Request torque limit control method, device, electronic equipment and vehicle

Abstract

The present application provides a method, device, electronic device and vehicle for limiting the requested torque. Limiting the requested power according to the actual maximum power can ensure that the requested power converted from the requested torque will not overshoot. The initial upper limit torque before filtering and the filtered upper limit torque after filtering are determined separately, and the requested upper limit torque is determined in the initial upper limit torque and the filtered upper limit torque according to the current operating state, to ensure that the filtered upper limit torque after filtering will not play a counter-effect and cause inaccurate torque limitation, thereby avoiding the problem of power overshoot caused by the vehicle slipping condition. The requested upper limit torque is corrected according to the damping compensation torque of the motor, thereby avoiding the problem of power overshoot caused by the motor active damping condition. Limiting the requested torque by the actual upper limit torque can ensure that the vehicle slipping or motor active damping and other conditions will not cause power overshoot, thereby ensuring that the battery will not be over-voltage or under-voltage to protect the battery.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and in particular to a method, device, electronic equipment and vehicle for limiting control of requested torque. Background Art

[0002] The requested torque sent by the Vehicle Control Unit (VCU) corresponds to a certain requested power. When limiting the requested torque, it is necessary to convert the requested power to the requested torque. When converting power to torque, vehicle slippage or active motor shock absorption may cause power overshoot. When the torque request is made with the converted requested torque, the battery will be in an undervoltage or overvoltage state, causing damage to the battery. Summary of the invention

[0003] In view of this, the purpose of the present application is to provide a method, device, electronic equipment and vehicle for limiting control of requested torque, so as to ensure that power overshoot does not occur by limiting the requested torque.

[0004] Based on the above purpose, the present application provides a method for limiting control of requested torque, comprising:

[0005] Determining a maximum available power according to a current operating state of the vehicle and an available power of a battery, and determining an actual maximum power according to the maximum available power and a maximum allowable power of the motor corresponding to a current driving mode;

[0006] Determine an initial upper limit torque and a filtered upper limit torque according to the actual maximum power and the real-time motor speed, and determine a requested upper limit torque from the initial upper limit torque and the filtered upper limit torque according to the current operating state;

[0007] The requested upper limit torque is corrected according to the damping compensation torque of the motor to obtain an actual upper limit torque, and the requested torque is limited according to the actual upper limit torque.

[0008] Based on the same inventive concept, the present disclosure also provides a request torque limiting control device, comprising:

[0009] a power limiting module configured to: determine a maximum available power according to a current operating state of the vehicle and an available power of the battery, and determine an actual maximum power according to the maximum available power and a maximum allowable power of the motor corresponding to a current driving mode;

[0010] a torque limiting module configured to: determine an initial upper limit torque and a filtered upper limit torque according to the actual maximum power and the real-time motor speed, and determine a requested upper limit torque from the initial upper limit torque and the filtered upper limit torque according to the current operating state;

[0011] The torque correction module is configured to correct the requested upper limit torque according to the damping compensation torque of the motor to obtain an actual upper limit torque, and limit the requested torque according to the actual upper limit torque.

[0012] Based on the same inventive concept, the present disclosure also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable by the processor, wherein the processor implements the method as described above when executing the computer program.

[0013] Based on the same inventive concept, the present disclosure also provides a vehicle, comprising the torque request limitation control device or electronic device as described above.

[0014] As can be seen from the above, the request torque limit control method, device, electronic device and vehicle provided by the present application can determine the maximum available power according to the current operating state of the vehicle and the available power of the battery, and determine the actual maximum power according to the maximum available power and the maximum allowable power of the motor corresponding to the current driving mode; determine the initial upper limit torque and the filtered upper limit torque according to the actual maximum power and the real-time motor speed, and determine the requested upper limit torque in the initial upper limit torque and the filtered upper limit torque according to the current operating state; correct the requested upper limit torque according to the damping compensation torque of the motor to obtain the actual upper limit torque, and limit the requested torque according to the actual upper limit torque. The actual maximum power is the value of the maximum requested power allowed under the motor performance limit and the battery performance limit. Limiting the requested power according to the actual maximum power can ensure that the requested power converted by the requested torque will not overshoot, and realize the power end limitation. Then, the initial upper limit torque without filtering and the filtered upper limit torque with filtering are determined respectively, and the requested upper limit torque is determined in the initial upper limit torque and the filtered upper limit torque according to the current operating state, so as to ensure that the filtered upper limit torque after filtering will not play a counter-effect and cause inaccurate torque limitation, and avoid the power overshoot problem caused by the vehicle slipping condition. Finally, the requested upper limit torque is corrected according to the motor's damping compensation torque to avoid the power overshoot problem caused by the motor's active damping condition. Limiting the requested torque by the actual upper limit torque can ensure that vehicle slippage or motor active damping conditions will not cause power overshoot, thereby ensuring that the battery will not be over-voltage or under-voltage, thereby protecting the battery. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] In order to more clearly illustrate the technical solutions in the present application or related technologies, the drawings required for use in the embodiments or related technical descriptions are briefly introduced below. Obviously, the drawings described below are only embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0016] Figure 1 A schematic diagram of the relationship between the speed and power of a vehicle in a driving state according to an embodiment of the present application;

[0017] Figure 2 A flowchart of a method for controlling torque limitation requested by an embodiment of the present application;

[0018] Figure 3 A flowchart of adjusting the requested upper limit torque in real time according to an embodiment of the present application;

[0019] Figure 4 A flow chart for determining an initial upper limit torque and a filtered upper limit torque for an embodiment of the present application;

[0020] Figure 5 This is a structural schematic diagram of a torque limiting control device requested in an embodiment of the present application;

[0021] Figure 6 It is a schematic diagram of the structure of an electronic device according to an embodiment of the present application. DETAILED DESCRIPTION

[0022] In order to make the objectives, technical solutions and advantages of the present application more clearly understood, the present application is further described in detail below in combination with specific embodiments and with reference to the accompanying drawings.

[0023] It should be noted that, unless otherwise defined, the technical terms or scientific terms used in the embodiments of the present application should be the usual meanings understood by people with ordinary skills in the field to which the present application belongs. The "first", "second" and similar words used in the embodiments of the present application do not represent any order, quantity or importance, but are only used to distinguish different components. "Including" or "comprising" and similar words mean that the elements or objects appearing in front of the word cover the elements or objects listed after the word and their equivalents, without excluding other elements or objects. "Connect" or "connected" and similar words are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. "Up", "down", "left", "right" and the like are only used to indicate relative positional relationships. When the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0024] It should be understood herein that any number of elements in the drawings is for illustration rather than limitation, and any naming is only for distinction rather than having any limiting meaning.

[0025] Based on the description of the above background technology, the related technology also has the following situations:

[0026] For new energy vehicles, in theory, the VCU request torque sent by the VCU is converted by the motor to obtain the corresponding request power. The request power needs to meet certain restrictions, such as the battery performance restrictions and the motor performance restrictions. When the request power is less than or equal to the maximum allowable power sent by the motor controller (MCU), it is determined that the motor performance restrictions are met and the request power will not damage the motor. When the request power is less than or equal to the battery available power sent by the battery management system (BMS), it is determined that the battery performance restrictions are met and the request power will not damage the battery.

[0027] Therefore, the requested power that meets the restriction conditions needs to be less than or equal to the minimum of the maximum allowable power and the battery available power, that is, the requested power needs to be ≤ min (maximum allowable power of the motor, battery usage power). In the driving state, the battery is discharged, the battery usage power is the battery discharge power, and the maximum allowable power is the maximum driving power. In the recovery state, the battery recovers energy, the battery usage power is the battery charging power, and the maximum allowable power is the maximum recovery power.

[0028] by Figure 1 Taking the speed-power relationship of the vehicle under driving state as an example, it can be seen that when the battery discharge power is higher than the maximum drive power of the motor, as the motor speed increases, the battery drive power and the maximum drive power of the motor will have a crossover point ( Figure 1 The requested power converted from the VCU request torque will cause a temporary overshoot at the intersection, which means that it will temporarily exceed the current battery discharge power, which may cause the battery to be in an undervoltage state and damage the battery. Similarly, in the recovery state, the requested power converted from the VCU request torque (equivalent to the battery charging power) may temporarily exceed the current battery charging power, which may cause the battery to be in an overvoltage state and damage the battery.

