Motor torque control method, system, electronic device and medium

Abstract

The present invention relates to a motor torque control method, system, electronic device and medium. The method comprises: identifying a driver's accelerator pedal opening change rate; under a Tip-in working condition, judging whether the accelerator pedal opening change rate exceeds a preset threshold, performing mean filtering to smooth the accelerator pedal opening change; inputting the smoothed accelerator pedal opening into a maximum torque mapping relationship to obtain a motor target torque; limiting the rising rate of the motor target torque according to the current vehicle speed, synthesizing the motor actual target torque and sending it to a controller; under a Tip-out working condition, judging the motor torque direction and whether no reverse torque occurs, calculating and adjusting the motor target torque decrease rate in real time; when reverse torque exists, setting the motor torque decrease rate according to the vehicle speed, and realizing a gradual transition of the motor torque from a positive value to a negative value by smoothing the zero-crossing transition; and applying the motor actual target torque to the vehicle to realize stable operation of the transmission system.

Description

Technical Field

[0001] The present invention relates to the technical field of pure electric commercial vehicles, and in particular to a motor torque control method, system, electronic equipment and medium. Background Art

[0002] With the continuous development of electric vehicle technology, pure electric commercial vehicles are gaining market favor, particularly due to their significant advantages in environmental protection and energy efficiency. The widespread adoption of pure electric commercial vehicles has spurred research and improvements in their drive systems, particularly automated mechanical transmissions (AMTs). AMTs effectively manage and adjust the motor's torque output, improving overall vehicle performance without sacrificing vehicle power, economy, or driving comfort.

[0003] However, in practical applications, the drivetrains of pure electric commercial vehicles still face several technical challenges. Drivetrain vibration and noise are particularly prominent, especially during rapid acceleration (tip-in) or deceleration (tip-out). Under these conditions, due to gaps between components in the drivetrain, such as gears and spline connections, rapid changes in drive torque or load often lead to brief collisions between components, producing metallic clashing noises and noticeable vibrations. This not only affects the driving experience but also poses a potential threat to the vehicle's durability.

[0004] While existing technologies have addressed this issue through mechanical improvements, such as reducing gear backlash and modifying vehicle loads, these methods are often unsuitable for mass-produced pure electric commercial vehicles. Furthermore, these measures may increase manufacturing costs or affect other performance parameters, such as overall vehicle weight and energy efficiency. Summary of the Invention

[0005] The present invention provides a motor torque control method, system, electronic device, and medium, which aim to solve the problems of jitter and metal impact noise generated in the transmission system of pure electric commercial vehicles during rapid acceleration or deceleration, thereby improving driving comfort.

[0006] To achieve the above object, the present invention provides a motor torque control method in a first aspect, comprising the following steps:

[0007] Step S100: Identify the operating condition type of the vehicle, where the operating condition type includes a Tip-in operating condition and a Tip-out operating condition;

[0008] Step S200: If the vehicle is in the Tip-in state, perform the following operations:

[0009] Step S201: Identify the vehicle's travel status;

[0010] Step S202: measuring the rate of change of the accelerator pedal opening according to the vehicle's traveling state;

[0011] Step S203: When the measured accelerator pedal opening change rate exceeds a set threshold, the accelerator pedal opening is subjected to mean filtering and the torque increase rate is limited;

[0012] Step S204: Input the accelerator pedal opening after mean filtering into the torque mapping table, and calculate the motor target torque in combination with the current vehicle speed;

[0013] Step S300: If the vehicle is in the Tip out state, perform the following operations:

[0014] Step S301: measuring the vehicle's coasting feedback, braking request, and whether it is in a low-speed, no-electric braking range to determine whether there is a sudden change in reverse torque;

[0015] Step S302: If there is no reverse torque mutation, calculate the minimum meshing torque required to keep the vehicle stationary, and obtain the motor target torque from the two-dimensional torque mapping table based on the vehicle speed and accelerator pedal opening;

[0016] Step S303: If there is a sudden change in reverse torque, control the target torque reduction rate according to the vehicle speed torque reduction rate mapping table, and perform smoothing in the zero-crossing torque region so that the motor target torque smoothly transitions from positive to negative.

