braking, making the judgment of the braking situation more accurate and reliable. Then, by continuously acquiring and comparing the timely slip rate with the target slip rate, the possibility of brake slip can be monitored in real time, and countermeasures can be taken in time to enhance the stability and safety of braking. Judgment and intervention can be made before the brake slip situation becomes serious, effectively preventing accidents caused by brake loss of control and ensuring driving safety. BRIEF DESCRIPTION OF THE DRAWINGS

[0076] In order to more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the specific embodiments or the description of the prior art. Obviously, the drawings described below are some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0077] Figure 1 is a schematic diagram of a conventional torque control system according to some embodiments of the present invention;

[0078] Figure 2 is a schematic diagram of a motor torque control system according to some embodiments of the present invention;

[0079] Figure 3 is a schematic diagram of a motor controller according to some embodiments of the present invention;

[0080] Figure 4 Schematic diagram of the structure of a vehicle with wheel-side motors according to some embodiments of the present invention;

[0081] Figure 5 is a schematic structural diagram of a centralized electric drive vehicle according to some embodiments of the present invention;

[0082] Figure 6is a flow chart of a method for controlling vehicle motor torque according to some embodiments of the present invention;

[0083] Figure 7 is a schematic diagram of a driving slip ratio curve according to some embodiments of the present invention;

[0084] Figure 8 is a flow chart of a method for controlling vehicle motor torque according to some embodiments of the present invention;

[0085] Figure 9 is a schematic diagram of a brake slip ratio curve according to some embodiments of the present invention;

[0086] Figure 10 is a structural block diagram of a vehicle motor torque control device according to an embodiment of the present invention;

[0087] Figure 11 FIG. 4 is a schematic diagram of the hardware structure of an electronic device according to an embodiment of the present invention. DETAILED DESCRIPTION

[0088] To make the purpose, technical solutions, and advantages of the embodiments of the present invention more clear, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without making creative efforts shall fall within the scope of protection of the present invention.

[0089] like Figure 1 As shown in the figure, the current torque control system includes a drive motor, a motor controller, a power controller, and a chassis controller. The chassis controller is connected to the power controller, which is connected to the motor controller. The motor controller is connected to the drive motor, which is connected to the wheels via drive axles. The motor is equipped with a resolver sensor. The wheels are equipped with wheel speed sensors, which transmit the detected wheel speed signals to the chassis controller.

[0090] The current method for torque or speed control is as follows: first, the wheel speed sensor collects wheel speed signals. The collected wheel speed signals are transmitted via the wheel speed signal line. After receiving the vehicle speed signals from the wheel speed signal line, the chassis controller analyzes and processes these signals. Using specific algorithms and calculation methods, it carefully identifies and calculates the wheel speed signals to estimate whether the wheels are slipping. Once the chassis controller determines that wheel slip may occur, it generates a corresponding control signal. This control signal is then transmitted to the power controller via the communication network. After receiving the control signal from the chassis controller, the power controller sends a torque or speed request to the motor controller via the communication network.

[0091] Therefore, the following problems may occur through the above-mentioned torque control system: when accelerating on low-adhesion roads or recovering energy by coasting, the drive wheels of the electric vehicle are more likely to slip; or when passing through bumpy sections such as speed bumps, the take-off wheels are prone to rapid slippage, causing the entire vehicle to easily experience unexpected phenomena such as impact and forward movement when landing.

[0092] In order to solve the above problems, an embodiment of the present invention provides a method, device and vehicle for controlling the motor torque of a vehicle. It should be noted that the steps shown in the flowchart of the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions, and although a logical order is shown in the flowchart, in some cases, the steps shown or described can be executed in an order different from that shown here.

[0093] An embodiment of the present invention provides a vehicle, the vehicle comprising: a plurality of motor torque control systems, such as Figure 2 As shown, each motor torque control system includes: a motor controller and a drive motor, the motor controller is connected to the drive motor, the drive motor is connected to the vehicle wheel through the drive half shaft, the drive motor is provided with a resolver sensor, the resolver sensor is used to detect the target motor speed of the drive motor and transmit the target motor speed to the motor controller, the motor controller is used to execute the above-mentioned vehicle motor torque control method.

[0094] like Figure 3 As shown, the motor controller includes a drive anti-skid control unit 61 and an anti-lock braking control unit 62. The drive anti-skid control unit 61 includes a drive resolver signal parsing module 611, a drive reference vehicle speed calculation module 612, a drive slip ratio calculation module 613, a drive speed control module 614, a drive target torque control module 615, and a first motor torque driver 616. The brake anti-lock braking control unit 62 includes a resolver signal parsing module 621, a brake reference vehicle speed calculation module 622, a brake slip ratio calculation module 623, a brake speed control module 624, a brake target torque control module 625, and a second motor torque driver 626.

[0095] Specifically, the resolver signal analysis module 611 is used to process the pulse frequency signal generated by the resolver sensor. For example, if the pulse frequency generated by the resolver 11 is 1000 Hz, the module analyzes and calculates the corresponding motor speed to be 1000 rpm.

[0096] The driving reference speed calculation module 612 is used to obtain the reference speed signal from the power controller and the motor speed signals of other drive motors in real time via the communication network. Simultaneously, it calculates the motor-converted speed signal based on the input motor speed signal according to a specific formula. The reference speed signal value is then compared with the maximum value of the motor-converted speed signal. If the reference speed signal value is less than the maximum value of the motor-converted speed signal, the driving scenario is deemed credible, and the reference speed signal value is selected as the reference speed value.

[0097] The drive slip calculation module 613 is used to calculate the current appropriate slip ratio and receive the target slip ratio from the power controller in real time via the communication network. It then compares the current slip ratio with the target slip ratio. If the difference, η, between the two is greater than a first preset value, the drive slip scenario is deemed credible.

[0098] The target speed control module 614 is driven to calculate the target speed that the motor should reach by using the target slip ratio sent by the power controller.

[0099] The motor torque parsing function is set within the drive target torque control module 615. The drive target torque control module 615 is used to receive the target motor speed, convert the motor target speed into an achievable motor target torque through this function, and then send this torque to the first motor torque driver 616.

[0100] The first motor torque driver 616 is used to convert the received motor target torque signal into a current of corresponding magnitude, thereby driving the motor to rotate.

[0101] The brake resolver signal analysis module 621 is used to process the pulse frequency signal generated by the resolver sensor. For example, if the pulse frequency generated by the resolver sensor is 1000 Hz, the module will analyze and calculate the corresponding motor speed to be 1000 rpm.

[0102] The braking reference speed calculation module 622 is used to obtain the reference speed signal from the power controller and the motor speed signals of other drive motors in real time via the communication network. Simultaneously, it calculates the motor-converted speed signal based on the input motor speed signal according to a specific formula. The reference speed signal value is then compared with the maximum value of the motor-converted speed signal. If the reference speed signal value is less than the maximum value of the motor-converted speed signal, the driving scenario is deemed credible, and the reference speed signal value is selected as the reference speed value.

[0103] Braking slip ratio calculation module 623 calculates the current optimal slip ratio and receives the target slip ratio from the power controller in real time via the communication network. It then compares the current slip ratio with the target slip ratio. If the difference, η, between the two is greater than a second preset value, the braking slip scenario is deemed credible.

