A power domain controller and a method for motor torque control

Abstract

This invention discloses a power domain controller and a method for motor torque control. The power domain controller includes: a BMS (Battery Management System) module for generating power battery information based on vehicle information; a charge / discharge module, composed of an OBC (On-Board Charge) module and a DC-DC (Digital-to-Discharge) module, outputting battery charge / discharge information; a VCU (Vehicle Control Unit) module for generating required torque information based on vehicle information and power battery-related information; and an MCU (Microcontroller Unit) module for generating torque control signals based on vehicle information and required torque information. This invention reduces complexity by integrating the control of various functional modules within the power domain, effectively avoiding the problems of low fault tolerance and low accuracy of the CAN bus during transmission due to increased CAN bus load and electromagnetic interference. This significantly improves the accuracy of torque calculation or torque control signals during transmission, thereby enhancing overall vehicle safety.

Description

Technical Field

[0001] This invention relates to the field of new energy vehicle technology, and specifically to a torque control system and control method for new energy vehicles. Background Technology

[0002] Currently, most domestic commercial vehicles adopt a traditional distributed electrical and electronic architecture (EEA), in which each functional module requires an independent controller to handle tasks such as signal acquisition, logic processing, and command output. These controllers are interconnected via bus signals, and the number of controllers in modern vehicles has rapidly increased to dozens or even hundreds, pushing system complexity to its limits. With the development of software-defined vehicles and the intelligent and connected nature of vehicles, ECU-based distributed EEA also faces numerous problems and challenges.

[0003] In current electric vehicles, motor torque control typically requires modules such as the Battery Management System (BMS), Vehicle Control Unit (VCU), and Microcontroller Unit (MCU) to perform torque calculations and data acquisition. These modules exchange information via a CAN bus network: the BMS and MCU transmit torque-related information to the VCU, which then comprehensively judges and calculates the torque before transmitting the torque signal to the motor controller, ultimately resulting in the motor's actual torque output. However, with the increase in vehicle functionality, the CAN bus load also increases, and the electromagnetic interference in the electric vehicle environment may lead to a decrease in signal transmission accuracy.

[0004] Errors in the calculation of vehicle motor torque or signal transmission can lead to unexpected vehicle behavior, potentially causing harm to people and property. Therefore, current ECU-based distributed EEA systems require more reliable and safer solutions to address the increasing functionality and challenges they face. Summary of the Invention

[0005] Purpose of the invention: This invention provides a power domain controller for electric vehicles and a method for controlling motor torque, in order to solve the technical problem that errors in the calculation of required torque or the transmission of torque control signals are caused by the low fault tolerance and accuracy of CAN bus transmission in the existing motor torque control process.

[0006] To achieve the above objectives, the present invention comprises two aspects. The first aspect is a power and controller for a new energy vehicle, which integrates a BMS functional module, an OBC functional module, a DC-DC functional module, a VCU functional module, and an MCU functional module as the control unit of the core algorithm, and provides motor output torque information. The second aspect provides a motor torque control method for a new energy vehicle.

[0007] According to a first aspect of the present invention, a power domain controller is provided, the power domain controller integrating:

[0008] The information collection module is used to collect vehicle information during the vehicle's operation.

[0009] The BMS functional module is communicatively connected to the acquisition module and generates voltage, current, and temperature information of the power battery based on the vehicle information.

[0010] The battery charging and discharging module includes an OBC (On-Board) functional module and a DC-DC (Digital-Discharge-Controlled) functional module. The battery charging and discharging module is electrically connected to the information acquisition module and the BMS (Battery Management System) module, and is used for battery charging and discharging and battery energy conversion processes.

[0011] The OBC function module obtains actual data information on the voltage, current, and temperature status parameters of the power battery from the BMS function module, and controls the charging and discharging of the battery.

[0012] The DCDC function module is used to generate relevant information on the energy conversion of the power battery based on the vehicle information;

[0013] The VCU functional module is communicatively connected to the acquisition module, BMS functional module, OBC functional module, and DCDC functional module and is used to generate torque demand information based on vehicle information and power battery related information.