[0017] Step S400: Adjust the motor output according to the calculated motor target torque to match the current driving state and working condition requirements of the vehicle.

[0018] Furthermore, in step S200, the vehicle's traveling state includes the vehicle being in a forward gear. When the vehicle is in a forward gear, the following steps are performed:

[0019] Measure the rate of change of accelerator pedal opening;

[0020] When the accelerator pedal opening change rate exceeds 100% opening stroke per second, the accelerator pedal opening is subjected to mean filtering and the accelerator pedal opening change rate is limited;

[0021] Based on the accelerator pedal opening and vehicle speed after mean filtering, the motor target torque is determined using a mapping table between the accelerator pedal opening and the maximum torque;

[0022] Controlling the rate of increase of the motor target torque based on a torque increase rate mapping table of vehicle speed and accelerator pedal opening;

[0023] The calculated motor target torque is sent to the motor controller to control the acceleration of the vehicle in the forward gear.

[0024] Furthermore, in step S200, the vehicle's traveling state includes the vehicle being in reverse gear. When the vehicle is in reverse gear, the following steps are performed:

[0025] Measure the rate of change of accelerator pedal opening;

[0026] When the accelerator pedal opening change rate exceeds 75% of the opening stroke per second, the accelerator pedal opening is subjected to mean filtering and the accelerator pedal opening change rate is limited;

[0027] The maximum driving torque is adjusted according to the vehicle speed and the motor external torque characteristics, where:

[0028]

[0029] Wherein, Tmax2 represents the maximum external characteristic torque of the motor when in reverse gear, Tmax represents the maximum external characteristic torque of the motor at different speeds; v represents the vehicle speed;

[0030] According to the adjusted accelerator pedal opening and vehicle speed, the motor target torque is determined by using a mapping table between the accelerator pedal opening and the maximum torque;

[0031] Controlling the rate of increase of the motor target torque based on a torque increase rate mapping table of vehicle speed and accelerator pedal opening;

[0032] The calculated motor target torque is sent to the motor controller to control the acceleration of the vehicle in reverse gear.

[0033] Furthermore, in the Tip-out condition, when the driver suddenly releases the accelerator and the motor torque direction is positive, the following steps are performed:

[0034] Determine whether there is coasting feedback, braking request or low-speed electric braking condition;

[0035] When none of the above conditions are met, calculate the vehicle meshing torque and determine the minimum torque to maintain stationary state according to the following dynamic formula:

[0036]

[0037] Among them, G is the fully loaded vehicle weight, f is the rolling resistance coefficient, i0 is the main reduction ratio, i g is the transmission ratio, η T is the transmission efficiency, r is the rolling radius; T tq is the traction torque of the driving motor;

[0038] According to the vehicle speed and accelerator pedal opening, the motor target torque is obtained through the maximum torque two-dimensional torque mapping table, and the vehicle speed torque reduction rate mapping table is used to limit the reduction rate of the motor target torque.

[0039] Furthermore, when the driver suddenly releases the accelerator and the motor torque direction is reversed, the following steps are performed:

[0040] Measure the current direction and magnitude of the motor's target torque;

[0041] Determine the target direction and target value of the motor target torque, calculated using a maximum torque two-dimensional torque mapping table based on vehicle speed and accelerator pedal opening;

[0042] Apply the vehicle speed torque reduction rate mapping table to control the rate of change of the motor target torque to smooth the torque transition;

[0043] The adjusted motor target torque is sent to the motor controller to adjust the motor output to suit the current driving demand.

[0044] Furthermore, in the Tip-out condition, when it is determined that there is a coasting feedback, a braking request, or a low-speed power-off braking condition, the following steps are performed:

[0045] Based on the vehicle speed and accelerator pedal opening, the motor target torque is obtained through the maximum torque two-dimensional mapping table;

[0046] According to the vehicle speed torque reduction rate mapping table, when the vehicle speed reaches a predetermined threshold and the initial motor target torque exceeds a set value, the initial motor target torque is adjusted to remove some torque and smooth the transition from positive torque to negative torque in the zero torque region;

[0047] The adjusted motor target torque is used as the actual motor target torque and applied to the controlled vehicle.