[0104] The braking speed control module 624 is configured to calculate a target speed that the motor needs to achieve using the target slip ratio sent by the power controller.

[0105] The motor torque parsing function is set inside the braking target torque control module 625. The braking target torque control module 625 receives the target speed signal, and then converts the motor target speed into an actually executable motor target torque through the function, and sends it to the second motor torque driver 626.

[0106] The second motor torque driver 626 is used to convert the received motor target torque signal into a current of corresponding magnitude, thereby driving the motor to rotate.

[0107] The vehicle in the embodiment of the present application can be a vehicle with wheel-side motors or a vehicle with centralized electric drive. Figure 4 As shown in the figure, since the motors independently control the wheels, the motor 1 is connected to the drive axle through the reducer 2, and the drive axle 5 is connected to the wheel 4. The motor speed and the wheel speed always maintain a fixed proportional relationship. Therefore, the motor speed can be used to convert the wheel end speed. Figure 5 As shown, a motor drives both the left and right wheels simultaneously. The motor 1 transmits power to the differential 3 through the reducer 2. The two sides of the differential 3 are connected to the drive half shafts 5 respectively, and are connected to the wheels 4 through the drive half shafts 5. The motor speed is half of the sum of the left and right wheel speeds. When there is a speed difference between the left and right wheels, the motor speed will be inconsistent with the speed of a single wheel. The motor speed can be indirectly used to estimate the speed of the wheel end.

[0108] The motor torque control system in the embodiment of the present application mainly includes the following three working conditions:

[0109] Operating Condition 1: During vehicle acceleration, excessive drive torque causes the wheels to rapidly slip, leading to unstable driving. For Operating Condition 1, the drive torque or motor speed must be reduced, and the control cycle must be shortened as quickly as possible to prevent excessive drive wheel slip. The motor torque control system minimizes the control cycle and mitigates the risk of instability caused by excessive slip during vehicle driving.

[0110] Operating condition 2: During motor deceleration or coasting, excessive regenerative braking torque causes rapid wheel slippage, leading to vehicle instability. For operating condition 2, increasing drive torque or motor speed requires shortening the control cycle as quickly as possible to prevent excessive wheel slip. The motor torque control system minimizes the control cycle and mitigates the risk of instability caused by excessive slip during coasting.

[0111] Condition 3: When a vehicle is traveling over poor road conditions such as speed bumps, the wheel's rotational speed increases abnormally after it becomes airborne, causing it to jerk forward after landing. To ensure that the motor speed of the airborne wheel matches that of the grounded wheel, the control cycle must be shortened as much as possible to minimize excessive slip. The motor torque control system minimizes the control cycle and further reduces jerk or impact after the wheel lands.

[0112] It should be noted that the control chain of the traditional motor torque control system is too long, and the control cycle is about 100ms. At the same time, due to the large dynamic effect of the electric drive, the speed changes greatly during the control cycle, and the slip rate will also change greatly, thus exceeding the optimal slip rate λp and increasing the risk of vehicle instability. In order to shorten the control cycle, the embodiment of the present application adopts Figure 5 This control method utilizes the relationship between the wheel-side motor speed and the wheel speed. The motor controller identifies the changes in motor speed, determines the slip state of the wheel corresponding to the motor, and quickly controls the motor speed. Compared with conventional control methods, this can shorten the control cycle from 100ms to 5ms, keeping the slip rate within a reasonable range, thereby suppressing the risk of instability caused by excessive slip when the vehicle is driving, or suppressing the risk of instability caused by excessive slip when the vehicle is sliding.

[0113] In this embodiment, a method for controlling the torque of a vehicle motor is provided, which is applied to a target motor controller in a vehicle, where the target motor controller is any one of multiple motor controllers in the vehicle. Figure 6 FIG. 1 is a flow chart of a method for controlling a vehicle motor torque according to an embodiment of the present invention. Figure 6 As shown, the process includes the following steps:

[0114] Step S101 , obtaining a real-time vehicle speed signal during the current driving process of the vehicle and obtaining a reference vehicle speed signal, wherein the real-time vehicle speed signal is obtained based on the motor speed of each driving motor in the vehicle.

[0115] In an embodiment of the present application, obtaining a real-time vehicle speed signal during the current driving process includes: obtaining a first motor speed signal generated by a target drive motor, and obtaining second motor speed signals of other drive motors in the vehicle except the target drive motor; and calculating a real-time vehicle speed signal based on the first motor speed signal and the second motor speed signal.

[0116] Specifically, the drive motor is equipped with a resolver sensor. This sensor detects the pulse frequency signal generated by the motor during operation. The resolver then transmits this pulse frequency signal to the motor controller. The motor controller converts this pulse frequency signal into a motor speed signal, providing a direct indication of the motor's operating speed. The motor controller also uses the input motor speed signal to calculate the motor-converted vehicle speed signal using the following formula:

[0117] Among them, u is the signal value of the real-time vehicle speed signal, ω is the signal value of the motor speed signal, r is the tire rolling radius, and i is the electric drive reduction ratio.

[0118] Furthermore, the motor controller plays a crucial role in the operation of electric vehicles. It receives, in real time, the current possible driving control scenarios, reference speed signals, and other motor speed signals from the power controller via the communication network. Upon receiving these signals, the motor controller compares the reference speed signal with the real-time speed signal. Specifically, it compares the maximum or minimum value of the reference speed signal with the real-time speed signal. Through this comparison, the motor controller determines whether the driving control scenario is valid. Specifically, the reference speed signal can be determined in two ways. One is by pre-setting speed signals for different scenarios in the power controller. These speed signals can be determined and stored in the power controller by the vehicle manufacturer or engineers based on factors such as vehicle type and application. For example, a reference speed signal for a driving scenario or a reference speed signal for a braking scenario can be used. The other is by calculating the speed signal based on the vehicle's historical driving data using data analysis algorithms and techniques. For example, the reference speed signal can be determined based on statistical indicators from historical data for different scenarios (driving or braking) or by using a predictive model. For example, statistical indicators such as average speed, median speed, and mode speed can be calculated from historical driving data to serve as reference speed signals. Alternatively, a speed prediction model can be established to predict future speeds based on factors such as speed trends in historical data and motor performance, and this can be used as a reference speed signal.

[0119] Step S102 : comparing the real-time vehicle speed signal with the reference vehicle speed signal to determine the current driving control scenario of the vehicle.

[0120] In the embodiment of the present application, comparing the real-time vehicle speed signal with the reference vehicle speed signal to determine the current driving control scenario of the vehicle includes the following steps A1-A3:

[0121] Step A1: Obtain the maximum signal value and the minimum signal value in the real-time vehicle speed signal.

[0122] Specifically, a series of vehicle speed data is collected over a period of time, such as a few seconds or minutes. The maximum and minimum values ​​are then filtered from this data. The maximum value represents the vehicle's fastest speed during that period, while the minimum value represents the vehicle's slowest speed. Obtaining the maximum and minimum values ​​in the real-time speed signal provides critical data for subsequent comparison with a reference speed signal and for determining driving control scenarios.

[0123] For example, within 10 seconds, the collected vehicle speed signals are 30 km / h, 40 km / h, 35 km / h, 45 km / h, 38 km / h, 42 km / h, 36 km / h, 48 km / h, 40 km / h, and 39 km / h. In this data set, the maximum signal value is 48 km / h, and the minimum signal value is 30 km / h.