[0014] The MCU functional module is communicatively connected to the acquisition module and the VCU functional module. Based on the relevant information and the required torque information, it generates a torque control signal to control the motor to execute the required torque.

[0015] Furthermore, the power domain controller includes a hardware layer and an application layer;

[0016] The BMS functional module, the OBC functional module, the DC-DC functional module, the VCU functional module, and the MCU functional module belong to the application layer.

[0017] Furthermore, the power domain controller hardware layer includes a hardwired interface and an electronic device for information transmission and control.

[0018] The hardwired interface is used to enable information exchange between various modules. After the required torque is obtained, the MCU functional module outputs a torque control signal through the hardwired interface.

[0019] Furthermore, the information acquisition module collects vehicle sensor signals, including radar sensors, vehicle speed sensors, motor angle sensors, wheel actuators, and temperature sensors, to obtain power battery data, vehicle driving data, and motor data.

[0020] The BMS functional module is used to generate power battery information based on the information collected by the information acquisition module.

[0021] The OBC function module is used to generate a new energy vehicle charging process based on the information from the information acquisition module, and to detect the locking signal and level signal of the charging pile.

[0022] The DCDC function module is used to generate relevant information on the energy conversion of the power battery based on the information from the information acquisition module;

[0023] The VCU functional module is used to generate the torque information required by the new energy vehicle based on the information from the information acquisition module and the power battery related information.

[0024] The MCU module is used to generate a torque control signal based on the information from the information acquisition module and the required torque, in order to control the output torque of the motor.

[0025] Furthermore, the power battery data includes the power battery voltage, power battery current, power battery temperature, power battery remaining charge, and power battery coolant temperature.

[0026] The vehicle driving data includes vehicle speed, driver accelerator signal, driver brake signal, vehicle gear signal, vehicle cruise information, and vehicle driving mode.

[0027] The motor data includes the motor transmission ratio, the voltage of the IGBT module, and the current of the IGBT module.

[0028] On the other hand, this application also provides a torque control method for new energy vehicles based on the above-mentioned power domain controller, the control method including the following control modes:

[0029] In the pedal torque demand control mode, when all modules are working normally, the BMS, OBC, and DCDC functional modules generate power battery related information based on the information obtained by the information acquisition module. The VCU functional module generates torque demand information based on the vehicle status information and power battery related information. The MCU functional module generates torque control signal based on the vehicle status information and torque demand information.

[0030] In torque limiting control mode, when some functional modules fail to function properly, the BMS functional module, OBC functional module, and DCDC functional module generate power battery related information based on the vehicle's status information. The VCU functional module generates limiting torque demand information based on the original torque demand information based on the vehicle's status information, power battery related information, and the fault level and load capacity of the MCU functional module, BMS functional module, OBC functional module, and DCDC functional module. The MCU functional module generates torque control signals based on the vehicle's status information and torque demand information.

[0031] The torque coordination control mode generates power battery related information based on the vehicle's status information through the BMS, OBC, and DCDC functional modules. The VCU functional module generates torque demand information based on the vehicle's status information and power battery related information. Based on the vehicle's driving data and vehicle motion mode, the torque output is smoothed during the switching of various modes to avoid sudden torque changes.

[0032] Furthermore, the torque demand control mode includes two sub-control systems: the accelerator pedal torque demand in normal operation mode and the pedal torque demand in limp mode.

[0033] In the normal mode pedal torque demand control subsystem, the throttle opening signal and the actual vehicle speed signal are used as input signals through the driver's throttle signal, driving mode signal, actual vehicle speed signal and actual gear signal. Under different driving modes (sport mode, economy mode) and gears, the VCU functional module generates demand torque information based on power battery data and vehicle driving data according to the accelerator pedal opening and the actual vehicle speed.

[0034] In the limp mode pedal torque demand control subsystem, the calculation of the pedal torque demand in limp mode first requires the VCU functional module to generate demand torque information based on the power battery data and vehicle driving data according to the collected vehicle speed, and then multiply it by the limp torque coefficient that changes with the brake pedal release time to output torque information.