[0029] The above situation that causes damage to the battery occurs at the power limit end. However, the control of the VCU and MCU both request control of the motor in the dimension of torque, so it is necessary to convert the upper limit request power of the power limit end into the upper limit request torque of the torque limit end. In the process of power-to-torque conversion, in order to avoid the upper limit request torque fluctuation leading to poor vehicle driving experience, the original motor speed and the converted upper limit request torque will be low-pass filtered respectively to ensure the smoothness of the actual upper limit torque output in the end;

[0030] That is, first, the upper limit requested power × 9550 / motor filter speed = upper limit requested torque conversion is performed;

[0031] Then, the upper limit request torque is low-pass filtered to obtain the final actual upper limit torque as the maximum allowable limit torque of the VCU to ensure the smoothness of vehicle operation;

[0032] That is, the driver's requested torque / creep torque / parking torque / cruise torque, etc. cannot exceed the actual upper torque limit, otherwise it will cause power overshoot, and then cause the battery to be in an overvoltage or undervoltage state, causing damage to the battery.

[0033] However, power overshoot may be caused by vehicle slippage or active motor shock absorption, and the battery may be under-voltage or over-voltage when the torque request is made with the converted request torque, causing damage to the battery.

[0034] The request torque limiting control method, device, electronic device and vehicle provided in the embodiment of the present application can determine the maximum available power according to the current running state of the vehicle and the available power of the battery, and determine the actual maximum power according to the maximum available power and the maximum allowable power of the motor corresponding to the current driving mode; determine the initial upper limit torque and the filtered upper limit torque according to the actual maximum power and the real-time motor speed, and determine the requested upper limit torque in the initial upper limit torque and the filtered upper limit torque according to the current running state; correct the requested upper limit torque according to the damping compensation torque of the motor to obtain the actual upper limit torque, and limit the requested torque according to the actual upper limit torque. The actual maximum power is the value of the maximum requested power allowed under the motor performance limit and the battery performance limit. Limiting the requested power according to the actual maximum power can ensure that the requested power converted from the requested torque will not overshoot, thereby realizing the limitation of the power end. Then, the initial upper limit torque without filtering and the filtered upper limit torque after filtering are determined respectively, and the requested upper limit torque is determined in the initial upper limit torque and the filtered upper limit torque according to the current running state, so as to ensure that the filtered upper limit torque after filtering will not play a counter-effect and cause inaccurate torque limitation, thereby avoiding the power overshoot problem caused by the vehicle slipping condition. Finally, the requested upper limit torque is corrected according to the motor's damping compensation torque to avoid the power overshoot problem caused by the motor's active damping condition. Limiting the requested torque by the actual upper limit torque can ensure that vehicle slippage or motor active damping conditions will not cause power overshoot, thereby ensuring that the battery will not be over-voltage or under-voltage, thereby protecting the battery.

[0035] The request torque limitation control method provided by the embodiments of the present application is described in detail below with reference to the accompanying drawings.

[0036] In some embodiments, Figure 2 As shown, a method for limiting control of a requested torque includes:

[0037] Step 201: Determine the maximum available power according to the current running state of the vehicle and the available power of the battery, and determine the actual maximum power according to the maximum available power and the maximum allowable power of the motor corresponding to the current driving mode.

[0038] In specific implementation, determining the actual maximum power is divided into two steps:

[0039] Step 1: Determine the available power of the motor according to the current operating state and the available power of the battery, and distribute the available power of the motor according to the current driving mode of the vehicle to obtain the available distributed power.

[0040] Step 2: Determine the target reserved power based on the available allocated power and the current motor speed, and determine the difference between the available allocated power and the target reserved power as the maximum available power, and determine the actual maximum power based on the maximum available power and the maximum allowed power of the motor corresponding to the current driving mode to limit the requested power according to the actual maximum power.

[0041] For the first step, if the current operating state is the driving state, the battery needs to generate electricity to drive the vehicle, and the battery is discharged. The power value generated by the discharge process that can be used by the whole vehicle is the battery discharge power. However, there is a certain loss in the transmission process of the battery discharge power. The actual available driving power of the whole vehicle that can be used to drive the vehicle in the battery discharge power is the difference between the battery discharge power and the transmission loss, that is, the available driving power of the whole vehicle = battery discharge power - loss power. Among them, the loss power includes the actual loss power of DCDC, the loss power of the high-voltage bus, the loss power of PTC, and the loss power of the compressor. Therefore, the loss power = the actual loss power of DCDC + the loss power of the high-voltage bus + the loss power of PTC + the loss power of the compressor, then the available driving power of the whole vehicle = battery discharge power - the actual power consumption of DCDC - the power consumption of the high-voltage bus - the power consumption of PTC - the power consumption of the compressor.

[0042] From the perspective of the motor, the available driving power of the whole vehicle is the power at the high-voltage end. There is a conversion relationship between the mechanical end and the high-voltage end power and the motor efficiency, so the available driving power of the whole vehicle at the high-voltage end needs to be converted to the mechanical end. If the available power of the motor in the driving state is the available driving power of the motor, the power at the high-voltage end of the motor × the motor driving efficiency = the mechanical end power, then the available driving power of the motor = the available driving power of the whole vehicle × the motor driving efficiency.

[0043] If the current operating state is the recovery state, the battery needs to recover energy, that is, charge the battery, and the corresponding battery usage power is the battery recovery power (the actual work power for charging the battery). However, the available recovery power of the whole vehicle (indicating the total recovery power generated in the recovery state) has certain losses during the transmission process. If the influence of the power direction is not considered in the calculation process, and all power values ​​are positive, then the actual available recovery power of the whole vehicle generated by the motor end is the sum of the battery recovery power and the transmission loss, that is, the available recovery power of the whole vehicle = battery recovery power + loss power. Since the loss power = DCDC actual loss power + high-voltage bus loss power + PTC loss power + compressor loss power, the available recovery power of the whole vehicle = battery recovery power + DCDC actual consumption power + high-voltage bus consumption power + PTC consumption power + compressor consumption power. If the influence of the power direction is considered in the calculation process, and the driving direction is taken as the positive direction, the available recovery power of the whole vehicle and the battery recovery power are negative values. If the consumption power is uniformly positive, then the available recovery power of the whole vehicle = battery recovery power - loss power.

[0044] From the perspective of the motor, the available recovery power of the whole vehicle is the power at the high-voltage end. There is a conversion relationship between the mechanical end and the high-voltage end power in terms of motor efficiency, so the available recovery power of the whole vehicle at the high-voltage end needs to be converted to the mechanical end. If the motor available power is in the recovery state, the motor available recovery power is the motor available recovery power, the motor high-voltage end power / motor recovery efficiency = mechanical end power, then the motor available recovery power = vehicle available recovery power / battery recovery efficiency.

[0045] After determining the available recovery power of the motor, it is necessary to continue to distribute the available power of the motor according to the current driving mode of the vehicle to obtain the available distributed power. The electric four-wheel drive vehicle is provided with two front and rear electric drive axles, wherein the electric drive axle with a disengagement mechanism is used as an auxiliary drive axle, and the electric drive axle without a disengagement mechanism is used as the main drive axle. When the disengagement mechanism is in the disengaged state, the driving mode is the dual-drive mode. In the dual-drive mode, the auxiliary drive axle does not participate in the driving of the whole vehicle, and there is no need to distribute power to the auxiliary drive axle. All the available power of the motor can be distributed to the main drive axle.

[0046] When the disengagement mechanism is in the engaged state, the driving mode is the four-wheel drive mode. In the four-wheel drive mode, the auxiliary drive axle participates in the vehicle driving, and power needs to be distributed to the main drive axle and the auxiliary drive axle at the same time. The distribution method is to determine the product of the distribution ratio and the available power of the motor as the available power of the main drive axle; and determine the difference between the available power of the motor and the available power of the main drive axle as the available power of the auxiliary drive axle.

[0047] If the operation state is driving state, the distribution method of the motor's available driving power is: motor's available driving power × distribution ratio = main drive axle's available driving power, motor's available driving power × (1-distribution ratio) = motor's available driving power - main drive axle's available driving power = auxiliary drive axle's available driving power. If the operation state is recovery state, the distribution method of the motor's available recovery torque is: motor's available recovery power × distribution ratio = main drive axle's available recovery power, motor's available recovery power × (1-distribution ratio) = motor's available recovery power - main drive axle's available recovery power = auxiliary drive axle's available recovery power.

[0048] Therefore, the available driving power of the main drive axle = the available driving power of the whole vehicle × the distribution ratio × the driving efficiency of the main drive motor;

[0049] Auxiliary drive axle available driving power = vehicle available driving power × (1-distribution ratio) × auxiliary drive motor driving efficiency;

[0050] Available recovery power of the main drive axle = available recovery power of the vehicle × allocation ratio / recovery efficiency of the main drive motor;

[0051] The available driving power of the auxiliary drive axle = the available recovery power of the whole vehicle × (1-distribution ratio) / recovery efficiency of the auxiliary drive motor.