[0048] Furthermore, in the Tip-out condition, when it is determined that the vehicle is parked or in a low-speed state, the following steps are performed:

[0049] Measure vehicle speed and pedal opening based on the vehicle's current state and sensor feedback;

[0050] Calculate the minimum hold-stationary meshing torque required for the current vehicle state, based on vehicle speed, rolling resistance coefficient, and driveline parameters;

[0051] Obtain the matching motor target torque from the maximum torque two-dimensional mapping table;

[0052] Applying a vehicle speed torque reduction rate mapping table to adjust the reduction rate of the motor target torque so that the torque smoothly transitions to a predetermined low value or zero torque state;

[0053] The adjusted torque value is transmitted to the motor controller for vehicle driving control.

[0054] To achieve the above objectives, the second aspect of the present invention provides a motor torque control system, comprising the following modules:

[0055] The working condition identification module is used to identify the working condition type of the vehicle, including the Tip-in working condition and the Tip-out working condition;

[0056] A driving state detection module is used to identify the driving state of the vehicle and determine whether the vehicle is in the forward gear or other gears;

[0057] The accelerator pedal processing module is used to measure the accelerator pedal opening change rate and perform mean filtering on it when it reaches a set threshold, while limiting the torque rise rate;

[0058] The target torque calculation module is used to combine the processed accelerator pedal opening with the vehicle speed and calculate the motor target torque using a two-dimensional torque mapping table;

[0059] The torque smoothing module is used to smooth the reverse torque mutation under the tip-out condition according to the vehicle speed torque reduction rate mapping table, so that the torque transitions smoothly from positive to negative;

[0060] The torque adjustment module is used to adjust the motor output in real time to match the vehicle's current driving state and working conditions based on the calculated motor target torque;

[0061] The feedback processing module is used to judge the coasting feedback, braking request and low-speed power-off braking conditions under the Tip-out working condition to determine whether the motor target torque needs to be adjusted.

[0062] To achieve the above-mentioned object, a third aspect of the present invention provides an electronic device, comprising a processor and a memory, wherein the processor is configured to implement the steps of the motor torque control method when executing a computer program stored in the memory.

[0063] To achieve the above-mentioned object, a fourth aspect of the present invention provides a computer-readable storage medium, on which a computer program is stored. When the computer program is executed by a processor, the steps of the motor torque control method are executed.

[0064] Beneficial effects of the present invention:

[0065] Compared with the prior art, the present invention provides a motor torque control method, system, electronic device and medium, which can effectively control the rate and direction of torque change by intelligently adjusting the torque response of the motor, especially under the rapid acceleration (Tip in) and rapid deceleration (Tip out) conditions of pure electric commercial vehicles. This method first calculates the appropriate motor torque output based on the driver's accelerator pedal operation and the real-time status of the vehicle, and then avoids transmission system jitter and Clunk noise caused by torque mutation by limiting the rise and fall rates of the torque and adopting smooth transition technology during the torque conversion process. In addition, the present invention also ensures the optimization of torque output through a dynamic control strategy that comprehensively considers vehicle speed and drive requirements, thereby greatly enhancing the driving smoothness and NVH (noise, vibration and roughness) performance of the vehicle. This method not only improves the accuracy and response speed of motor control, but also, due to its software-controlled characteristics, is easy to upgrade and implement on existing vehicles without the need for physical modifications to mechanical components. BRIEF DESCRIPTION OF THE DRAWINGS

[0066] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the following briefly introduces the drawings required for describing the embodiments.

[0067] Figure 1 This is a flow chart of a motor torque control method disclosed in an embodiment of the present invention.

[0068] Figure 2 This is a flow chart of a vehicle in a Tip-in condition disclosed in an embodiment of the present invention.

[0069] Figure 3 This is a flow chart of a vehicle in a Tip out condition disclosed in an embodiment of the present invention. DETAILED DESCRIPTION

[0070] The embodiments of the present invention will be described in detail below. The embodiments described with reference to the accompanying drawings are exemplary. The embodiments of the present invention will be described in detail below.