[0035] Furthermore, in the torque limiting control mode, the load-bearing capacity of the MCU, BMS, OBC, and DC-DC is analyzed and calculated to limit the original torque request calculated by the VCU, ensuring that the battery does not experience overcurrent or undervoltage faults.

[0036] Furthermore, in the torque coordination control mode, the required torque is output by coordinating the output of the actual required torque based on the currently acquired accelerator and brake pedal opening values, torque output mode, and input signal of the required torque. The torque output in different modes is achieved by using the state of the enable flag in different driving modes.

[0037] Furthermore, based on the battery's maximum discharge current, the DC-DC converter's operating power, the defrosting power, and the OBC's operating power, the allowable motor drive torque under the current available power is calculated using the following formula:

[0038] P L =Min(BattDPwr-DCDCPwr-DftPwr) (1)

[0040] T_P L =9550×P L ×μ / n (2)

[0042] In the formula, PL is the motor drive power limit under the current state; BattDPwr is the battery's allowable discharge power; DCCDPwr is the DC-DC power; DftPwr is the defrosting power; T_PL is the motor drive torque after power limitation; μ is the motor drive efficiency; and n is the motor speed.

[0043] The motor torque protection limit is designed based on the torque required by the VCU. The motor torque protection limit function is triggered by judging the consistency between the actual torque and the torque required by the VCU. If the actual torque provided by the MCU is greater than the final torque required by the VCU and the duration reaches a set value, a torque fault status is output, and motor protection is activated. The formula for judging the motor protection function is as follows:

[0044] |R T -D T |>D T |×K+E (3)

[0045] In the formula, R T This is the actual torque value; D T K represents the required torque value; E represents the error coefficient; and E represents the error offset.

[0046] The vehicle speed torque limit is determined based on factors such as the vehicle's current driving mode and system fault level. When the sum of the difference between the actual vehicle speed and the maximum speed at which the speed limit is entered is greater than or equal to the target speed, the maximum speed limit function is activated. The drive torque limit is controlled based on the actual motor torque at the current moment, combined with the vehicle's current acceleration. If the sum of the difference between the actual vehicle speed and the speed at which the speed limit is exited is less than or equal to the target speed, the maximum speed limit is exited.

[0047] This application also claims protection for an electronic device comprising a processor and an actuator that transmit the control commands.

[0048] When the processor executes the computer program instructions, it implements the above-described method for controlling the motor torque of an electric vehicle.

[0049] This application also claims protection for a computer-readable storage medium storing computer program instructions that, when executed by a processor, implement the motor torque control method for an electric vehicle as described above.

[0050] Compared with the prior art, the present invention has the following advantages:

[0051] Traditional controllers rely on the CAN bus for information exchange between their various functional modules. This invention, however, centrally acquires the information needed for torque calculation through the power domain controller's acquisition module. Then, through the cooperation of the power domain controller's internal BMS, VCU, OBC, DC-DC, and MCU functional modules, the motor is controlled according to the calculated required torque, following the torque control method described in the second aspect of this invention. This centralized control of the power domain eliminates the need to transmit torque control and torque calculation-related control signals via the CAN bus, avoiding the low fault tolerance and low accuracy issues caused by increased CAN bus load and electromagnetic interference. This improvement significantly enhances the accuracy of torque calculation or control signal transmission, thereby improving overall vehicle safety. Attached Figure Description

[0052] Figure 1 This is a structural diagram of a power domain controller for a new energy vehicle;

[0053] Figure 2 Diagram of torque control limiting strategy;

[0054] Figure 3 This is a diagram of the torque gradient processing strategy. Detailed Implementation

[0055] The invention will be further described below with reference to the accompanying drawings.

[0056] According to a first aspect of the present invention, a power domain controller is provided, the power domain controller integrating:

[0057] The information collection module is used to collect vehicle information during the vehicle's operation.

[0058] The BMS functional module is communicatively connected to the acquisition module and generates voltage, current, and temperature information of the power battery based on the vehicle information.

[0059] The battery charging and discharging module includes an OBC (On-Board) functional module and a DC-DC (Digital-Discharge-Controlled) functional module. The battery charging and discharging module is electrically connected to the information acquisition module and the BMS (Battery Management System) module, and is used for battery charging and discharging and battery energy conversion processes.