[0052] For the second step, the reserved power, motor speed and available allocated power constitute three-dimensional relationship data. After determining the three-dimensional relationship data, the corresponding target reserved power is obtained by searching in the three-dimensional relationship data according to the current motor speed and the available allocated power. The target reserved power represents the additional power range reserved when making a power request, which is used to reduce the upper limit request value of the requested power. The reserved power can avoid the risk of overvoltage or undervoltage caused by short-term overshoot.

[0053] Maximum available power = available allocated power - target reserved power. The maximum available power is the upper limit of the requested power under the battery performance limit. The requested power cannot exceed the maximum available power to avoid the risk of overvoltage or undervoltage caused by short-term overshoot. However, when making a power request, the motor performance limit must also be considered. The maximum allowable power of the motor corresponding to the current drive mode is used to implement the motor performance limit. The maximum allowable power is the maximum output power allowed by the motor when it is not overloaded, so the maximum allowable power is the upper limit of the requested power under the motor performance limit.

[0054] Finally, the minimum value of the maximum available power and the maximum allowable power is determined as the actual maximum power, that is, the actual maximum power = min (maximum available power, maximum allowable power). The minimum value of the two types of limitations is used as the final actual limitation of the requested torque. Then, limiting the requested power according to the actual maximum power can ensure that the requested power converted from the requested torque will not cause the battery to be in an undervoltage or overvoltage state, thereby reducing damage to the battery, and will not cause the motor to overload, thereby reducing damage to the motor.

[0055] For vehicles with four-wheel drive function, the maximum allowable power includes the maximum driving power of the main drive axle, the maximum driving power of the auxiliary drive axle, the maximum recovery power of the main drive axle and the maximum recovery power of the auxiliary drive axle. Correspondingly, the actual maximum power includes the maximum main driving power, the maximum main recovery power, the maximum auxiliary driving power and the maximum auxiliary recovery power.

[0056] Among them, the maximum main drive power = min (the available drive power of the main drive axle, the maximum drive power of the main drive axle);

[0057] Maximum auxiliary drive power = min (available drive power of auxiliary drive axle, maximum drive power of auxiliary drive axle);

[0058] Maximum main recovery power = min (available recovery power of the main drive axle, maximum recovery power of the main drive axle);

[0059] Maximum auxiliary recovery power = min (available recovery power of auxiliary drive axle, maximum recovery power of auxiliary drive axle).

[0060] Under different current operating conditions, the battery performance limitation is determined by the battery available power to obtain the motor available power. The motor available power is allocated in different driving modes to determine the available allocated power of each motor. The available allocated power is reserved through the corresponding target reserved power to avoid the risk of overvoltage or undervoltage of the battery. The motor performance limitation is determined by the maximum allowable power of the motor, and then the actual maximum power is determined based on the maximum available power and the maximum allowable power. The actual maximum power is the maximum requested power allowed under the motor performance limitation and the battery performance limitation. Requesting power according to the actual maximum power limit can reduce damage to the battery and motor, and realizes the protection of the battery and motor at the power end. Further protection of the torque end needs to be continued.

[0061] Step 202: determining an initial upper limit torque and a filtered upper limit torque according to the actual maximum power and the real-time motor speed, and determining a requested upper limit torque from the initial upper limit torque and the filtered upper limit torque according to the current operating state.

[0062] During the specific implementation, the inventors found that after limiting the power end, vehicle skidding or motor active shock absorption and other working conditions may also cause power overshoot. For vehicle skidding conditions, when the vehicle tires slip, the motor speed will increase rapidly in a short period of time. When the power is converted into torque, the motor speed and the initial upper limit torque after conversion need to be filtered. The filtering process ensures the torque smoothness, but it will cause the filtered value to deviate from the value before filtering. In such a case, Figure 3 In the filtering processing diagram shown, the blue line is the value before filtering, and the red line is the value after filtering. It can be seen that when the value before filtering is in the rising stage, the value after filtering will be smaller than the value before filtering; when the value before filtering is in the falling stage, the value after filtering will be larger than the value before filtering; the greater the rate of change of the value before filtering, the greater the difference between the values ​​after filtering and before filtering.

[0063] When the vehicle tires slip, the motor speed increases rapidly. According to the motor torque characteristics, the torque will leave the constant torque area and decrease due to the increase in motor speed. That is to say, the speed before filtering will be greater than the speed after filtering, and the torque before filtering will be less than the torque after filtering.

[0064] According to the power-torque conversion formula: Power × 9550 / Motor speed = Torque, when the actual upper limit power calculated by the VCU is a fixed value, due to the vehicle slipping condition, the motor speed before filtering is in the rising stage, and the motor speed after filtering is too small, so the calculated initial upper limit torque will be too large. Then, since the motor speed before conversion is in the rising stage, the torque after conversion is in the falling stage, and the filtered upper limit torque obtained after filtering the initial upper limit torque will be too large. Two consecutive large values ​​will cause a large error in the filtered upper limit torque, which may cause overshoot when the torque is limited by the filtered upper limit torque.

[0065] For example, assuming that the front wheel of the vehicle is currently in a slipping state, the motor speed of the rear axle motor (the motor corresponding to the rear drive axle) is 2000rpm, but due to the slipping of the front wheel, the motor speed of the front axle motor (the motor corresponding to the front drive axle) increases to 5500rpm; the corresponding actual upper limit power is 145kw. If no filtering is performed, the initial upper limit torque before speed filtering is:

[0066] 145kw*9550 / 5500rpm=251.77Nm

[0067] However, because both the speed and torque are filtered, the speed after filtering is 5330rpm, so the initial upper limit torque after speed filtering is:

[0068] 145kw*9550 / 5330rpm=259.8Nm

[0069] Then, the initial upper limit torque after speed filtering is filtered, and the result of the filtered upper limit torque is 270Nm. Compared with the initial upper limit torque before filtering, the increased difference torque is 270-251.77=18.23Nm; without considering the conversion error, the difference torque is converted, and the difference power is 18.23*5500 / 9550=10.5kw. It can be seen that the greater the increase in motor speed after slipping, the greater the power deviation value caused by the filtering function when the power is converted into torque, which leads to the risk of power overshoot in the vehicle.

[0070] If the vehicle does not slip and is driving steadily, the speed and torque changes are relatively stable. When power is converted into torque, the difference in torque before and after filtering is relatively small, and the corresponding difference in power is very small. At this time, the target reserved power can be further adjusted to cover this part of the difference in power caused by the filtering function, thereby avoiding power overshoot.

[0071] However, since the change in motor speed when the vehicle skids is unpredictable, the difference power caused by the filtering function cannot be estimated in the skidding scenario, and it is impossible to adjust the target reserved power to ensure that the requested power does not overshoot. Therefore, the vehicle skidding condition may cause power overshoot, which may cause the battery to be in an overvoltage or undervoltage state, causing damage to the battery.

[0072] In order to address the risk of power overshoot caused by vehicle slip conditions, after the initial upper limit torque and the filtered upper limit torque are determined based on the actual maximum power and the real-time motor speed, the filtered upper limit torque is not directly used as the requested upper limit torque. Instead, the requested upper limit torque is determined between the initial upper limit torque and the filtered upper limit torque based on the current operating status.

[0073] In some embodiments, determining the requested upper limit torque from the initial upper limit torque and the filtered upper limit torque according to the current operating state includes:

[0074] Step 2021: In response to the current operating state being the driving state, determining the minimum value between the initial upper limit torque and the filtered upper limit torque as the requested upper limit torque.

[0075] In specific implementation, when the current operating state is the driving state, the initial upper limit torque and the filtered upper limit torque are both torques for driving the vehicle, which belong to the driving torque and are positive values. The smaller the value, the stricter the restriction on the requested torque, and the smaller the maximum requested torque allowed; the larger the value, the looser the restriction on the requested torque, and the larger the maximum requested torque allowed. Therefore, in order to avoid power overshoot at this time, a stricter torque limit is selected, and the minimum value between the initial upper limit torque and the filtered upper limit torque is determined as the requested upper limit torque value, that is, the requested upper limit torque value = min (initial upper limit torque, filtered upper limit torque). It is realized that when the filtered upper limit torque after filtering becomes larger and the deviation is large, the initial upper limit torque is used as the requested upper limit torque, eliminating the influence of the increased excessive difference torque to ensure that power overshoot will not occur. When the filtered upper limit torque after filtering becomes smaller and the deviation is large, the filtered upper limit torque is used as the requested upper limit torque. While ensuring smoothness, a stricter torque limit can also ensure that power overshoot will not occur.