[0071] The commercial vehicle drivetrain is a complex, nonlinear elastic system comprised of the drive motor, automated transmission (AMT), drive shaft, drive axle, and tires. For pure electric commercial vehicles equipped with an AMT, when the drivetrain's drive torque or load suddenly changes or even reverses direction, the inevitable clearances within transmission components, such as gear pairs and spline connections, can cause brief collisions. This often manifests as a metallic-on-metal clash noise accompanied by noticeable vibration. This noise is particularly noticeable during tip-in / tip-out conditions, when the accelerator is rapidly applied or released. In tip-out conditions, when the accelerator is rapidly released, the vehicle experiences coasting feedback, and even torque reversal, making the clunking noise even more pronounced. Therefore, without changing the mechanical structure, the following motor torque control strategy has been designed to match the AMT drivetrain system to rapidly reduce clunking noise and drivetrain vibration, improving driving comfort and meeting customer needs.

[0072] like Figure 1 As shown, the present invention provides a motor torque control method, comprising the following steps:

[0073] Step S100: Identify the operating condition type of the vehicle, where the operating condition type includes a Tip-in operating condition and a Tip-out operating condition;

[0074] Step S200: If the vehicle is in the Tip-in state, perform the following operations:

[0075] Step S201: Identify the vehicle's travel status;

[0076] Step S202: measuring the rate of change of the accelerator pedal opening according to the vehicle's traveling state;

[0077] Step S203: When the measured accelerator pedal opening change rate exceeds a set threshold, the accelerator pedal opening is subjected to mean filtering and the torque increase rate is limited;

[0078] Step S204: Input the accelerator pedal opening after mean filtering into the torque mapping table, and calculate the motor target torque in combination with the current vehicle speed;

[0079] Step S300: If the vehicle is in the Tip out state, perform the following operations:

[0080] Step S301: measuring the vehicle's coasting feedback, braking request, and whether it is in a low-speed, no-electric braking range to determine whether there is a sudden change in reverse torque;

[0081] Step S302: If there is no reverse torque mutation, calculate the minimum meshing torque required to keep the vehicle stationary, and obtain the motor target torque from the two-dimensional torque mapping table based on the vehicle speed and accelerator pedal opening;

[0082] Step S303: If there is a sudden change in reverse torque, control the target torque reduction rate according to the vehicle speed torque reduction rate mapping table, and perform smoothing in the zero-crossing torque region so that the motor target torque smoothly transitions from positive to negative.

[0083] Step S400: Adjust the motor output according to the calculated motor target torque to match the current driving state and working condition requirements of the vehicle.

[0084] The motor torque control method of this embodiment is based on the real-time calculation and adjustment of the accelerator pedal opening and the maximum allowable driving torque of the vehicle, ensuring the accuracy and adaptability of the torque output. Specifically, the calculation formula of the motor torque is:

[0085] T0=a*M max ;

[0086] Where a represents the actual accelerator pedal opening value, M max The maximum permissible driving torque of the vehicle is M max It is calculated based on the current vehicle speed and the motor's external characteristic torque curve to ensure that the torque output meets the power requirements without exceeding the motor's safe operating range.

[0087] To optimize smooth torque output and reduce vibration and noise caused by sudden torque changes, this embodiment also introduces a limit on the motor torque change rate. The motor torque change rate limit is set to N Newtons per second, meaning that the motor torque output cannot increase or decrease by more than N Newtons in any given second. In this way, the motor target torque can be smoothly adjusted during driving, avoiding the adverse driving experience and potential mechanical damage caused by rapid torque changes.

[0088] The following is a detailed explanation of the rapid acceleration (Tip in) and rapid deceleration (Tip out) conditions:

[0089] like Figure 2 As shown, under the rapid acceleration (Tip in) condition:

[0090] When the driver suddenly steps on the accelerator, that is, when the vehicle is in a rapid acceleration (Tip in) condition, the vehicle direction is identified.

[0091] 1) When it is determined that the vehicle is in forward gear, the pedal opening change rate is determined. When the pedal opening change rate is greater than 100% of the opening stroke per second, it is a rapid acceleration, and the accelerator pedal opening needs to be mean filtered. At the same time, the accelerator pedal opening change rate is limited to obtain a slower accelerator pedal opening change curve.