[0060] The OBC function module obtains actual data information on the voltage, current, and temperature status parameters of the power battery from the BMS function module, and controls the charging and discharging of the battery.

[0061] The DCDC function module is used to generate relevant information on the energy conversion of the power battery based on the vehicle information;

[0062] The VCU functional module is communicatively connected to the acquisition module, BMS functional module, OBC functional module, and DCDC functional module and is used to generate torque demand information based on vehicle information and power battery related information.

[0063] The MCU functional module is communicatively connected to the acquisition module and the VCU functional module. Based on the relevant information and the required torque information, it generates a torque control signal to control the motor to execute the required torque.

[0064] Furthermore, the power domain controller includes a hardware layer and an application layer;

[0065] The BMS functional module, the OBC functional module, the DC-DC functional module, the VCU functional module, and the MCU functional module belong to the application layer.

[0066] Furthermore, the power domain controller hardware layer includes a hardwired interface and an electronic device for information transmission and control.

[0067] The hardwired interface is used to enable information exchange between various modules. After the required torque is obtained, the MCU functional module outputs a torque control signal through the hardwired interface.

[0068] Furthermore, the information acquisition module collects vehicle sensor signals, including radar sensors, vehicle speed sensors, motor angle sensors, wheel actuators, and temperature sensors, to obtain power battery data, vehicle driving data, and motor data.

[0069] The BMS functional module is used to generate power battery information based on the information collected by the information acquisition module.

[0070] The OBC function module is used to generate a new energy vehicle charging process based on the information from the information acquisition module, and to detect the locking signal and level signal of the charging pile.

[0071] The DCDC function module is used to generate relevant information on the energy conversion of the power battery based on the information from the information acquisition module;

[0072] The VCU functional module is used to generate the torque information required by the new energy vehicle based on the information from the information acquisition module and the power battery related information.

[0073] The MCU module is used to generate a torque control signal based on the information from the information acquisition module and the required torque, in order to control the output torque of the motor.

[0074] Furthermore, the power battery data includes the power battery voltage, power battery current, power battery temperature, power battery remaining charge, and power battery coolant temperature.

[0075] The vehicle driving data includes vehicle speed, driver accelerator signal, driver brake signal, vehicle gear signal, vehicle cruise information, and vehicle driving mode.

[0076] The motor data includes the motor transmission ratio, the voltage of the IGBT module, and the current of the IGBT module.

[0077] On the other hand, this application also provides a torque control method for new energy vehicles based on the above-mentioned power domain controller, the control method including the following control modes:

[0078] In the pedal torque demand control mode, when all modules are working normally, the BMS, OBC, and DCDC functional modules generate power battery related information based on the information obtained by the information acquisition module. The VCU functional module generates torque demand information based on the vehicle status information and power battery related information. The MCU functional module generates torque control signal based on the vehicle status information and torque demand information.

[0079] In torque limiting control mode, when some functional modules fail to function properly, the BMS functional module, OBC functional module, and DCDC functional module generate power battery related information based on the vehicle's status information. The VCU functional module generates limiting torque demand information based on the original torque demand information based on the vehicle's status information, power battery related information, and the fault level and load capacity of the MCU functional module, BMS functional module, OBC functional module, and DCDC functional module. The MCU functional module generates torque control signals based on the vehicle's status information and torque demand information.

[0080] The torque coordination control mode generates power battery related information based on the vehicle's status information through the BMS, OBC, and DCDC functional modules. The VCU functional module generates torque demand information based on the vehicle's status information and power battery related information. Based on the vehicle's driving data and vehicle motion mode, the torque output is smoothed during the switching of various modes to avoid sudden torque changes.

[0081] Furthermore, the torque demand control mode includes two sub-control systems: the accelerator pedal torque demand in normal operation mode and the pedal torque demand in limp mode.

[0082] In the normal mode pedal torque demand control subsystem, the throttle opening signal and the actual vehicle speed signal are used as input signals through the driver's throttle signal, driving mode signal, actual vehicle speed signal and actual gear signal. Under different driving modes (sport mode, economy mode) and gears, the VCU functional module generates demand torque information based on power battery data and vehicle driving data according to the accelerator pedal opening and the actual vehicle speed.