[0076] Step 2022: In response to the current operating state being the recovery state, determining the maximum value between the initial upper limit torque and the filtered upper limit torque as the requested upper limit torque.

[0077] In specific implementation, when the current operating state is the recovery state, the initial upper limit torque and the filtered upper limit torque are both recovery torques, which belong to braking torques and are negative values. The smaller the value, the looser the restriction on the requested torque and the larger the maximum allowed requested torque; the larger the value, the stricter the restriction on the requested torque and the smaller the maximum allowed requested torque. Therefore, in order to avoid power overshoot at this time, a stricter torque limit is selected, and the maximum value between the initial upper limit torque and the filtered upper limit torque is determined as the requested upper limit torque value, that is, the requested upper limit torque value = max (initial upper limit torque, filtered upper limit torque). It is realized that when the filtered upper limit torque becomes smaller and the deviation is large, the initial upper limit torque is used as the requested upper limit torque, eliminating the influence of the increased excessive difference torque to ensure that power overshoot will not occur. When the filtered upper limit torque becomes larger and the deviation is large, the filtered upper limit torque is used as the requested upper limit torque. While ensuring smoothness, stricter torque limits can also ensure that power overshoot will not occur.

[0078] Step 203: Correct the requested upper limit torque according to the damping compensation torque of the motor to obtain an actual upper limit torque, and limit the requested torque according to the actual upper limit torque.

[0079] During the specific implementation, the inventor found that the process of determining the requested upper limit torque solves the risk of power overshoot caused by the vehicle coasting condition, but the motor active damping condition can also cause power overshoot. The MCU motor controller has an active damping function. The purpose of the active damping function is to suppress the speed fluctuation by reverse compensation torque when the motor speed fluctuates in order to reduce the sense of frustration caused by the speed fluctuation. However, this part of the damping compensation torque is not within the control range of the requested upper limit torque, that is, the actual torque of the motor output may be greater than the requested upper limit torque.

[0080] For example, when the motor speed is 1000rpm, the requested upper limit torque is 300Nm, and the MCU calculates the damping compensation torque to be 5Nm, and the VCU requested torque is 300Nm. Then the final output motor actual torque = 300Nm (VCU requested torque) + 5Nm (shock absorption compensation torque) = 305Nm> requested upper limit torque = 300Nm.

[0081] Since the additional damping compensation torque is not considered when the torque is limited, the damping compensation torque will cause additional power overshoot, especially at high speeds, the power overshoot will be more obvious, because the higher the speed, the greater the damping compensation torque, the greater the additional power converted, and the more likely power overshoot will occur. At this time, the requested upper limit torque needs to be corrected according to the damping compensation torque of the motor.

[0082] In some embodiments, the requested upper limit torque is corrected according to the damping compensation torque of the motor to obtain the actual upper limit torque, including:

[0083] Step 2031: Determine the difference between the requested upper limit torque and the damping compensation torque as the actual upper limit torque.

[0084] During specific implementation, in the motor driving state, the VCU receives the damping compensation torque sent by the MCU through CAN communication. The damping compensation torque corresponds to the real-time motor speed. The greater the real-time motor speed, the damping compensation torque, but it cannot exceed the maximum compensation torque. The MCU determines the corresponding damping compensation torque through the real-time motor speed and the predetermined speed compensation relationship data, and sends it to the VCU through CAN communication. Therefore, determining the difference between the requested upper limit torque and the damping compensation torque as the actual upper limit torque can reserve a certain torque for the damping compensation torque in advance. For example, when the motor speed is 1000rpm, the requested upper limit torque is 300Nm, and the MCU calculates the damping compensation torque as 5Nm. At this time, the requested upper limit torque is corrected, and the actual upper limit torque obtained is 300-5=295Nm. Then the maximum value of the VCU's requested torque is 295Nm. When the VCU's requested torque is 295Nm, the actual torque of the motor that is finally output by the motor is ≤295Nm (actual upper limit torque) + 5Nm (shock absorption compensation torque) = requested upper limit torque = 300Nm, to ensure that the requested torque does not cause power overshoot. Correction based on the real-time changing shock absorption compensation torque can avoid excessive torque reservation to ensure the accuracy of the actual upper limit torque.

[0085] Step 2032: Determine the maximum value of the damping compensation torque to obtain the maximum compensation torque, and determine the difference between the requested upper limit torque and the maximum compensation torque as the actual upper limit torque.

[0086] In specific implementation, the maximum compensation torque of the maximum value of the seat shock absorption compensation torque can be directly stored in the VCU in advance. When the requested upper limit torque is corrected, the difference between the requested upper limit torque and the maximum compensation torque is directly determined as the actual upper limit torque. The torque is reserved in advance with the maximum compensation torque, which can ensure that no matter what value of the shock absorption compensation torque is used for shock absorption compensation, the actual torque of the motor will not exceed the requested upper limit torque. For example, when the motor speed is 1000rpm, the requested upper limit torque is 300Nm, and the MCU calculates the shock absorption compensation torque as 5Nm. At this time, the requested upper limit torque is corrected according to the maximum compensation torque of 10Nm, and the actual upper limit torque obtained is 300-10=290Nm. If the maximum value of the VCU's requested torque is 290Nm, then when the VCU's requested torque is 290Nm, the actual torque of the motor output at the motor speed of 1000rpm is ≤290Nm (actual upper limit torque) + 5Nm (shock compensation torque) = 295Nm ≤ requested upper limit torque = 300Nm, to ensure that the requested torque will not cause power overshoot. Direct correction based on the maximum compensation torque achieves the maximum torque reserve, ensuring that any shock compensation torque will not cause power overshoot, and does not require CAN communication with the MCU, which improves correction efficiency and reduces correction costs.

[0087] In summary, the limiting control method of the request torque provided by the embodiment of the present application determines the actual maximum power as the value of the maximum request power allowed under the motor performance limitation and the battery performance limitation. The request power can be limited according to the actual maximum power to ensure that the request power converted by the request torque will not overshoot, thereby realizing the limitation of the power end. Then, the initial upper limit torque without filtering and the filtered upper limit torque after filtering are determined respectively, and the request upper limit torque is determined in the initial upper limit torque and the filtered upper limit torque according to the current operating state, so as to ensure that the filtered upper limit torque after filtering will not play a counter-effect and cause the torque limitation to be inaccurate, thereby avoiding the problem of power overshoot caused by the vehicle slipping condition. Finally, the request upper limit torque is corrected according to the damping compensation torque of the motor, thereby avoiding the problem of power overshoot caused by the motor active damping condition. Limiting the request torque by the actual upper limit torque can ensure that the vehicle slipping or motor active damping and other conditions will not cause power overshoot, thereby ensuring that the battery will not be over-voltage or under-voltage, so as to protect the battery.

[0088] In some embodiments, Figure 3 As shown, after determining the requested upper limit torque, the request torque limiting control method further includes:

[0089] Step 301: Determine a real-time magnitude relationship between an initial upper limit torque and a filtered upper limit torque, and determine a target magnitude relationship corresponding to a requested upper limit torque in the real-time magnitude relationship.

[0090] The real-time magnitude relationship includes a first relationship in which the initial upper limit torque is less than the filtered upper limit torque, and a second relationship in which the initial upper limit torque is greater than or equal to the filtered upper limit torque.

[0091] In specific implementation, as the vehicle travels, both the initial upper limit torque and the filtered upper limit torque will change, which may cause the real-time magnitude relationship between the initial upper limit torque and the filtered upper limit torque to change. Therefore, it is necessary to monitor the initial upper limit torque and the filtered upper limit torque in real time, obtain the corresponding real-time initial upper limit torque and the real-time filtered upper limit torque, and obtain the corresponding real-time magnitude relationship by comparing the real-time initial upper limit torque and the real-time filtered upper limit torque. The real-time magnitude relationship corresponding to the moment of determining the requested upper limit torque is the target magnitude relationship, the real-time initial upper limit torque corresponding to the moment of determining the requested upper limit torque is the initial upper limit torque, and the real-time filtered upper limit torque corresponding to the moment of determining the requested upper limit torque is the filtered upper limit torque.

[0092] Step 302 : In response to the real-time magnitude relationship being the same as the target magnitude relationship, based on the current operating state and the real-time magnitude relationship, a torque change control is performed on the requested upper limit torque according to the real-time initial upper limit torque and the real-time filtered upper limit torque.