[0092] 2) The accelerator pedal opening is input into the pedal opening and maximum torque MAP to obtain the motor target torque corresponding to different pedal openings. At the same time, different vehicle speeds require the torque increase rate to be limited. The motor target torque increase rate is obtained based on the vehicle speed and torque increase rate MAP.

[0093] 3) The rate of change of the motor target torque is limited by the motor target torque rise rate, thereby synthesizing the actual motor target torque, which is sent to the motor controller and acts on the controlled vehicle to achieve smooth acceleration of the vehicle in the forward gear.

[0094] 4) When the vehicle is determined to be in reverse gear, the pedal opening rate of change is determined. If the pedal opening rate of change is greater than 75% of the opening range per second, the vehicle is in reverse gear and in a state of rapid acceleration. The accelerator pedal opening rate of change needs to be averaged and filtered, and the accelerator pedal opening rate of change is limited to obtain a gentler accelerator pedal opening curve. Since the reverse gear speed cannot be too high, the maximum driving torque needs to be reduced according to the vehicle speed and the external torque characteristics of the motor, that is, Tmax2:

[0095]

[0096] Among them, Tmax2 represents the corresponding maximum external characteristic torque of the motor in reverse gear (determined according to Tmax and vehicle speed. At low speeds, the maximum external characteristic torque of the motor is exerted to ensure starting, and then it decreases according to vehicle speed). Tmax represents the maximum external characteristic torque of the motor at different speeds; v represents vehicle speed;

[0097] 5) The accelerator pedal opening and maximum torque are input into the pedal opening and maximum torque mapping table (MAP) to obtain the motor target torque corresponding to different pedal openings. At the same time, different vehicle speeds require a limit on the torque increase rate. The motor target torque increase rate is obtained based on the vehicle speed and torque increase rate mapping table (MAP).

[0098] 6) The rate of change of the motor target torque is limited by the motor target torque rise rate, thereby synthesizing the actual motor target torque, which is sent to the motor controller and acts on the controlled vehicle to achieve smooth acceleration of the vehicle in reverse gear.

[0099] It is understandable that under rapid acceleration (Tip in) conditions, due to the different driving torque requirements for forward and reverse gears, and without affecting the safety of high-torque starting and climbing conditions, by identifying the accelerator pedal opening change rate, limiting the torque rise rate, and limiting the maximum driving torque with vehicle speed, torque mutations are reduced, achieving smooth vehicle acceleration and reducing starting noise.

[0100] like Figure 3 As shown, under the rapid deceleration (Tip out) condition:

[0101] 1) When the driver suddenly releases the accelerator, the motor torque is originally in the driving direction, that is, in the forward direction. The motor torque direction needs to be determined. The first judgment condition is whether there is coasting feedback; the second condition is whether there is a braking request; and the third condition is whether it is in the low-speed non-electric braking range.

[0102] 2) When conditions 1, 2, and 3 are not met, the vehicle has no reverse mutation torque, that is, negative mutation torque. Calculate the vehicle meshing torque, ignoring the influence of vehicle speed and slope, and obtain it according to the vehicle dynamics formula Calculate the minimum torque required to keep the vehicle stationary, where G is the fully loaded vehicle weight, f is the rolling resistance coefficient, i0 is the main reduction ratio, i g is the transmission ratio, η T is the transmission efficiency, r is the rolling radius; T tq is the traction torque of the driving motor;

[0103] The motor target torque is calculated based on vehicle speed, pedal opening, and a two-dimensional maximum torque mapping table (MAP). The speed-torque reduction rate mapping table (MAP) limits the motor target torque reduction rate, thereby synthesizing the actual motor target torque and applying it to the controlled vehicle. This ensures that the motor torque in this case smoothly decreases to a positive meshing torque based on vehicle speed, reducing torque shock.