[0124] Step A2: Compare the signal value of the reference vehicle speed signal and the maximum signal value to obtain a first comparison result.

[0125] Specifically, the signal value of the reference vehicle speed signal is compared with the maximum signal value of the real-time vehicle speed signal. For example, the reference vehicle speed signal value is set to 40 km / h, while the maximum signal value of the real-time vehicle speed signal is 48 km / h. After the comparison, a first comparison result, such as "the reference vehicle speed is less than the maximum real-time vehicle speed," can be obtained.

[0126] Step A3: determining a driving control scenario based on the first comparison result.

[0127] Specifically, if the first comparison result indicates that the reference speed signal's value is less than the maximum signal value, the driving control scenario is a driving scenario. That is, if the first comparison result indicates that the reference speed signal's value is less than the maximum value of the real-time speed signal, the current driving scenario is determined to be valid. In the driving scenario, the vehicle control system will take a series of actions, such as increasing the motor's torque output, to increase the vehicle's speed, allowing the vehicle to travel in the direction of its maximum speed.

[0128] For example, if the reference vehicle speed signal value is set to 40 km / h, and the maximum signal value of the real-time vehicle speed signal obtained through monitoring is 48 km / h, since 40 is less than 48, the first comparison result condition is met, and the driving scenario is determined to be valid.

[0129] In step S103 , the slip condition of the vehicle in the driving control scenario is analyzed using the reference vehicle speed signal and the target motor speed of the target drive motor.

[0130] In the embodiment of the present application, the reference vehicle speed signal and the target motor speed of the target drive motor are used to analyze the slip condition of the vehicle in the driving control scenario, including the following steps B1-B5:

[0131] Step B1: If the driving control scenario is a driving scenario, a target wheel speed corresponding to a target motor speed is determined based on a preset correspondence between motor speed and wheel speed, wherein the target wheel speed is the speed at which the wheel rotates around its axis.

[0132] Specifically, the preset correspondence between the motor speed and the wheel speed includes: the relationship between the motor speed and the wheel speed of the wheel-side motor vehicle model and the relationship between the motor speed and the wheel speed of the centralized electric drive vehicle model.

[0133] Among them, the relationship between the motor speed and wheel speed of the wheel-side motor model is:

[0134] ω=ζ×ω w , where ω is the motor speed, ω w is the wheel speed, that is, the angular velocity of the wheel rotating around the axis, and ζ is the correction coefficient related to the speed ratio.

[0135] The relationship between the motor speed and wheel speed of a centralized electric drive vehicle is:

[0136] Where, ω is the motor speed, ω L is the angular velocity of the left wheel rotating around its axis, ω R is the angular velocity of the right wheel rotating around the axis, and ζ is the correction coefficient related to the speed ratio.

[0137] Therefore, the corresponding relationship between the motor speed and the wheel speed can be selected according to the corresponding vehicle model, and the target wheel speed corresponding to the target motor speed can be calculated based on the corresponding relationship.

[0138] Step B2: determining a reference vehicle speed value according to the reference vehicle speed signal.

[0139] Specifically, the reference speed signal may be in a specific encoding format, digital format, or analog form. If it is in digital format, it may be directly represented by a specific value, such as "120" representing a reference speed of 120 km / h. If it is encoded, there may be a predefined encoding rule, such as "001" representing 80 km / h, "010" representing 100 km / h, and so on. The corresponding speed value is determined by looking up this encoding rule.

[0140] Step B3: Obtain the rolling radius of the wheel and calculate the timely slip rate based on the target wheel speed, the reference vehicle speed value and the rolling radius.

[0141] Specifically, the rolling radius of the wheel is obtained, and the timely slip rate is calculated based on the target wheel speed, the reference vehicle speed value and the rolling radius, including: calculating a first product between the target wheel speed and the rolling radius, and calculating a second difference between the first product and the reference vehicle speed value; and taking the ratio of the second difference to the product between the target wheel speed and the rolling radius as the timely slip rate.

[0142] Specifically, the formula for calculating the timely slip rate in the driving scenario is as follows:

[0143] Among them, ω w is the wheel speed, i.e. the angular velocity of the wheel rotating around the axis, u x is the longitudinal component of the wheel center moving speed, r e is the rolling radius of the wheel.

[0144] Step B4: obtaining a first difference between the timely slip ratio and the target slip ratio, and calculating a first ratio between the first difference and the timely slip ratio.

[0145] Specifically, the first difference between the timely slip ratio and the target slip ratio is λ-λ 目标 , the first ratio is

[0146]

[0147] Step B5: If the first ratio is greater than the first preset value, it is determined that the slip condition is drive slip.

[0148] The method provided in the embodiment of the present application can accurately determine the target wheel speed through the preset correspondence between the motor speed and the wheel speed, providing an accurate basis for the subsequent slip rate calculation. Secondly, the timely slip rate is calculated by comprehensively referring to multiple factors such as the vehicle speed signal and the wheel rolling radius, which can more comprehensively reflect the actual driving state of the vehicle and improve the accuracy of the judgment of the driving situation. Then, by continuously obtaining the timely slip rate and comparing it with the target slip rate, it is possible to monitor in real time whether the vehicle is experiencing drive slippage and make timely adjustments, thereby enhancing the stability and safety of the vehicle's driving. Potential drive slip problems can be discovered before the slip situation worsens, and preventive measures can be taken in advance, reducing the risk of accidents.

[0149] Step S104 : calculating the motor torque of the target drive motor according to the slip condition in the driving control scenario, and controlling the target drive motor to operate according to the motor torque.

[0150] In an embodiment of the present application, the motor torque of the target drive motor is calculated according to the slip situation in the driving control scenario, including: obtaining the motor speed calculation strategy and the target slip rate corresponding to the slip situation; calculating the expected wheel speed using the target slip rate and the motor speed calculation strategy, and determining the expected motor speed corresponding to the target wheel speed based on the correspondence between the preset motor speed and the wheel speed; determining the motor torque corresponding to the expected motor speed based on the mapping relationship between the preset motor speed and the motor torque.

[0151] Specifically, the motor speed calculation strategy corresponding to the slip situation is obtained. When the slip situation is drive slip, the motor speed calculation strategy is as follows:

[0152]

[0153] Where ω2 is the desired wheel speed, that is, the angular velocity of the wheel rotating around the axis, u x is the longitudinal component of the wheel center moving speed, r e is the rolling radius of the wheel.

[0154] The target slip ratio is brought into the above motor speed calculation strategy, that is, the difference between the preset value (the preset value is 1) and the target slip ratio is calculated, a first ratio between the reference vehicle speed and the difference is calculated, and the expected wheel speed is calculated based on the first ratio and the rolling radius of the wheel; then, according to the pre-established correspondence between the preset motor speed and the wheel speed (ω=ζ×ω w or ), input the desired wheel speed into this correspondence, and calculate the desired motor speed. Obtain a pre-set motor torque analysis function, which converts the motor speed into motor torque. The motor torque analysis function receives the calculated desired motor speed and converts it into an executable motor torque through functional operations. The converted motor target torque is sent to the motor torque driver. After receiving the motor target torque signal, the motor torque driver converts it into a corresponding current, thereby driving the motor to rotate according to the desired torque.