[0093] During specific implementation, if the real-time size relationship is the same as the target size relationship, it means that the real-time size relationship has always maintained the target size relationship and has not changed. Only the change of the requested upper limit torque itself needs to be considered. In this case, it is necessary to control the torque change of the requested upper limit torque based on the current operating status and the real-time size relationship, according to the real-time initial upper limit torque and the real-time filtered upper limit torque.

[0094] In some embodiments, based on the current operating state and the real-time magnitude relationship, the requested upper limit torque is subjected to torque change control according to the real-time initial upper limit torque and the real-time filtered upper limit torque, including:

[0095] Step 3021: In response to the current operating state being the driving state and the target magnitude relationship being the first relationship, the real-time initial upper limit torque and the requested upper limit torque are compared.

[0096] In specific implementation, if the current operating state is the driving state, it means that the real-time initial upper limit torque and the real-time filtered upper limit torque are both positive values. When the real-time size relationship is the first relationship, it means that the size relationship of the real-time initial upper limit torque being less than the real-time filtered upper limit torque is always maintained, then the requested upper limit torque at the current moment = min (real-time initial upper limit torque, real-time filtered upper limit torque) = real-time initial upper limit torque, indicating that the real-time initial upper limit torque needs to be continuously output as the requested upper limit torque. At this time, the real-time initial upper limit torque is the new initial upper limit torque at the current moment, and the requested upper limit torque is the initial upper limit torque at the historical moment. The real-time initial upper limit torque and the requested upper limit torque are compared to determine the change type of the requested upper limit torque. If the real-time initial upper limit torque is greater than the requested upper limit torque, it means that the change type of the requested upper limit torque is an increase change; if the real-time initial upper limit torque is less than the requested upper limit torque, it means that the change type of the requested upper limit torque is a decrease change.

[0097] Step 3022: In response to the real-time initial upper limit torque being greater than the requested upper limit torque, the requested upper limit torque is increased according to a preset first torque change rate with the real-time initial upper limit torque as a target.

[0098] In specific implementation, if the real-time initial upper limit torque is greater than the requested upper limit torque, it means that the real-time initial upper limit torque has increased during the process of continuously outputting the real-time initial upper limit torque as the requested upper limit torque, and the requested upper limit torque needs to be increased, and the target of the increase is the real-time initial upper limit torque, indicating that the requested upper limit torque at the historical moment needs to be increased to the real-time initial upper limit torque at the current moment. Since the process of increasing the requested upper limit torque is manifested as increasing the upper limit value of the requested torque, a more relaxed restriction is provided for the requested torque. If the requested power is increased at this time, the process of the requested power reaching the requested upper limit torque as the upper limit value belongs to the catch-up process, that is, the requested power and the requested upper limit increase at the same time, and there will be no problem of power overshoot when the requested power is increased.

[0099] Exemplarily, the requested upper limit torque is 300Nm, the real-time upper limit torque as the target is 350Nm, and the requested torque before the upper limit changes is 290Nm. If a signal to increase the requested torque is received when reducing the requested upper limit torque, 300Nm is still used as the upper limit value at this time, and the requested torque can be increased. Assume that the requested torque increases by 10Nm every 0.1 seconds, and the requested upper limit torque increases by 10Nm every 0.2 seconds. After 0.2 seconds, the requested torque becomes 310Nm, and the requested upper limit torque becomes 310Nm. At this time, the requested torque is equal to the requested upper limit torque, and it is judged that it is prohibited to continue to increase the requested torque. The requested torque can only be increased when the requested upper limit torque becomes 320Nm after 0.4 seconds. There will be no situation where the requested torque is greater than the requested upper limit torque, and there is no need to consider the problem of power overshoot.

[0100] Therefore, when increasing the requested upper limit power, priority is given to the smoothness of the entire vehicle, and the requested upper limit torque is increased according to the preset smaller first torque change rate, that is, the requested upper limit torque is increased to the real-time initial upper limit torque at a relatively slow increase speed.

[0101] Step 3023: In response to the real-time initial upper limit torque being less than the requested upper limit torque, the requested upper limit torque is reduced according to a preset second torque change rate with the real-time initial upper limit torque as the target; wherein the second torque change rate is greater than the first torque change rate.

[0102] In specific implementation, if the real-time initial upper limit torque is less than the requested upper limit torque, it means that the real-time initial upper limit torque has decreased during the process of continuously outputting the real-time initial upper limit torque as the requested upper limit torque, and the requested upper limit torque needs to be reduced, and the target of the reduction is the real-time initial upper limit torque, indicating that the requested upper limit torque at the historical moment needs to be reduced to the real-time initial upper limit torque at the current moment. Since the process of reducing the requested upper limit torque is manifested as reducing the upper limit value of the requested torque, a more stringent restriction is provided for the requested torque. If the requested torque is increased at this time, the process of the requested torque reaching the requested upper limit torque as the upper limit value belongs to a phase change process, that is, the requested upper limit torque decreases while the requested torque increases, and the problem of power overshoot will occur when the requested torque is reduced.

[0103] Exemplarily, the requested upper limit torque is 300Nm, the real-time upper limit torque as the target is 250Nm, and the requested torque before the upper limit changes is 250Nm. If a signal to increase the requested torque is received when reducing the requested upper limit torque, 300Nm is still used as the upper limit value, and the requested torque can be increased. Assume that the requested torque increases by 10Nm every 0.1 seconds, and the requested upper limit torque decreases by 10Nm every 0.2 seconds. After 0.2 seconds, the requested torque becomes 270Nm, and the requested upper limit torque becomes 290Nm. At this time, the requested torque is less than the requested upper limit torque, and the predicted requested torque after an increase is 280Nm, which is still less than the requested upper limit torque. It is judged that the requested torque can continue to increase. After 0.4 seconds, the requested torque becomes 290Nm, and the requested upper limit torque becomes 280Nm. At this time, the requested torque is greater than the requested upper limit torque, and a functional rate overshoot occurs. This is because at 0.3 seconds, the requested torque becomes 280Nm, but the requested upper limit torque remains at 290Nm and is not updated, allowing the requested torque to continue to increase, resulting in power overshoot at 0.4 seconds. Therefore, a larger change rate is required.

[0104] When reducing the requested upper limit power, priority is given to avoiding power overshoot. The requested upper limit torque is reduced according to the preset larger second torque change rate, that is, the requested upper limit torque is reduced to the real-time initial upper limit torque at a relatively fast reduction speed to avoid power overshoot.

[0105] Exemplarily, the requested upper limit torque is 300Nm, the real-time upper limit torque as the target is 250Nm, and the requested torque before the upper limit changes is 250Nm. If a signal to increase the requested torque is received when reducing the requested upper limit torque, 300Nm is still used as the upper limit value at this time, and the requested torque can be increased. Assume that the requested torque increases by 10Nm every 0.1 seconds, and the requested upper limit torque decreases by 15Nm every 0.05 seconds. After 0.1 seconds, the requested torque becomes 260Nm, and the requested upper limit torque becomes 270Nm. At this time, the requested torque is less than the requested upper limit torque, and the predicted requested torque is 270Nm after an increase, which does not exceed the requested upper limit torque. It is determined that the requested torque can continue to increase. After 0.15 seconds, the requested upper limit torque remains at 255Nm. At this time, the predicted requested torque is 270Nm, which exceeds the requested upper limit torque of 255Nm. The increase in the requested torque is interrupted to avoid power overshoot. Therefore, the larger the second change rate is, the better the effect of avoiding power overshoot is. Preferably, when the second torque change rate is greater than the change rate of the requested torque, a better effect of avoiding power overshoot can be achieved.

[0106] Step 3024: In response to the current operating state being the driving state and the target magnitude relationship being the second relationship, the real-time filtered upper limit torque is determined as the requested upper limit torque.

[0107] In specific implementation, if the current operating state is the driving state, it means that the real-time initial upper limit torque and the real-time filtered upper limit torque are both positive values. When the real-time magnitude relationship is the second relationship, it means that the magnitude relationship of the real-time initial upper limit torque is always maintained to be greater than or equal to the real-time filtered upper limit torque, and the real-time filtered upper limit torque will be continuously output as the requested upper limit torque. Since the filtered upper limit torque has been filtered, the real-time filtered upper limit torque can be synchronized with the requested upper limit torque, which ensures smoothness while avoiding power overshoot.

[0108] Step 3025: In response to the current operating state being the recovery state and the target magnitude relationship being the second relationship, compare the real-time initial upper limit torque and the requested upper limit torque.