[0083] In the limp mode pedal torque demand control subsystem, the calculation of the pedal torque demand in limp mode first requires the VCU functional module to generate demand torque information based on the power battery data and vehicle driving data according to the collected vehicle speed, and then multiply it by the limp torque coefficient that changes with the brake pedal release time to output torque information.

[0084] Furthermore, in the torque limiting control mode, the load-bearing capacity of the MCU, BMS, OBC, and DC-DC is analyzed and calculated to limit the original torque request calculated by the VCU, ensuring that the battery does not experience overcurrent or undervoltage faults.

[0085] Furthermore, in the torque coordination control mode, the required torque is output by coordinating the output of the actual required torque based on the currently acquired accelerator and brake pedal opening values, torque output mode, and input signal of the required torque. The torque output in different modes is achieved by using the state of the enable flag in different driving modes.

[0086] Furthermore, based on the battery's maximum discharge current, the DC-DC converter's operating power, the defrosting power, and the OBC's operating power, the allowable motor drive torque under the current available power is calculated using the following formula:

[0087] P L =Min(BattDPwr-DCDCPwr-DftPwr) (1)

[0089] T_P L =9550×P L ×μ / n (2)

[0091] In the formula, PL is the motor drive power limit under the current state; BattDPwr is the battery's allowable discharge power; DCCDPwr is the DC-DC power; DftPwr is the defrosting power; T_PL is the motor drive torque after power limitation; μ is the motor drive efficiency; and n is the motor speed.

[0092] The motor torque protection limit is designed based on the torque required by the VCU. The motor torque protection limit function is triggered by judging the consistency between the actual torque and the torque required by the VCU. If the actual torque provided by the MCU is greater than the final torque required by the VCU and the duration reaches a set value, a torque fault status is output, and motor protection is activated. The formula for judging the motor protection function is as follows:

[0093] |R T -D T |>D T |×K+E (3)

[0094] In the formula, R T This is the actual torque value; D T K represents the required torque value; E represents the error coefficient; and E represents the error offset.

[0095] The vehicle speed torque limit is determined based on factors such as the vehicle's current driving mode and system fault level. When the sum of the difference between the actual vehicle speed and the maximum speed at which the speed limit is entered is greater than or equal to the target speed, the maximum speed limit function is activated. The drive torque limit is controlled based on the actual motor torque at the current moment, combined with the vehicle's current acceleration. If the sum of the difference between the actual vehicle speed and the speed at which the speed limit is exited is less than or equal to the target speed, the maximum speed limit is exited.

[0096] This application also claims protection for an electronic device comprising a processor and an actuator that transmit the control commands.

[0097] When the processor executes the computer program instructions, it implements the motor torque control method for an electric vehicle as described above.

[0098] This application also claims protection for a computer-readable storage medium storing computer program instructions that, when executed by a processor, implement the motor torque control method for an electric vehicle as described above.

[0099] In this invention, the information required for torque calculation is centrally collected by the acquisition module of the power domain controller. Torque control is then achieved through the cooperation of the BMS, OBC, DCDC, VCU, and MCU functional modules within the power domain controller, in accordance with the motor torque control method of the second aspect of this invention. This eliminates the CAN bus transmission process for torque calculation or torque control signals, avoiding the problems of low fault tolerance and low accuracy caused by increased CAN bus load and electromagnetic interference during CAN bus transmission. This significantly improves the accuracy of torque calculation or torque control signals during transmission, thereby enhancing overall vehicle safety.

[0100] To make the above-mentioned objects, features and advantages of the present invention more apparent and understandable, the specific embodiments of the present invention will be further described below with reference to the accompanying drawings.

[0101] Example 1:

[0102] like Figure 1 As shown, a power domain controller for a new energy vehicle is disclosed, which mainly consists of an information acquisition module, a BMS function module, an OBC function module, a DC-DC function module, a VCU function module, and an MCU function module. The VCU function module outputs torque demand information to the MCU function module by combining the information from the information acquisition module and the information output from each function module.