[0155] For operating condition 1, the wheel slip ratio is monitored and calculated using the aforementioned method. If the difference from the optimal slip ratio exceeds a first preset value, slip is determined. The motor speed is immediately recalculated, and the motor torque is calculated based on the new speed. The calculated motor torque is sent to the motor torque driver, which adjusts the output current to reduce the motor speed. The wheel slip ratio is continuously monitored until it falls within the target slip ratio range. At this point, control is deactivated and control authority is returned to the powertrain controller.

[0156] For operating condition three, when the vehicle accelerates over uneven surfaces such as speed bumps, causing the wheels to become airborne, calculate and adjust the motor's target speed, torque, and current according to the above steps. This prevents forward movement or impact after the wheels land, ensuring smooth vehicle operation.

[0157] For example, assuming the optimal slip ratio is 20% and the first preset value is 5%, the currently calculated slip ratio is 28%, exceeding the optimal slip ratio by 8% and the first preset value by 5%, thus indicating slip. The target motor speed to resolve the slip is then calculated, for example, from 1000 rpm to 800 rpm. Based on this speed, the target torque is calculated, for example, from 50 Nm to 30 Nm. This torque is then sent to the motor torque driver, which reduces the motor speed until the slip ratio returns to the target slip ratio range.

[0158] In working condition three, when the vehicle accelerates over an uneven road surface such as a speed bump, causing the wheels to become airborne, the above-mentioned control method can effectively suppress the forward movement or impact after the wheels land, making the vehicle travel more stable and safe.

[0159] It should be noted that when the wheel is in driving state, if the product of the wheel speed and the rolling radius is greater than the reference speed of the vehicle, the tire will be subjected to longitudinal traction. In this case, the calculation of slip rate is

[0160] Reference formula

[0161] Generally speaking, the slip rate will be slightly lower than the optimal slip rate point λp. In this state, the driving force and lateral stability of the wheel are at a good level, and the vehicle can maintain a stable driving state. This can be referred to Figure 7 Let's understand this. For example, if the wheel's angular velocity is 60 radians per second and the vehicle's longitudinal velocity is 10 meters per second, the calculated slip ratio is lower than the optimal slip ratio point, λp. At this point, the wheel's driving force can effectively propel the vehicle forward, and the vehicle's lateral stability in cornering and other situations is good, resulting in smooth vehicle operation. However, as the wheel speed increases, causing the slip ratio to increase and exceed the optimal slip ratio, λp, the effective driving force available to the wheel decreases. This means the wheel's force in propelling the vehicle forward decreases. Simultaneously, lateral stability also rapidly decreases, making the vehicle more susceptible to loss of control when cornering or subjected to lateral forces. The vehicle's stable driving state deteriorates, and the risk of instability increases.

[0162] For example, the wheel speed and slip ratio are initially moderate, and the vehicle is stable. However, if the wheel speed suddenly increases significantly and the slip ratio exceeds λp, the wheel's driving force may drop from 1000 Newtons to 800 Newtons, significantly reducing lateral stability and making the vehicle more susceptible to dangerous situations such as skidding when cornering.

[0163] The method provided in the embodiment of the present application can accurately determine the driving control scenario based on the real-time speed and reference speed of the vehicle, so that the control of the vehicle is more in line with the actual driving conditions. Calculating the motor torque by analyzing the slip situation helps to more accurately adjust the output of the motor, thereby optimizing the vehicle's power performance and stability. In addition, the real-time vehicle speed signal is directly obtained based on the motor speed of each drive motor in the vehicle, which reduces the intermediate signal transmission links and processing processes. Compared with the complex signal transmission path in the conventional torque or speed control method, it can obtain key vehicle speed information more quickly and accurately, and the motor controller can timely and effectively judge and control the slip phenomenon in different scenarios, thereby improving the situation of poor suppression effect. The overall solution forms a closed-loop control system that can monitor, analyze and adjust in real time, effectively improving the driving safety of the vehicle.

[0164] Figure 8 FIG. 1 is a flow chart of a method for controlling a vehicle motor torque according to an embodiment of the present invention. Figure 8 As shown, the process includes the following steps:

[0165] In step S201, a real-time vehicle speed signal is obtained during the current driving process, and a reference vehicle speed signal is obtained. The real-time vehicle speed signal is obtained based on the motor speeds of the various drive motors in the vehicle. For details, refer to step S101 in the above embodiment and will not be repeated here.

[0166] Step S202 : comparing the real-time vehicle speed signal with the reference vehicle speed signal to determine the current driving control scenario of the vehicle.

[0167] In an embodiment of the present application, determining a driving control scenario based on the first comparison result or the second comparison result includes: obtaining a maximum signal value and a minimum signal value in the real-time vehicle speed signal; comparing the signal value of the reference vehicle speed signal with the minimum signal value to obtain a second comparison result; and determining the driving control scenario based on the first comparison result or the second comparison result. If the second comparison result indicates that the signal value of the reference vehicle speed signal is greater than the minimum signal value, then the braking scenario is enabled.

[0168] Specifically, a series of vehicle speed data is collected over a period of time, such as a few seconds or minutes. The maximum and minimum values ​​are then filtered out from this data. The maximum value represents the fastest speed reached by the vehicle during this period, while the minimum value represents the slowest speed reached by the vehicle during this period.

[0169] The signal value of the reference speed signal is compared with the minimum signal value in the real-time speed signal to obtain a second comparison result. For example, the reference speed signal value is set to 70 kilometers per hour, and the minimum signal value in the real-time speed signal is 50 kilometers per hour. When the second comparison result shows that the signal value of the reference speed signal is greater than the minimum signal value, it is determined that the current braking scenario is valid. In the braking scenario, the vehicle control system may take measures such as reducing the motor torque and applying brakes to reduce the speed and prevent the speed from falling below a reasonable lower limit. For example, if the reference speed is 70 kilometers per hour and the minimum monitored speed is 50 kilometers per hour, because 70 is greater than 50, the condition that the reference speed is greater than the minimum signal value is met, so the braking scenario is determined to be valid.

[0170] In step S203 , the slip condition of the vehicle in the driving control scenario is analyzed using the reference vehicle speed signal and the target motor speed of the target drive motor.

[0171] In the embodiment of the present application, the reference vehicle speed signal and the target motor speed of the target drive motor are used to analyze the slip condition of the vehicle in the driving control scenario, including the following steps C1-C5:

[0172] Step C1: If the driving control scenario is a braking scenario, a target wheel speed corresponding to the target motor speed is determined based on a preset correspondence between the motor speed and the wheel speed, wherein the target wheel speed is the speed at which the wheel rotates around the axis.

[0173] Specifically, the preset correspondence between the motor speed and the wheel speed includes: the relationship between the motor speed and the wheel speed of the wheel-side motor vehicle model and the relationship between the motor speed and the wheel speed of the centralized electric drive vehicle model.

[0174] Among them, the relationship between the motor speed and wheel speed of the wheel-side motor model is:

[0175] ω=ζ×ω w , where ω is the motor speed, ω w is the wheel speed, that is, the angular velocity of the wheel rotating around the axis, and ζ is the correction coefficient related to the speed ratio.