[0109] In specific implementation, if the current operating state is the recovery state, it means that the real-time initial upper limit torque and the real-time filtered upper limit torque are both negative values. When the real-time magnitude relationship is the second relationship, it means that the magnitude relationship of the real-time initial upper limit torque being greater than or equal to the real-time filtered upper limit torque is always maintained, and the real-time initial upper limit torque will be continuously output as the requested upper limit torque. At this time, it is necessary to determine the change type of the requested torque by comparing the real-time initial upper limit torque and the requested upper limit torque.

[0110] Step 3026 : In response to the real-time initial upper limit torque being less than the requested upper limit torque, the requested upper limit torque is reduced according to a preset third torque change rate with the real-time initial upper limit torque as a target.

[0111] In specific implementation, if the real-time initial upper limit torque is less than the requested upper limit torque, the requested upper limit torque needs to be reduced. Since the requested upper limit torque is a negative value at this time, the negative sign indicates the braking direction, and reducing the requested upper limit torque indicates increasing the upper limit value of the recovery request torque. If the negative recovery request torque is reduced at this time, the process of the recovery request torque reaching the requested upper limit torque as the upper limit value belongs to the catching-up process, and the problem of power overshoot will not occur when the requested torque is reduced. Therefore, when reducing the requested upper limit torque, the smoothness of the whole vehicle is given priority, and the requested upper limit torque is reduced according to the preset smaller third torque change rate, that is, the requested upper limit torque is reduced to the real-time initial upper limit torque at a relatively slow reduction speed.

[0112] Step 3027: In response to the real-time initial upper limit torque being greater than the requested upper limit torque, the requested upper limit torque is increased according to a preset fourth torque change rate with the real-time initial upper limit torque as the target; wherein the third torque change rate is less than the fourth torque change rate.

[0113] In specific implementation, if the real-time initial upper limit torque is greater than the requested upper limit torque, the requested upper limit torque needs to be increased. Since the requested upper limit torque is a negative value at this time, the negative sign indicates the braking direction, and increasing the requested upper limit torque indicates reducing the upper limit value of the recovery request torque. If the negative recovery request torque is reduced at this time, the process of the recovery request torque reaching the requested upper limit torque as the upper limit value belongs to a phase change process, and the problem of power overshoot may occur when the requested torque is increased. Therefore, when increasing the requested upper limit torque, priority is given to avoiding power overshoot, and the requested upper limit torque is increased according to the preset larger fourth torque change rate, that is, the requested upper limit torque is increased to the real-time initial upper limit torque at a relatively fast increase speed.

[0114] For example, the requested upper limit torque is -300 Nm, the target real-time upper limit torque is -270 Nm, the requested upper limit torque is increased by 15 Nm every 0.05 seconds, and the torque change control of the requested upper limit torque is completed after 0.1 seconds.

[0115] Step 3028: In response to the current operating state being the recovery state and the target magnitude relationship being the first relationship, the real-time filtered upper limit torque is determined as the requested upper limit torque.

[0116] In specific implementation, if the current operating state is the recovery state, it means that the real-time initial upper limit torque and the real-time filtered upper limit torque are both negative values. When the real-time magnitude relationship is the first relationship, it means that the magnitude relationship of the real-time initial upper limit torque being less than the real-time filtered upper limit torque is always maintained, and the real-time filtered upper limit torque will be continuously output as the requested upper limit torque. Since the filtered upper limit torque has been filtered, the real-time filtered upper limit torque can be synchronized with the requested upper limit torque, which ensures smoothness while avoiding power overshoot.

[0117] Step 303 : In response to the real-time magnitude relationship being different from the target magnitude relationship, based on the current operating state and the real-time magnitude relationship, torque switching control is performed on the requested upper limit torque according to the real-time initial upper limit torque and the real-time filtered upper limit torque.

[0118] During specific implementation, if the real-time size relationship is different from the target size relationship, it means that the real-time size relationship has changed compared with the target size relationship, and the source of the requested upper limit torque has changed. It is necessary to perform torque switching control on the requested upper limit torque based on the real-time initial upper limit torque and the real-time filtered upper limit torque based on the current operating state and the real-time size relationship.

[0119] In some embodiments, based on the current operating state and the real-time magnitude relationship, torque switching control is performed on the requested upper limit torque according to the real-time initial upper limit torque and the real-time filtered upper limit torque, including:

[0120] Step 3031: In response to the current operating state being the driving state, and the relationship changing process being from the first relationship to the second relationship, the requested upper limit torque is switched to the real-time filtered upper limit torque according to a preset fifth torque change rate.

[0121] In specific implementation, if the current operating state is the driving state, the real-time initial upper limit torque and the real-time filtered upper limit torque are both positive values, and the continuously output request upper limit torque = min (real-time initial upper limit torque, real-time filtered upper limit torque are both positive values), if the relationship change process is from the first relationship to the second relationship, then the continuous output of the real-time initial upper limit torque as the request upper limit torque is switched to the continuous output of the real-time filtered upper limit torque as the request upper limit torque. This indicates that the motor speed has entered the reduction stage from the rising stage, indicating that there is no vehicle slipping condition, giving priority to the smoothness of the torque switching process, and switching the request upper limit torque to the real-time filtered upper limit torque according to the preset smaller fifth torque change rate.

[0122] Step 3032: In response to the current operating state being the driving state, and the relationship changing process being from the second relationship to the first relationship, the requested upper limit torque is switched to the real-time initial upper limit torque according to the preset sixth torque change rate; wherein the sixth torque change rate is greater than the fifth torque change rate.

[0123] In specific implementation, if the current operating state is the driving state, the real-time initial upper limit torque and the real-time filtered upper limit torque are both positive values, and the continuously output request upper limit torque = min (real-time initial upper limit torque, real-time filtered upper limit torque are both positive values), if the relationship change process is from the second relationship to the first relationship, then the continuous output of the real-time filtered upper limit torque as the request upper limit torque is switched to the continuous output of the real-time initial upper limit torque as the request upper limit torque. This indicates that the motor speed has entered the rising stage from the falling stage, indicating that there is a possibility of vehicle slippage. The risk of power overshoot during the torque switching process is avoided first. After updating the source of the requested upper limit torque, it is necessary to quickly update the value of the requested upper limit torque. Then, according to the preset larger sixth torque change rate, the requested upper limit torque is switched to the real-time filtered upper limit torque. That is, the sixth torque change rate is made greater than the fifth torque change rate, and the rapid switching of torque is prioritized.

[0124] Step 3033: In response to the current operating state being the recovery state and the relationship changing process being from the first relationship to the second relationship, the requested upper limit torque is switched to the real-time initial upper limit torque according to the preset seventh torque change rate.

[0125] In specific implementation, if the current operating state is the recovery state, the real-time initial upper limit torque and the real-time filtered upper limit torque are both negative values, and the continuously output requested upper limit torque = max (the real-time initial upper limit torque and the real-time filtered upper limit torque are both positive values), if the relationship change process is from the first relationship to the second relationship, then the continuous output of the real-time filtered upper limit torque as the requested upper limit torque is switched to the continuous output of the real-time initial upper limit torque as the requested upper limit torque. Switching to the continuous output of the real-time initial upper limit torque as the requested upper limit torque indicates that there is a risk of power overshoot and the value of the requested upper limit torque needs to be quickly updated. The requested upper limit torque is switched to the real-time initial upper limit torque according to the preset larger seventh torque change rate.

[0126] Step 3034: In response to the current operating state being the recovery state, and the relationship changing process being from the second relationship to the first relationship, the requested upper limit torque is switched to the real-time filtered upper limit torque according to the preset eighth torque change rate; wherein the seventh torque change rate is greater than the eighth torque change rate.

[0127] In specific implementation, if the current operating state is the recovery state, the real-time initial upper limit torque and the real-time filtered upper limit torque are both negative values, and the continuously output requested upper limit torque = max (the real-time initial upper limit torque and the real-time filtered upper limit torque are both positive values), if the relationship change process is from the second relationship to the first relationship, then the continuous output of the real-time initial upper limit torque as the requested upper limit torque is switched to the continuous output of the real-time filtered upper limit torque as the requested upper limit torque, and the continuous output of the real-time filtered upper limit torque as the requested upper limit torque indicates that there is no power overshoot risk (the power overshoot risk is caused by a large error in the filtered torque, so when the filtered real-time filtered upper limit torque is output as the requested upper limit torque, it is considered that there is no power overshoot risk or the power overshoot risk is low), and the smoothness of the torque adjustment is given priority, and the requested upper limit torque is switched to the real-time initial upper limit torque according to the preset smaller eighth torque change rate that is less than the seventh torque change rate.

[0128] In some embodiments, Figure 4 As shown, the initial upper limit torque and the filtered upper limit torque are determined according to the actual maximum power and the real-time motor speed, including:

[0129] Step 401: Determine the power-torque conversion parameter and the real-time filtered speed after filtering.