[0104] 3) When conditions one, two, and three are all met and the vehicle experiences a sudden negative torque change, the motor target torque is obtained based on vehicle speed, pedal opening, and the maximum torque two-dimensional mapping table (MAP). Based on the vehicle speed torque reduction rate mapping table (MAP), the torque is quickly unloaded when the vehicle speed is high and the torque is large. Smoothing is performed near the zero torque region where the positive torque transitions to the negative torque, thereby synthesizing the actual motor target torque to act on the controlled vehicle. The motor torque smoothly drops according to the vehicle speed step and smoothly transitions to negative torque through zero, thereby reducing the directional impact of the torque.

[0105] Under rapid deceleration (Tip out) conditions, when the vehicle determines that there is no reverse torque, the meshing torque is calculated in real time through the vehicle dynamics equation, so that the driving torque is quickly and smoothly reduced to a positive meshing torque, and the gear meshing surface does not reverse, thereby reducing the jitter of the transmission system.

[0106] Under rapid deceleration (Tip Out) conditions, when the vehicle determines that reverse torque exists, the rate of torque reduction is limited by different vehicle speeds. The rate of reduction is faster at high speeds, and near the zero point, the torque is smoothed so that it passes through the zero point smoothly, changing from positive torque to negative torque. This reduces the impact of the reverse change in torque, thereby quickly reducing Clunk noise and transmission system vibration.

[0107] In summary, the present invention not only optimizes the driving performance of pure electric commercial vehicles by intelligently controlling the output and change rate of motor torque, but also effectively reduces the clamp noise and system jitter that may be generated by the transmission system under extreme driving conditions, significantly improving driving comfort and the overall performance of the vehicle.

[0108] Preferably, the present invention further provides a motor torque control system, comprising the following modules:

[0109] The working condition identification module is used to identify the working condition type of the vehicle, including the Tip-in working condition and the Tip-out working condition;

[0110] A driving state detection module is used to identify the driving state of the vehicle and determine whether the vehicle is in the forward gear or other gears;

[0111] The accelerator pedal processing module is used to measure the accelerator pedal opening change rate and perform mean filtering on it when it reaches a set threshold, while limiting the torque rise rate;

[0112] The target torque calculation module is used to combine the processed accelerator pedal opening with the vehicle speed and calculate the motor target torque using a two-dimensional torque mapping table;

[0113] The torque smoothing module is used to smooth the reverse torque mutation under the tip-out condition according to the vehicle speed torque reduction rate mapping table, so that the torque transitions smoothly from positive to negative;

[0114] The torque adjustment module is used to adjust the motor output in real time to match the vehicle's current driving state and working conditions based on the calculated motor target torque;

[0115] The feedback processing module is used to judge the coasting feedback, braking request and low-speed power-off braking conditions under the Tip-out working condition to determine whether the motor target torque needs to be adjusted.

[0116] It is understood that the embodiments described herein may be implemented using hardware, software, firmware, middleware, microcode, or a combination thereof. For hardware implementation, the processing unit may be implemented in one or more application-specific integrated circuits (ASICs), digital signal processors (DSPs), digital signal processing devices (DSPDs), programmable logic devices (PLDs), field-programmable gate arrays (FPGAs), general-purpose processors, controllers, microcontrollers, microprocessors, or other electronic units or combinations thereof for performing the functions described herein.

[0117] For software implementation, the techniques described herein can be implemented by units that perform the functions described herein. Software code can be stored in a memory and executed by a processor. An electronic device includes a memory and a processor; the memory is configured to store a program that supports the processor in performing the methods described herein, and the processor is configured to execute the program stored in the memory.

[0118] Those skilled in the art will appreciate that the units and algorithm steps of each example described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. Professional and technical personnel can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0119] Those skilled in the art will clearly understand that, for the convenience and brevity of description, the specific working processes of the above-described devices and units can refer to the corresponding processes in the aforementioned method embodiments and will not be repeated here.

[0120] In the embodiments provided in this application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are merely schematic. For example, the division of the modules is merely a logical function division. In actual implementation, there may be other division methods, such as multiple modules or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be an indirect coupling or communication connection through some interfaces, devices or units, which can be electrical, mechanical or other forms.

[0121] In addition, each functional unit in each embodiment of the present application may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit.