[0176] The relationship between the motor speed and wheel speed of a centralized electric drive vehicle is:

[0177] Where, ω is the motor speed, ω L is the angular velocity of the left wheel rotating around its axis, ω R is the angular velocity of the right wheel rotating around the axis, and ζ is the correction coefficient related to the speed ratio.

[0178] Therefore, the corresponding relationship between the motor speed and the wheel speed can be selected according to the corresponding vehicle model, and the target wheel speed corresponding to the target motor speed can be calculated based on the corresponding relationship.

[0179] Step C2: determining a reference vehicle speed value according to the reference vehicle speed signal and obtaining a rolling radius of the wheel.

[0180] Specifically, the reference speed signal may be in a specific encoding format, digital format, or analog form. If it is in digital format, it may be directly represented by a specific value, such as "120" representing a reference speed of 120 km / h. If it is encoded, there may be a predefined encoding rule, such as "001" representing 80 km / h, "010" representing 100 km / h, and so on. The corresponding speed value is determined by looking up this encoding rule.

[0181] Step C3: Calculate the timely slip rate based on the target wheel speed, the reference vehicle speed value, and the rolling radius.

[0182] In an embodiment of the present application, the timely slip rate is calculated based on the target wheel speed, the reference vehicle speed value and the rolling radius, including: calculating a second product between the target wheel speed and the rolling radius, and calculating a fourth difference between the reference vehicle speed value and the second product; and taking the ratio of the fourth difference to the product between the target wheel speed and the rolling radius as the timely slip rate.

[0183] Specifically, the formula for calculating the timely slip rate in the braking scenario is as follows:

[0184] Among them, ω w is the wheel speed, i.e. the angular velocity of the wheel rotating around the axis, u x is the longitudinal component of the wheel center moving speed, r e is the tire rolling radius.

[0185] Step C4: obtaining a third difference between the timely slip ratio and the target slip ratio, and calculating a second ratio between the third difference and the timely slip ratio.

[0186] Specifically, the third difference between the timely slip ratio and the target slip ratio is λ-λ 目标 , the second ratio is

[0187]

[0188] Step C5: If the second ratio is greater than the second preset value, it is determined that the slip condition is braking slip.

[0189] The method provided in the embodiment of the present application determines the target wheel speed based on a preset relationship, which can provide an accurate wheel speed basis for braking scenarios. Secondly, the timely slip rate is calculated based on multiple factors such as the reference vehicle speed and the wheel rolling radius to fully reflect the state of the vehicle during braking, making the judgment of the braking situation more accurate and reliable. Then, by continuously acquiring and comparing the timely slip rate with the target slip rate, the possibility of brake slip can be monitored in real time, and countermeasures can be taken in time to enhance the stability and safety of braking. Judgment and intervention can be made before the brake slip situation becomes serious, effectively preventing accidents caused by brake loss of control and ensuring driving safety.

[0190] Step S204 : calculating the motor torque of the target drive motor according to the slip condition in the driving control scenario, and controlling the target drive motor to operate according to the motor torque.

[0191] In an embodiment of the present application, the motor torque of the target drive motor is calculated according to the slip situation in the driving control scenario, including: obtaining the motor speed calculation strategy and the target slip rate corresponding to the slip situation; calculating the expected wheel speed using the target slip rate and the motor speed calculation strategy, and determining the expected motor speed corresponding to the target wheel speed based on the correspondence between the preset motor speed and the wheel speed; determining the motor torque corresponding to the expected motor speed based on the mapping relationship between the preset motor speed and the motor torque.

[0192] Specifically, the motor speed calculation strategy corresponding to the slip situation is obtained. When the slip situation is braking slip, the motor speed calculation strategy is as follows:

[0193]

[0194] Where ω2 is the desired wheel speed, that is, the angular velocity of the wheel rotating around the axis, u x is the longitudinal component of the wheel center moving speed, r e is the rolling radius of the wheel.

[0195] The target slip ratio is brought into the above motor speed calculation strategy, the sum of the preset value (the preset value is 1) and the target slip ratio is calculated, the second ratio between the reference vehicle speed and the sum is calculated, and the expected wheel speed is calculated based on the second ratio and the rolling radius of the wheel, and then the preset motor speed and wheel speed are calculated according to the pre-established correspondence relationship (ω = ζ × ω w or ), input the desired wheel speed into this correspondence, and calculate the desired motor speed. Obtain a pre-set motor torque analysis function, which converts the motor speed into motor torque. The motor torque analysis function receives the calculated desired motor speed and converts it into an executable motor torque through functional operations. The converted motor target torque is sent to the motor torque driver. After receiving the motor target torque signal, the motor torque driver converts it into a corresponding current, thereby driving the motor to rotate according to the desired torque.

[0196] For operating condition 2: If the calculated wheel slip ratio exceeds the optimal slip ratio by a value greater than the set value, a slipping state is determined. In this case, the motor's target speed is calculated, and the target torque is calculated based on the target speed. This target torque is then sent to the motor torque driver. After receiving the target torque, the motor torque driver increases the motor speed by controlling the motor torque. This process continues until the slip ratio of the slipping wheel reaches the target slip ratio. Once the target slip ratio is reached, this control function is terminated, and control authority is returned to the power controller.

[0197] For example, assuming the optimal slip ratio is 15%, the calculated wheel slip ratio is 22%, and the set value S is 5%. Because (22% - 15%) is greater than 5%, slip is determined. The motor speed is calculated to be 800 rpm, and the corresponding motor torque is calculated to be 120 Nm. This is sent to the motor torque driver, which controls the motor torque to increase the motor speed until the wheel slip ratio returns to within the target slip ratio range.

[0198] For operating condition three, when the vehicle is decelerating or coasting and a wheel becomes airborne when passing over an uneven surface such as a speed bump, the aforementioned control method can effectively suppress forward movement or impact after the wheel lands. For example, when a vehicle decelerates over a speed bump and a wheel becomes airborne, this control method ensures a smooth transition when the wheel lands, avoiding any sudden forward movement or impact, thus ensuring vehicle stability and a comfortable ride.

[0199] It should be noted that when the wheel is in the state of sliding or energy recovery, if the product of the wheel speed and the rolling radius is less than the reference speed of the vehicle, the tire will be subjected to longitudinal braking force.

[0200] The slip rate is calculated based on the formula Generally speaking, the slip rate will be lower than the optimal slip rate point λp. Under this condition, the wheel braking force and lateral stability are at a relatively good level, and the vehicle can maintain a stable driving state. Figure 9 Come to understand.

[0201] For example, assuming the wheel's angular velocity is 40 rad / s and the vehicle's longitudinal velocity is 50 m / s, the calculated slip ratio is lower than the optimal slip ratio point λp. In this case, the wheel's braking force effectively decelerates the vehicle, and the vehicle maintains good lateral stability during cornering and other situations, allowing the vehicle to travel smoothly.

[0202] However, when the wheel speed decreases, causing the slip ratio to increase and exceed λp, the effective braking force available to the wheel decreases. This means that the wheel's effectiveness in decelerating the vehicle becomes weaker. Simultaneously, lateral stability rapidly deteriorates, deteriorating the vehicle's stability and significantly increasing the risk of instability.