[0130] In specific implementation, since the torque-power conversion relationship is: power × 9550 / speed = torque, the filtering process is to filter the speed and the calculated torque separately, so when determining the upper limit torque of the filter, it is necessary to first determine the real-time filtering speed. When converting power to torque, it is necessary to determine the power-torque conversion parameter "9550".

[0131] Step 402: The ratio of the product of the actual maximum power and the power-torque conversion parameter to the real-time motor speed is determined as the initial upper limit torque.

[0132] In specific implementation, the initial upper limit torque is the power conversion torque without filtering processing, and the initial upper limit torque = actual maximum power × 9550 / real-time motor speed.

[0133] Step 403: The product of the actual maximum power and the power-torque conversion parameter and the ratio of the real-time filtered speed are determined as the original filtered torque, and the original filtered torque is filtered to obtain the filtered upper limit torque.

[0134] In specific implementation, the upper limit torque of the filter needs to be filtered twice. The first wave is the speed filtering process. According to the real-time filtering speed after filtering, the actual maximum power is converted into torque to obtain the original filtering torque. The original filtering torque = actual maximum power × 9550 / real-time filtering speed. Then continue to filter the original filtering torque (for example, low-pass filtering) to obtain the upper limit torque of the filter.

[0135] It should be noted that the method of the embodiment of the present application can be performed by a single device, such as a computer or server. The method of this embodiment can also be applied to a distributed scenario and completed by multiple devices cooperating with each other. In the case of such a distributed scenario, one of the multiple devices can only perform one or more steps in the method of the embodiment of the present application, and the multiple devices will interact with each other to complete the described method.

[0136] It should be noted that the above describes some embodiments of the present application. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recorded in the claims can be performed in an order different from that in the above embodiments and still achieve the desired results. In addition, the processes depicted in the accompanying drawings do not necessarily require the specific order or continuous order shown to achieve the desired results. In some embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0137] Based on the same inventive concept, corresponding to any of the above-mentioned embodiments and methods, the present application also provides a control device for limiting the requested torque.

[0138] refer to Figure 5 , the request torque limiting control device comprises:

[0139] The power limiting module 10 is configured to: determine the maximum available power according to the current operating state of the vehicle and the available power of the battery, and determine the actual maximum power according to the maximum available power and the maximum allowable power of the motor corresponding to the current driving mode;

[0140] The torque limiting module 20 is configured to: determine an initial upper limit torque and a filtered upper limit torque according to the actual maximum power and the real-time motor speed, and determine a requested upper limit torque from the initial upper limit torque and the filtered upper limit torque according to the current operating state;

[0141] The torque correction module 30 is configured to correct the requested upper limit torque according to the damping compensation torque of the motor to obtain an actual upper limit torque, and limit the requested torque according to the actual upper limit torque.

[0142] For the convenience of description, the above device is described in terms of functions divided into various modules. Of course, when implementing the present application, the functions of each module can be implemented in the same or multiple software and / or hardware.

[0143] The device of the above embodiment is used to implement the corresponding request torque limitation control method in any of the above embodiments, and has the beneficial effects of the corresponding method embodiment, which will not be described in detail here.

[0144] Based on the same inventive concept, corresponding to any of the above-mentioned embodiments and methods, the present application also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein when the processor executes the program, the method for limiting the requested torque described in any of the above embodiments is implemented.

[0145] Figure 6 A more specific schematic diagram of the hardware structure of an electronic device provided in this embodiment is shown, and the device may include: a processor 1010, a memory 1020, an input / output interface 1030, a communication interface 1040, and a bus 1050. The processor 1010, the memory 1020, the input / output interface 1030, and the communication interface 1040 are connected to each other through the bus 1050 in the device.

[0146] The processor 1010 can be implemented by a general-purpose CPU (Central Processing Unit), a microprocessor, an application-specific integrated circuit (ASIC), or one or more integrated circuits, and is used to execute relevant programs to implement the technical solutions provided in the embodiments of this specification.

[0147] The memory 1020 may be implemented in the form of ROM (Read Only Memory), RAM (Random Access Memory), static storage device, dynamic storage device, etc. The memory 1020 may store an operating system and other application programs. When the technical solutions provided in the embodiments of this specification are implemented by software or firmware, the relevant program codes are stored in the memory 1020 and are called and executed by the processor 1010.

[0148] The input / output interface 1030 is used to connect the input / output module to realize information input and output. The input / output module can be configured in the device as a component (not shown in the figure), or it can be externally connected to the device to provide corresponding functions. The input device may include a keyboard, a mouse, a touch screen, a microphone, various sensors, etc., and the output device may include a display, a speaker, a vibrator, an indicator light, etc.

[0149] The communication interface 1040 is used to connect a communication module (not shown) to realize communication interaction between the device and other devices. The communication module can realize communication through wired means (such as USB, network cable, etc.) or wireless means (such as mobile network, WIFI, Bluetooth, etc.).

[0150] The bus 1050 includes a path that transmits information between the various components of the device (eg, the processor 1010 , the memory 1020 , the input / output interface 1030 , and the communication interface 1040 ).

[0151] It should be noted that, although the above device only shows the processor 1010, the memory 1020, the input / output interface 1030, the communication interface 1040 and the bus 1050, in the specific implementation process, the device may also include other components necessary for normal operation. In addition, it can be understood by those skilled in the art that the above device may also only include the components necessary for implementing the embodiments of the present specification, and does not necessarily include all the components shown in the figure.

[0152] The electronic device of the above embodiment is used to implement the corresponding request torque limiting control method in any of the above embodiments, and has the beneficial effects of the corresponding method embodiment, which will not be described in detail here.

[0153] Based on the same inventive concept, corresponding to any of the above-mentioned embodiment methods, the present application also provides a non-transitory computer-readable storage medium, wherein the non-transitory computer-readable storage medium stores computer instructions, and the computer instructions are used to enable the computer to execute the requested torque limitation control method as described in any of the above embodiments.

[0154] The computer-readable medium of this embodiment includes permanent and non-permanent, removable and non-removable media, and information storage can be implemented by any method or technology. Information can be computer-readable instructions, data structures, modules of programs, or other data. Examples of computer storage media include, but are not limited to, phase change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technology, read-only compact disk read-only memory (CD-ROM), digital versatile disk (DVD) or other optical storage, magnetic cassettes, tape disk storage or other magnetic storage devices or any other non-transmission media that can be used to store information that can be accessed by a computing device.

[0155] The computer instructions stored in the storage medium of the above embodiment are used to enable the computer to execute the request torque limitation control method described in any of the above embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0156] Based on the same inventive concept, corresponding to any of the above-mentioned embodiments and methods, the present application also provides a vehicle, including the electronic device or the request torque limitation control device of the above-mentioned embodiment, and the request torque limitation control method described in any of the above embodiments is executed through the electronic device or the request torque limitation control device of the above-mentioned embodiment, and has the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0157] It is understandable that before using the technical solutions of each embodiment of the present disclosure, the type, scope of use, usage scenarios, etc. of the personal information involved will be informed to the user in an appropriate manner, and the user's authorization will be obtained.

[0158] For example, in response to receiving an active request from a user, a prompt message is sent to the user to clearly remind the user that the operation requested to be performed will require obtaining and using the user's personal information. Thus, the user can independently choose whether to provide personal information to software or hardware such as an electronic device, application, server, or storage medium that performs the operation of the technical solution of the present disclosure according to the prompt message.

[0159] As an optional but non-limiting implementation, in response to receiving the user's active request, the prompt information may be sent to the user in the form of a pop-up window, in which the prompt information may be presented in text form. In addition, the pop-up window may also carry a selection control for the user to choose "agree" or "disagree" to provide personal information to the electronic device.

[0160] It is understandable that the above notification and the process of obtaining user authorization are merely illustrative and do not constitute a limitation on the implementation of the present disclosure. Other methods that meet relevant laws and regulations may also be applied to the implementation of the present disclosure.

[0161] A person skilled in the art should understand that the discussion of any of the above embodiments is merely illustrative and is not intended to imply that the scope of the present application is limited to these examples. In line with the concept of the present application, the technical features in the above embodiments or different embodiments may be combined, the steps may be implemented in any order, and there are many other variations of the different aspects of the embodiments of the present application as described above, which are not provided in detail for the sake of simplicity.