[0103] like Figure 2 As shown, the torque limiting control in the second aspect of this invention mainly involves real-time acquisition of data from the MCU, BMS, and fault levels by the VCU, analysis and calculation of the MCU and BMS's load-bearing capacity, and limiting the original torque request calculated by the VCU to ensure that the battery does not experience overcurrent or undervoltage faults, thereby guaranteeing the safe operation of the vehicle. The torque control limiting strategy includes four main parts: maximum motor drive torque, motor torque protection limiting, vehicle speed torque limiting, and motor zero torque limiting.

[0104] like Figure 3 As shown, the torque coordination control in the second aspect of the present invention addresses the issue that since the vehicle may be in different motion modes, the switching between different modes may cause sudden torque changes. Therefore, torque coordination is to smooth the switching between torque modes and limit the torque rise or fall gradient value in each cycle. This can effectively prevent the output torque value from rising or falling too quickly, so that the torque value can be output smoothly and effectively reduce the driver's discomfort caused by sudden torque changes.

[0105] The specific embodiments described above further illustrate the purpose, technical solution, and beneficial effects of the present invention. It should be understood that the above description is only a specific embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention, including spring damping structures, should be included within the protection scope of the present invention.

Claims

1. A torque control method for new energy vehicles, characterized in that, The control method is based on a dynamic domain controller, which integrates the following: The information collection module is used to collect vehicle information during the vehicle's operation. The BMS functional module is communicatively connected to the acquisition module and generates voltage, current, and temperature information of the power battery based on the vehicle information. The battery charging and discharging module includes an OBC (On-Board) functional module and a DC-DC (Digital-Discharge-Controlled) functional module. The battery charging and discharging module is electrically connected to the information acquisition module and the BMS (Battery Management System) module, and is used for battery charging and discharging and battery energy conversion processes. The OBC function module obtains actual data information on the voltage, current, and temperature status parameters of the power battery from the BMS function module, and controls the charging and discharging of the battery. The DCDC function module is used to generate relevant information on the energy conversion of the power battery based on the vehicle information; The VCU functional module is communicatively connected to the acquisition module, BMS functional module, OBC functional module, and DCDC functional module and is used to generate torque demand information based on vehicle information and power battery related information. The MCU functional module is communicatively connected to the acquisition module and the VCU functional module. Based on the relevant information and the required torque information, it generates a torque control signal to control the motor to execute the required torque. The control method includes the following control modes: In the pedal torque demand control mode, when all modules are working normally, the BMS, OBC, and DCDC functional modules generate power battery related information based on the information obtained by the information acquisition module. The VCU functional module generates torque demand information based on the vehicle status information and power battery related information. The MCU functional module generates torque control signal based on the vehicle status information and torque demand information. In torque limiting control mode, when some functional modules fail to function properly, the BMS functional module, OBC functional module, and DCDC functional module generate power battery related information based on the vehicle's status information. The VCU functional module generates limiting torque demand information based on the original torque demand information based on the vehicle's status information, power battery related information, and the fault level and load capacity of the MCU functional module, BMS functional module, OBC functional module, and DCDC functional module. The MCU functional module generates torque control signals based on the vehicle's status information and torque demand information. The torque coordination control mode generates power battery related information based on the vehicle's status information through the BMS, OBC, and DCDC functional modules. The VCU functional module generates torque demand information based on the vehicle's status information and power battery related information. Based on the vehicle's driving data and vehicle motion mode, the torque output is smoothed during the switching of various modes to avoid sudden torque changes.

2. The torque control method for new energy vehicles according to claim 1, characterized in that, The power domain controller includes a hardware layer and an application layer; The BMS functional module, the OBC functional module, the DC-DC functional module, the VCU functional module, and the MCU functional module belong to the application layer.