[0122] If the function is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the embodiment of the present application is essentially or in other words, the part that contributes to the prior art or the part of the technical solution can be embodied in the form of a software product, which is stored in a storage medium and includes several instructions for causing a computer device (which can be a personal computer, server, or network device, etc.) to execute all or part of the steps of the method described in each embodiment of the present application. The aforementioned storage medium includes various media that can store program code, such as a USB flash drive, a mobile hard drive, a ROM, a RAM, a magnetic disk, or an optical disk. It should be noted that, in this article, the term "include", "comprise" or any other variant thereof is intended to cover non-exclusive inclusion, so that the process, method, article or device including a series of elements includes not only those elements, but also other elements that are not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, the elements defined by the sentence "including a ..." do not exclude the presence of other identical elements in the process, method, article or device including the elements.

[0123] The one or more embodiments of this application are intended to encompass all such substitutions, modifications, and variations that fall within the broad scope of this application. Therefore, any omissions, modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of one or more embodiments of this application should be included in the scope of protection of this application.

Claims

1. A motor torque control method, characterized in that: The steps include: Step S100: Identify the operating condition type of the vehicle, where the operating condition type includes a Tip-in operating condition and a Tip-out operating condition; Step S200: If the vehicle is in the Tip-in state, perform the following operations: Step S201: Identify the vehicle's travel status; Step S202: measuring the rate of change of the accelerator pedal opening according to the vehicle's traveling state; Step S203: When the measured accelerator pedal opening change rate exceeds a set threshold, the accelerator pedal opening is subjected to mean filtering and the torque increase rate is limited; Step S204: Input the accelerator pedal opening after mean filtering into the torque mapping table, and calculate the motor target torque in combination with the current vehicle speed; Step S300: If the vehicle is in the Tip out state, perform the following operations: Step S301: measuring the vehicle's coasting feedback, braking request, and whether it is in a low-speed, no-electric braking range to determine whether there is a sudden change in reverse torque; Step S302: If there is no reverse torque mutation, calculate the minimum meshing torque required to keep the vehicle stationary, and obtain the motor target torque from the two-dimensional torque mapping table based on the vehicle speed and accelerator pedal opening; Step S303: If there is a sudden change in reverse torque, control the motor target torque reduction rate according to the vehicle speed torque reduction rate mapping table, and perform smoothing in the zero-crossing torque region so that the motor target torque smoothly transitions from positive to negative. Step S400: Adjust the motor output according to the calculated motor target torque to match the vehicle's current driving state and operating requirements.

2. The motor torque control method according to claim 1, wherein: In step S200, the vehicle's driving state includes the vehicle being in a forward gear. When the vehicle is in a forward gear, the following steps are performed: Measure the rate of change of accelerator pedal opening; When the accelerator pedal opening change rate exceeds 100% opening stroke per second, the accelerator pedal opening is subjected to mean filtering and the accelerator pedal opening change rate is limited; The motor target torque is determined based on the accelerator pedal opening and vehicle speed after mean filtering using a mapping table between the accelerator pedal opening and the maximum torque; Controlling the rate of increase of the motor target torque based on a torque increase rate mapping table of vehicle speed and accelerator pedal opening; The calculated motor target torque is sent to the motor controller to control the acceleration of the vehicle in the forward gear.

3. The motor torque control method according to claim 1, wherein: In step S200, the vehicle's travel state includes the vehicle being in reverse gear. When the vehicle is in reverse gear, the following steps are performed: Measure the rate of change of accelerator pedal opening; When the accelerator pedal opening change rate exceeds 75% of the opening stroke per second, the accelerator pedal opening is subjected to mean filtering and the accelerator pedal opening change rate is limited; The maximum driving torque is adjusted according to the vehicle speed and the motor external torque characteristics, where: Wherein, Tmax2 represents the maximum external characteristic torque of the motor when in reverse gear, Tmax represents the maximum external characteristic torque of the motor at different speeds; v represents the vehicle speed; According to the adjusted accelerator pedal opening and vehicle speed, the motor target torque is determined by using a mapping table between the accelerator pedal opening and the maximum torque; Controlling the rate of increase of the motor target torque based on a torque increase rate mapping table of vehicle speed and accelerator pedal opening; The calculated motor target torque is sent to the motor controller to control the acceleration of the vehicle in reverse gear.