[0162] In addition, to simplify the description and discussion, and in order not to make the embodiments of the present application difficult to understand, the known power / ground connections to the integrated circuit (IC) chip and other components may or may not be shown in the provided drawings. In addition, the device may be shown in the form of a block diagram to avoid making the embodiments of the present application difficult to understand, and this also takes into account the fact that the details of the implementation of these block diagram devices are highly dependent on the platform on which the embodiments of the present application are to be implemented (that is, these details should be fully within the scope of understanding of those skilled in the art). Where specific details (e.g., circuits) are set forth to describe exemplary embodiments of the present application, it is obvious to those skilled in the art that the embodiments of the present application can be implemented without these specific details or with changes in these specific details. Therefore, these descriptions should be considered illustrative rather than restrictive.

[0163] Although the present application has been described in conjunction with specific embodiments of the present application, many alternatives, modifications and variations of these embodiments will be apparent to those skilled in the art from the foregoing description. For example, other memory architectures (e.g., dynamic RAM (DRAM)) may use the discussed embodiments.

[0164] The embodiments of the present application are intended to cover all such substitutions, modifications and variations that fall within the broad scope of the present application. Therefore, any omissions, modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the embodiments of the present application should be included in the protection scope of the present application.

Claims

1. A method for limiting control of a requested torque, characterized in that: include: Determining a maximum available power according to a current operating state of the vehicle and an available power of a battery, and determining an actual maximum power according to the maximum available power and a maximum allowable power of the motor corresponding to a current driving mode; Determine an initial upper limit torque and a filtered upper limit torque according to the actual maximum power and the real-time motor speed, and determine a requested upper limit torque from the initial upper limit torque and the filtered upper limit torque according to the current operating state; Correcting the requested upper limit torque according to the damping compensation torque of the motor to obtain an actual upper limit torque, and limiting the requested torque according to the actual upper limit torque; After determining the requested upper limit torque, the method further includes: Determine a real-time magnitude relationship between the initial upper limit torque and the filtered upper limit torque, and determine a target magnitude relationship corresponding to the requested upper limit torque in the real-time magnitude relationship; wherein the real-time magnitude relationship includes a first relationship in which the initial upper limit torque is less than the filtered upper limit torque, and a second relationship in which the initial upper limit torque is greater than or equal to the filtered upper limit torque; In response to the real-time magnitude relationship being the same as the target magnitude relationship, based on the current operating state and the real-time magnitude relationship, performing torque variation control on the requested upper limit torque according to the real-time initial upper limit torque and the real-time filtered upper limit torque; In response to the real-time magnitude relationship being different from the target magnitude relationship, the requested upper limit torque is torque-switched controlled according to the real-time initial upper limit torque and the real-time filtered upper limit torque based on the current operating state and the real-time magnitude relationship.

2. The method for limiting the requested torque according to claim 1, characterized in that: The determining of the initial upper limit torque and the filtered upper limit torque according to the actual maximum power and the real-time motor speed includes: Determine power-torque conversion parameters and real-time filtered speed after filtering; Determine the ratio of the product of the actual maximum power and the power-torque conversion parameter to the real-time motor speed as the initial upper limit torque; The product of the actual maximum power and the power-torque conversion parameter and the ratio of the real-time filtered speed are determined as the original filtered torque, and the original filtered torque is filtered to obtain the filtered upper limit torque.

3. The method for limiting the requested torque according to claim 1, characterized in that: The step of determining the requested upper limit torque from the initial upper limit torque and the filtered upper limit torque according to the current operating state includes: In response to the current operating state being a driving state, determining a minimum value between the initial upper limit torque and the filtered upper limit torque as the requested upper limit torque; In response to the current operating state being a regeneration state, a maximum value between the initial upper limit torque and the filtered upper limit torque is determined as the requested upper limit torque.

4. The method for limiting the requested torque according to claim 1, characterized in that: The step of correcting the requested upper limit torque according to the damping compensation torque of the motor to obtain the actual upper limit torque includes: determining the difference between the requested upper limit torque and the damping compensation torque as the actual upper limit torque; or, The maximum value of the damping compensation torque is determined to obtain a maximum compensation torque, and the difference between the requested upper limit torque and the maximum compensation torque is determined as the actual upper limit torque.

5. The method for limiting the requested torque according to claim 1, characterized in that: The step of performing torque change control on the requested upper limit torque based on the current operating state and the real-time magnitude relationship according to the real-time initial upper limit torque and the real-time filtered upper limit torque includes: In response to the current operating state being a driving state and the target magnitude relationship being the first relationship, comparing the real-time initial upper limit torque with the requested upper limit torque; In response to the real-time initial upper limit torque being greater than the requested upper limit torque, increasing the requested upper limit torque according to a preset first torque change rate with the real-time initial upper limit torque as a target; In response to the real-time initial upper limit torque being less than the requested upper limit torque, reducing the requested upper limit torque according to a preset second torque change rate with the real-time initial upper limit torque as a target; wherein the second torque change rate is greater than the first torque change rate; In response to the current operating state being a driving state and the target magnitude relationship being the second relationship, the real-time filtered upper limit torque is determined as the requested upper limit torque.

6. The method for limiting the requested torque according to claim 1, characterized in that: The step of performing torque change control on the requested upper limit torque based on the current operating state and the real-time magnitude relationship according to the real-time initial upper limit torque and the real-time filtered upper limit torque includes: In response to the current operating state being a recovery state and the target magnitude relationship being the second relationship, comparing the real-time initial upper limit torque with the requested upper limit torque; In response to the real-time initial upper limit torque being less than the requested upper limit torque, reducing the requested upper limit torque according to a preset third torque change rate with the real-time initial upper limit torque as a target; In response to the real-time initial upper limit torque being greater than the requested upper limit torque, increasing the requested upper limit torque according to a preset fourth torque change rate with the real-time initial upper limit torque as a target; wherein the third torque change rate is less than the fourth torque change rate; In response to the current operating state being a recovery state and the target magnitude relationship being the first relationship, the real-time filtered upper limit torque is determined as the requested upper limit torque.

7. The method for limiting the requested torque according to claim 1, characterized in that: The torque switching control of the requested upper limit torque is performed based on the current operating state and the real-time magnitude relationship according to the real-time initial upper limit torque and the real-time filtered upper limit torque, including: In response to the current operating state being the driving state, and the relationship changing process being the change from the first relationship to the second relationship, switching the requested upper limit torque to the real-time filtered upper limit torque according to a preset fifth torque change rate; In response to the current operating state being the driving state, and the relationship changing process being the change from the second relationship to the first relationship, the requested upper limit torque is switched to the real-time initial upper limit torque according to a preset sixth torque change rate; wherein the sixth torque change rate is greater than the fifth torque change rate; In response to the current operating state being a recovery state, and the relationship changing process being a change from the first relationship to the second relationship, switching the requested upper limit torque to the real-time initial upper limit torque according to a preset seventh torque change rate; In response to the current operating state being a recovery state, and the relationship changing process being from the second relationship to the first relationship, the requested upper limit torque is switched to the real-time filtered upper limit torque according to a preset eighth torque change rate; wherein the seventh torque change rate is greater than the eighth torque change rate.

8. A torque request limiting control device, characterized in that: include: a power limiting module configured to: determine a maximum available power according to a current operating state of the vehicle and an available power of the battery, and determine an actual maximum power according to the maximum available power and a maximum allowable power of the motor corresponding to a current driving mode; The torque limiting module is configured to: determine an initial upper limit torque and a filtered upper limit torque according to the actual maximum power and the real-time motor speed, and determine a requested upper limit torque from the initial upper limit torque and the filtered upper limit torque according to the current operating state; wherein, after determining the requested upper limit torque, it also includes: Determine a real-time magnitude relationship between the initial upper limit torque and the filtered upper limit torque, and determine a target magnitude relationship corresponding to the requested upper limit torque in the real-time magnitude relationship; wherein the real-time magnitude relationship includes a first relationship in which the initial upper limit torque is less than the filtered upper limit torque, and a second relationship in which the initial upper limit torque is greater than or equal to the filtered upper limit torque; In response to the real-time magnitude relationship being the same as the target magnitude relationship, based on the current operating state and the real-time magnitude relationship, performing torque variation control on the requested upper limit torque according to the real-time initial upper limit torque and the real-time filtered upper limit torque; In response to the real-time magnitude relationship being different from the target magnitude relationship, based on the current operating state and the real-time magnitude relationship, performing torque switching control on the requested upper limit torque according to the real-time initial upper limit torque and the real-time filtered upper limit torque; The torque correction module is configured to correct the requested upper limit torque according to the damping compensation torque of the motor to obtain an actual upper limit torque, and limit the requested torque according to the actual upper limit torque.

9. A vehicle, characterized in that: The invention comprises a torque request limiting control device as claimed in claim 8.

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