[0203] For example, initially, the wheel speed is normal and the slip ratio is appropriate, allowing the vehicle to coast stably or perform energy recovery. However, if the wheel speed then decreases significantly and the slip ratio exceeds λp, the braking force may drop from 800 N to 600 N, significantly reducing lateral stability and making the vehicle more likely to lose control and experience dangerous situations in corners or unexpected situations.

[0204] The method provided in the embodiment of the present application can accurately determine the driving control scenario based on the real-time speed and reference speed of the vehicle, so that the control of the vehicle is more in line with the actual driving conditions. Calculating the motor torque by analyzing the slip situation helps to more accurately adjust the output of the motor, thereby optimizing the vehicle's power performance and stability. In addition, the real-time vehicle speed signal is directly obtained based on the motor speed of each drive motor in the vehicle, which reduces the intermediate signal transmission links and processing processes. Compared with the complex signal transmission path in the conventional torque or speed control method, it can obtain key vehicle speed information more quickly and accurately, and the motor controller can timely and effectively judge and control the slip phenomenon in different scenarios, thereby improving the situation of poor suppression effect. The overall solution forms a closed-loop control system that can monitor, analyze and adjust in real time, effectively improving the driving safety of the vehicle.

[0205] This embodiment also provides a vehicle motor torque control device for implementing the aforementioned embodiments and preferred implementations. Details already described will not be repeated. As used below, the term "module" may refer to a combination of software and / or hardware that implements a predetermined function. While the devices described in the following embodiments are preferably implemented in software, implementation using hardware, or a combination of software and hardware, is also possible and contemplated.

[0206] This embodiment provides a vehicle motor torque control device, such as Figure 10 Shown, including:

[0207] An acquisition module 1001 is configured to acquire a real-time vehicle speed signal during the current driving process of the vehicle and a reference vehicle speed signal, wherein the real-time vehicle speed signal is obtained based on the motor speed of each drive motor in the vehicle;

[0208] Comparison module 1002, used to compare the real-time vehicle speed signal with the reference vehicle speed signal to determine the current driving control scenario of the vehicle;

[0209] An analysis module 1003 is configured to analyze a slip condition of the vehicle in a driving control scenario using a reference vehicle speed signal and a target motor speed of a target drive motor;

[0210] The control module 1004 is configured to calculate the motor torque of the target drive motor according to the slip condition in the driving control scenario, and control the target drive motor to operate according to the motor torque.

[0211] In an embodiment of the present application, the acquisition module 1001 is used to obtain a first motor speed signal generated by a target drive motor, and obtain second motor speed signals of other drive motors in the vehicle except the target drive motor; and calculate a real-time vehicle speed signal based on the first motor speed signal and the second motor speed signal.

[0212] In an embodiment of the present application, the acquisition module 1001 is used to receive a reference vehicle speed signal sent by the vehicle's power controller, wherein the reference vehicle speed signal is a vehicle speed signal preset in the power controller, or a vehicle speed signal calculated by the power controller based on the vehicle's historical driving data.

[0213] In an embodiment of the present application, the comparison module 1002 is used to obtain the maximum signal value and the minimum signal value in the real-time vehicle speed signal; compare the signal value of the reference vehicle speed signal and the maximum signal value to obtain a first comparison result, or compare the signal value of the reference vehicle speed signal and the minimum signal value to obtain a second comparison result; and determine the driving control scenario based on the first comparison result or the second comparison result.

[0214] In an embodiment of the present application, the comparison module 1002 is used to, if the first comparison result is that the signal value of the reference vehicle speed signal is less than the maximum signal value, then the driving control scenario is a driving scenario; or, if the second comparison result is that the signal value of the reference vehicle speed signal is greater than the minimum signal value, then the driving control scenario is a braking scenario.

[0215] In this embodiment of the present application, the analysis module 1003 includes:

[0216] a first determining submodule, configured to determine, if the driving control scenario is a driving scenario, a target wheel speed corresponding to the target motor speed based on a preset correspondence between the motor speed and the wheel speed, wherein the target wheel speed is a speed at which the wheel rotates around an axis;

[0217] A first analyzing submodule, configured to determine a reference vehicle speed value according to a reference vehicle speed signal;

[0218] The first processing submodule is used to obtain the rolling radius of the wheel and calculate the timely slip rate based on the target wheel speed, the reference vehicle speed value and the rolling radius;

[0219] a first calculation submodule, configured to obtain a first difference between the timely slip ratio and the target slip ratio, and calculate a first ratio between the first difference and the timely slip ratio;

[0220] The first determination submodule is configured to determine that the slip condition is drive slip if the first ratio is greater than a first preset value.

[0221] In an embodiment of the present application, the first processing submodule is used to calculate a first product between the target wheel speed and the rolling radius, and calculate a second difference between the first product and the reference vehicle speed value; and use the ratio of the second difference to the product between the target wheel speed and the rolling radius as the timely slip rate.

[0222] In this embodiment of the present application, the analysis module 1003 includes:

[0223] a second determining submodule, configured to determine, if the driving control scenario is a braking scenario, a target wheel speed corresponding to the target motor speed based on a preset correspondence between the motor speed and the wheel speed, wherein the target wheel speed is a speed at which the wheel rotates around its axis;

[0224] The second parsing submodule is used to determine a reference vehicle speed value according to the reference vehicle speed signal and obtain a rolling radius of the wheel;

[0225] The second processing submodule is configured to calculate the timely slip rate based on the target wheel speed, the reference vehicle speed value, and the rolling radius;

[0226] a second calculation submodule, configured to obtain a third difference between the timely slip ratio and the target slip ratio, and calculate a second ratio between the third difference and the timely slip ratio;

[0227] The second determination submodule is configured to determine that the slip condition is brake slip if the second ratio is greater than a second preset value.

[0228] In an embodiment of the present application, the second processing submodule is used to calculate the second product between the target wheel speed and the rolling radius, and calculate the fourth difference between the reference vehicle speed value and the second product; and use the ratio of the fourth difference to the product between the target wheel speed and the rolling radius as the timely slip rate.

[0229] In an embodiment of the present application, the control module 1004 is used to obtain a motor speed calculation strategy and a target slip rate corresponding to the slip condition; calculate the desired wheel speed using the target slip rate and the motor speed calculation strategy, and determine the desired motor speed corresponding to the target wheel speed based on a correspondence between a preset motor speed and the wheel speed; and determine the motor torque corresponding to the desired motor speed based on a mapping relationship between a preset motor speed and the motor torque.

[0230] In an embodiment of the present application, the control module 1004 is used to obtain the difference between the preset value and the target slip rate if the slip condition is drive slip, calculate a first ratio between the reference vehicle speed and the difference, and calculate the expected wheel speed based on the first ratio and the rolling radius of the wheel; or, if the slip condition is brake slip, obtain the sum of the preset value and the target slip rate, calculate a second ratio between the reference vehicle speed and the sum, and calculate the expected wheel speed based on the second ratio and the rolling radius of the wheel.