4. The motor torque control method according to claim 1, wherein: In the Tip-out condition, when the driver suddenly releases the accelerator and the motor torque direction is positive, perform the following steps: Determine whether there is coasting feedback, braking request or low-speed electric braking condition; When none of the above conditions are met, calculate the vehicle meshing torque and determine the minimum torque to maintain stationary state according to the following dynamic formula: Among them, G is the fully loaded vehicle weight, f is the rolling resistance coefficient, i0 is the main reduction ratio, i g is the transmission ratio, η T is the transmission efficiency, r is the rolling radius; T tq is the traction torque of the driving motor; According to the vehicle speed and accelerator pedal opening, the motor target torque is obtained through the maximum torque two-dimensional torque mapping table, and the vehicle speed torque reduction rate mapping table is used to limit the reduction rate of the motor target torque.

5. The motor torque control method according to claim 1, wherein: In the Tip-out condition, when the driver suddenly releases the accelerator and the motor target torque direction is in the reverse direction, perform the following steps: Measure the current direction and magnitude of the motor's target torque; Determine the target direction and target value of the motor target torque, calculated based on the vehicle speed and pedal opening using a maximum torque two-dimensional torque mapping table; Apply the vehicle speed torque reduction rate mapping table to control the rate of change of the motor target torque to smooth the torque transition; The adjusted motor target torque is sent to the motor controller to adjust the motor output to suit the current driving demand.

6. The motor torque control method according to claim 1, wherein: In the Tip-out condition, when it is determined that there is a coasting feedback, a braking request, or a low-speed power-off braking condition, the following steps are performed: Based on the vehicle speed and pedal opening, the motor target torque is obtained through the maximum torque two-dimensional mapping table; According to the vehicle speed torque reduction rate mapping table, when the vehicle speed reaches a predetermined threshold and the initial motor target torque exceeds a set value, the initial motor target torque is adjusted to remove some torque and smooth the transition from positive torque to negative torque in the zero torque region; The adjusted motor target torque is used as the actual motor target torque and applied to the controlled vehicle.

7. The motor torque control method according to claim 1, wherein: In the Tip-out condition, when the vehicle is determined to be parked or at a low speed, perform the following steps: Measure vehicle speed and pedal opening based on the vehicle's current state and sensor feedback; Calculate the minimum hold-stationary meshing torque required for the current vehicle state, based on vehicle speed, rolling resistance coefficient, and driveline parameters; Obtain the matching motor target torque from the maximum torque two-dimensional mapping table; Applying a vehicle speed torque reduction rate mapping table to adjust the reduction rate of the motor target torque so that the torque smoothly transitions to a predetermined low value or zero torque state; The adjusted torque value is transmitted to the motor controller for vehicle driving control.

8. A motor torque control system, characterized in that: Includes the following modules: The working condition identification module is used to identify the working condition type of the vehicle, including the Tip-in working condition and the Tip-out working condition; A driving state detection module is used to identify the driving state of the vehicle and determine whether the vehicle is in the forward gear or other gears; The accelerator pedal processing module is used to measure the accelerator pedal opening change rate and perform mean filtering on it when it reaches a set threshold, while limiting the torque rise rate; The target torque calculation module is used to combine the processed accelerator pedal opening with the vehicle speed and calculate the motor target torque using a two-dimensional torque mapping table; The torque smoothing module is used to smooth the reverse torque mutation under the tip-out condition according to the vehicle speed torque reduction rate mapping table, so that the torque transitions smoothly from positive to negative; The torque adjustment module is used to adjust the motor output in real time to match the vehicle's current driving state and working conditions based on the calculated motor target torque; The feedback processing module is used to judge the coasting feedback, braking request and low-speed power-off braking conditions under the Tip-out working condition to determine whether the motor target torque needs to be adjusted.

9. An electronic device, characterized in that: The method comprises a processor and a memory, wherein the processor is configured to implement the steps of the motor torque control method according to any one of claims 1 to 7 when executing a computer program stored in the memory.

10. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the steps of the motor torque control method according to any one of claims 1 to 7 are executed.

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