3. The torque control method for new energy vehicles according to claim 1, characterized in that, The information acquisition module collects vehicle sensor signals, including radar sensors, vehicle speed sensors, motor angle sensors, wheel actuators, and temperature sensors, to obtain power battery data, vehicle driving data, and motor data. The BMS functional module is used to generate power battery information based on the information collected by the information acquisition module. The OBC function module is used to generate a new energy vehicle charging process based on the information from the information acquisition module, and to detect the locking signal and level signal of the charging pile. The DCDC function module is used to generate relevant information on the energy conversion of the power battery based on the information from the information acquisition module; The VCU functional module is used to generate the torque information required by the new energy vehicle based on the information from the information acquisition module and the power battery related information. The MCU module is used to generate a torque control signal based on the information from the information acquisition module and the required torque, in order to control the output torque of the motor.

4. The torque control method for new energy vehicles according to claim 3, characterized in that, The power battery data includes the power battery voltage, power battery current, power battery temperature, power battery remaining charge, and power battery coolant temperature. The vehicle driving data includes vehicle speed, driver accelerator signal, driver brake signal, vehicle gear signal, vehicle cruise information, and vehicle driving mode. The motor data includes the motor transmission ratio, the voltage of the IGBT module, and the current of the IGBT module.

5. The torque control method for new energy vehicles according to claim 4, characterized in that, The torque demand control mode includes two sub-control systems: the accelerator pedal torque demand in normal operation mode and the pedal torque demand in limp mode. In the normal mode pedal torque demand control subsystem, the throttle opening signal and the actual vehicle speed signal are used as input signals through the driver's throttle signal, driving mode signal, actual vehicle speed signal and actual gear signal. Under different driving modes and gears, the VCU functional module generates demand torque information based on power battery data and vehicle driving data according to the accelerator pedal opening and the actual vehicle speed. In the limp mode pedal torque demand control subsystem, the calculation of the pedal torque demand in limp mode first requires the VCU functional module to generate demand torque information based on the power battery data and vehicle driving data according to the collected vehicle speed, and then multiply it by the limp torque coefficient that changes with the brake pedal release time to output torque information.

6. The torque control method for new energy vehicles according to claim 1, characterized in that, In the torque coordination control mode, the required torque is output. Based on the currently acquired accelerator and brake pedal opening values, torque output mode, and input signal of required torque, the actual required torque is output in a coordinated manner. The torque output in different modes is achieved by the state of the enable flag in different driving modes.

7. The torque control method for new energy vehicles according to claim 5, characterized in that, The allowable motor drive torque under the current available power is calculated based on the battery's maximum discharge current, the DC-DC converter's operating power, the defrosting power, and the OBC's operating power value. The calculation formula is as follows: P L =Min(BattDPwr-DCDCPwr-DftPwr) (1) T_P L =9550×P L ×μ / n (2) In the formula, PL is the motor drive power limit under the current state; BattDPwr is the battery's allowable discharge power; DCCDCPwr is the DC-DC power; and DftPwr is the defrosting power. T_PL is the motor drive torque after power limiting; μ is the motor drive efficiency; n is the motor speed; The motor torque protection limit is designed based on the torque required by the VCU. The motor torque protection limit function is triggered by judging the consistency between the actual torque and the torque required by the VCU. If the actual torque provided by the MCU is greater than the final torque required by the VCU and the duration reaches a set value, a torque fault status is output, and motor protection is activated. The formula for judging the motor protection function is as follows: |R T -D T |>D T |×K+E (3) In the formula, R T This is the actual torque value; D T K represents the required torque value; E represents the error coefficient; and E represents the error offset. The vehicle speed torque limit is determined by the maximum speed of the vehicle, i.e. the target speed, based on factors such as the current driving mode of the vehicle and the system fault level. When the sum of the difference between the actual speed and the maximum speed when the speed limit is entered is greater than or equal to the target speed, the maximum speed limit function is activated. Based on the actual torque of the motor at the current moment, and combined with the current acceleration of the vehicle, the drive torque limit is controlled. If the sum of the difference between the actual vehicle speed and the exit speed limit is less than or equal to the target speed, the maximum speed limit will be exited.

8. An electronic device, characterized in that, The electronic device includes a processor and an actuator for sending control commands; When the processor executes computer program instructions, it implements the torque control method for new energy vehicles as described in claim 1.

9. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer program instructions, which, when executed by a processor, implement the torque control method for new energy vehicles as described in claim 1.

Images