[0231] See also Figure 11 , Figure 11 is a structural diagram of an electronic device provided by an optional embodiment of the present invention, such as Figure 11 As shown, the electronic device includes: one or more processors 10, a memory 20, and interfaces for connecting various components, including high-speed interfaces and low-speed interfaces. The various components utilize different buses to communicate with each other and can be installed on a common mainboard or installed in other ways as needed. The processor can process instructions executed in the electronic device, including instructions stored in or on the memory to display graphical information of a GUI on an external input / output device (such as a display device coupled to the interface). In some optional embodiments, if necessary, multiple processors and / or multiple buses can be used together with multiple memories and multiple memories. Similarly, multiple electronic devices can be connected, and each device provides some necessary operations (for example, as a server array, a group of blade servers, or a multi-processor system).

[0232] The processor 10 may be a central processing unit, a network processor, or a combination thereof. The processor 10 may further include a hardware chip. The hardware chip may be an application-specific integrated circuit, a programmable logic device, or a combination thereof. The programmable logic device may be a complex programmable logic device, a field programmable gate array, a general purpose array logic, or any combination thereof.

[0233] The memory 20 stores instructions that can be executed by at least one processor 10, so that the at least one processor 10 executes the method shown in the above embodiment.

[0234] The memory 20 may include a program storage area and a data storage area, wherein the program storage area may store an operating system, an application required for at least one function; the data storage area may store data created based on the use of an electronic device presented by a small program landing page, etc. In addition, the memory 20 may include a high-speed random access memory, and may also include a non-transient memory, such as at least one disk storage device, a flash memory device, or other non-transient solid-state storage device. In some optional embodiments, the memory 20 may optionally include a memory remotely located relative to the processor 10, and these remote memories may be connected to the electronic device via a network. Examples of the above-mentioned network include, but are not limited to, the Internet, an intranet, a local area network, a mobile communication network, and a combination thereof.

[0235] The memory 20 may include a volatile memory, such as a random access memory; the memory may also include a non-volatile memory, such as a flash memory, a hard disk or a solid-state drive; the memory 20 may also include a combination of the above types of memory.

[0236] The electronic device further includes a communication interface 30 for the electronic device to communicate with other devices or a communication network.

[0237] The embodiment of the present invention also provides a computer-readable storage medium. The above-mentioned method according to the embodiment of the present invention can be implemented in hardware, firmware, or implemented as a computer code that can be recorded in a storage medium, or implemented as a computer code that is originally stored in a remote storage medium or a non-temporary machine-readable storage medium and downloaded through a network and will be stored in a local storage medium, so that the method described herein can be stored in such software processing on a storage medium using a general-purpose computer, a dedicated processor, or programmable or dedicated hardware. Among them, the storage medium can be a magnetic disk, an optical disk, a read-only storage memory, a random access memory, a flash memory, a hard disk or a solid-state drive, etc.; further, the storage medium can also include a combination of the above-mentioned types of memory. It can be understood that a computer, a processor, a microprocessor controller or programmable hardware includes a storage component that can store or receive software or computer code. When the software or computer code is accessed and executed by a computer, a processor or hardware, the method shown in the above embodiment is implemented.

[0238] Although the embodiments of the present invention have been described with reference to the accompanying drawings, those skilled in the art may make various modifications and variations without departing from the spirit and scope of the present invention. Such modifications and variations are all within the scope defined by the appended claims.

Claims

1. A method for controlling the torque of a vehicle motor, characterized in that: The method is applied to a target motor controller in a vehicle, where the target motor controller is any one of multiple motor controllers in the vehicle, and the method includes: Obtaining a real-time vehicle speed signal of the vehicle during current travel, and obtaining a reference vehicle speed signal, wherein the real-time vehicle speed signal is obtained based on the motor speed of each drive motor in the vehicle; Comparing the real-time vehicle speed signal with the reference vehicle speed signal to determine a current driving control scenario of the vehicle; Analyzing a slip condition of the vehicle in the driving control scenario by using the reference vehicle speed signal and a target motor speed of a target drive motor; calculating the motor torque of the target drive motor according to the slip condition in the driving control scenario, and controlling the target drive motor to operate according to the motor torque; The comparing the real-time vehicle speed signal with the reference vehicle speed signal to determine the current driving control scenario of the vehicle includes: obtaining a maximum signal value and a minimum signal value in the real-time vehicle speed signal; comparing the signal value of the reference vehicle speed signal with the maximum signal value to obtain a first comparison result, or comparing the signal value of the reference vehicle speed signal with the minimum signal value to obtain a second comparison result; and determining the driving control scenario based on the first comparison result or the second comparison result; The determining of the driving control scenario based on the first comparison result or the second comparison result includes: if the first comparison result is that the signal value of the reference vehicle speed signal is less than the maximum signal value, then the driving control scenario is a driving scenario; or if the second comparison result is that the signal value of the reference vehicle speed signal is greater than the minimum signal value, then the driving control scenario is a braking scenario.

2. The method according to claim 1, characterized in that The acquiring of the real-time vehicle speed signal of the vehicle during the current driving process includes: Acquire a first motor speed signal generated by the target drive motor, and acquire second motor speed signals of other drive motors in the vehicle except the target drive motor; The real-time vehicle speed signal is calculated based on the first motor speed signal and the second motor speed signal.

3. The method according to claim 1, characterized in that The obtaining of the reference vehicle speed signal includes: A reference vehicle speed signal is received from a power controller of the vehicle, wherein the reference vehicle speed signal is a vehicle speed signal preset in the power controller, or a vehicle speed signal calculated by the power controller based on historical driving data of the vehicle.

4. The method according to claim 3, characterized in that The analyzing the slip condition of the vehicle in the driving control scenario by using the reference vehicle speed signal and the target motor speed of the target drive motor includes: If the driving control scenario is a driving scenario, determining a target wheel speed corresponding to the target motor speed based on a preset correspondence between the motor speed and the wheel speed, wherein the target wheel speed is a speed at which the wheel rotates around an axis; determining a reference vehicle speed value according to the reference vehicle speed signal; Obtaining a rolling radius of the wheel, and calculating a timely slip rate based on the target wheel speed, the reference vehicle speed value, and the rolling radius; obtaining a first difference between the timely slip ratio and a target slip ratio, and calculating a first ratio between the first difference and the timely slip ratio; If the first ratio is greater than a first preset value, it is determined that the slip condition is driving slip.

5. The method according to claim 4, characterized in that The calculating of the timely slip rate based on the target wheel speed, the reference vehicle speed value, and the rolling radius includes: calculating a first product between the target wheel speed and the rolling radius, and calculating a second difference between the first product and the reference vehicle speed value; The ratio of the second difference to the product of the target wheel speed and the rolling radius is used as the timely slip ratio.

6. The method according to claim 3, characterized in that The analyzing the slip condition of the vehicle in the driving control scenario by using the reference vehicle speed signal and the target motor speed of the target drive motor includes: If the driving control scenario is a braking scenario, determining a target wheel speed corresponding to the target motor speed based on a preset correspondence between the motor speed and the wheel speed, wherein the target wheel speed is a speed at which the wheel rotates around an axis; Determining a reference vehicle speed value according to the reference vehicle speed signal, and obtaining a rolling radius of the wheel; Calculating a timely slip rate based on the target wheel speed, the reference vehicle speed value, and the rolling radius; obtaining a third difference between the timely slip ratio and the target slip ratio, and calculating a second ratio between the third difference and the timely slip ratio; If the second ratio is greater than a second preset value, it is determined that the slip condition is brake slip.

7. The method according to claim 6, characterized in that The calculating of the timely slip rate based on the target wheel speed, the reference vehicle speed value, and the rolling radius includes: calculating a second product between the target wheel speed and the rolling radius, and calculating a fourth difference between the reference vehicle speed value and the second product; The timely slip ratio is determined as a ratio of the fourth difference to a product of the target wheel speed and the rolling radius.

8. The method according to claim 4, characterized in that The calculating the motor torque of the target drive motor according to the slip condition in the driving control scenario includes: Obtaining a motor speed calculation strategy and a target slip ratio corresponding to the slip condition; Calculating a desired wheel speed using the target slip ratio and the motor speed calculation strategy, and determining the desired motor speed corresponding to the target wheel speed based on a preset correspondence between the motor speed and the wheel speed; Based on a mapping relationship between a preset motor speed and a motor torque, the motor torque corresponding to the expected motor speed is determined.

9. The method according to claim 8, characterized in that The calculating the expected wheel speed using the target slip ratio and the motor speed calculation strategy includes: If the slip condition is drive slip, obtaining a difference between a preset value and the target slip ratio, calculating a first ratio between the reference vehicle speed and the difference, and calculating the expected wheel speed based on the first ratio and a rolling radius of the wheel; Alternatively, if the slip condition is brake slip, the sum of a preset value and the target slip ratio is obtained, a second ratio between the reference vehicle speed and the sum is calculated, and the expected wheel speed is calculated based on the second ratio and the rolling radius of the wheel.

10. A vehicle motor torque control device, characterized in that: The device comprises: an acquisition module, configured to acquire a real-time vehicle speed signal of the vehicle during current travel, and to acquire a reference vehicle speed signal, wherein the real-time vehicle speed signal is obtained based on the motor speed of each drive motor in the vehicle; a comparison module, configured to compare the real-time vehicle speed signal with the reference vehicle speed signal to determine a current driving control scenario of the vehicle; an analysis module, configured to analyze a slip condition of the vehicle in the driving control scenario by using the reference vehicle speed signal and a target motor speed of a target drive motor; a control module, configured to calculate the motor torque of the target drive motor according to the slip condition in the driving control scenario, and control the target drive motor to operate according to the motor torque; The comparison module is configured to obtain a maximum signal value and a minimum signal value in the real-time vehicle speed signal; compare the signal value of the reference vehicle speed signal with the maximum signal value to obtain a first comparison result, or compare the signal value of the reference vehicle speed signal with the minimum signal value to obtain a second comparison result; and determine the driving control scenario based on the first comparison result or the second comparison result; The comparison module is configured to: if the first comparison result is that the signal value of the reference vehicle speed signal is less than the maximum signal value, then the driving control scenario is a driving scenario; or if the second comparison result is that the signal value of the reference vehicle speed signal is greater than the minimum signal value, then the driving control scenario is a braking scenario.

11. The device according to claim 10, characterized in that The acquisition module is used to acquire a first motor speed signal generated by the target drive motor and acquire second motor speed signals of other drive motors in the vehicle except the target drive motor; and calculate the real-time vehicle speed signal based on the first motor speed signal and the second motor speed signal.

12. The device according to claim 10, characterized in that The acquisition module is used to receive a reference vehicle speed signal sent by the power controller of the vehicle, wherein the reference vehicle speed signal is a vehicle speed signal preset in the power controller, or a vehicle speed signal calculated by the power controller based on historical driving data of the vehicle.

13. The device according to claim 12, characterized in that The analysis module includes: a first determining submodule, configured to determine, if the driving control scenario is a driving scenario, a target wheel speed corresponding to the target motor speed based on a preset correspondence between the motor speed and the wheel speed, wherein the target wheel speed is a speed at which the wheel rotates around an axis; a first analyzing submodule, configured to determine a reference vehicle speed value according to the reference vehicle speed signal; a first processing submodule, configured to obtain a rolling radius of the wheel and calculate a timely slip rate based on the target wheel speed, the reference vehicle speed value, and the rolling radius; a first calculation submodule, configured to obtain a first difference between the timely slip ratio and a target slip ratio, and calculate a first ratio between the first difference and the timely slip ratio; The first determination submodule is configured to determine that the slip condition is drive slip if the first ratio is greater than a first preset value.

14. The device according to claim 13, characterized in that The first processing submodule is configured to calculate a first product between the target wheel speed and the rolling radius, and calculate a second difference between the first product and the reference vehicle speed value; The ratio of the second difference to the product of the target wheel speed and the rolling radius is used as the timely slip ratio.

15. The device according to claim 12, characterized in that The analysis module includes: a second determining submodule, configured to determine, if the driving control scenario is a braking scenario, a target wheel speed corresponding to the target motor speed based on a preset correspondence between the motor speed and the wheel speed, wherein the target wheel speed is a speed at which the wheel rotates around an axis; a second analyzing submodule, configured to determine a reference vehicle speed value according to the reference vehicle speed signal and obtain a rolling radius of the wheel; a second processing submodule, configured to calculate a timely slip rate based on the target wheel speed, the reference vehicle speed value, and the rolling radius; a second calculation submodule, configured to obtain a third difference between the timely slip ratio and the target slip ratio, and calculate a second ratio between the third difference and the timely slip ratio; The second determination submodule is configured to determine that the slip condition is brake slip if the second ratio is greater than a second preset value.

16. The device according to claim 15, characterized in that The second processing submodule is configured to calculate a second product between the target wheel speed and the rolling radius, and calculate a fourth difference between the reference vehicle speed value and the second product; and use a ratio between the fourth difference and the product between the target wheel speed and the rolling radius as the timely slip rate.

17. The device according to claim 13, characterized in that The control module is configured to obtain a motor speed calculation strategy and a target slip ratio corresponding to the slip condition; calculate a desired wheel speed using the target slip ratio and the motor speed calculation strategy; and determine the desired motor speed corresponding to the target wheel speed based on a preset correspondence between the motor speed and the wheel speed; Based on a mapping relationship between a preset motor speed and a motor torque, the motor torque corresponding to the expected motor speed is determined.

18. The device according to claim 17, characterized in that The control module is configured to, if the slip condition is drive slip, obtain a difference between a preset value and the target slip rate, calculate a first ratio between the reference vehicle speed and the difference, and calculate the desired wheel speed based on the first ratio and the rolling radius of the wheel; or, if the slip condition is brake slip, obtain a sum of a preset value and the target slip rate, calculate a second ratio between the reference vehicle speed and the sum, and calculate the desired wheel speed based on the second ratio and the rolling radius of the wheel.

19. A vehicle, characterized in that: The vehicle includes: multiple motor torque control systems, each of the motor torque control systems includes: a motor controller and a drive motor, the motor controller is connected to the drive motor, the drive motor is connected to the vehicle's wheels through a drive half-shaft, and a resolver sensor is provided on the drive motor. The resolver sensor is used to detect the target motor speed of the drive motor and transmit the target motor speed to the motor controller. The motor controller is used to execute the vehicle motor torque control method described in any one of claims 1 to 8 above.

20. An electronic device, characterized in that: include: A memory and a processor, wherein the memory and the processor are communicatively connected to each other, the memory stores computer instructions, and the processor executes the method according to any one of claims 1 to 8 by executing the computer instructions.

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