Vehicle torque control method and device, electronic equipment and storage medium

Abstract

The invention provides a torque control method and device of a vehicle, electronic equipment and a storage medium. The method comprises the steps that driving demand information input by a driver is acquired, the whole vehicle state of a vehicle is recognized, and whole vehicle state parameters are obtained; based on the current working condition of the vehicle, the driving demand information and the whole vehicle state parameters, the output torque limiting range of the driving motor is determined, and the output torque is limited based on the output torque limiting range so that the acceleration and the acceleration change rate of the vehicle can be controlled within the corresponding preset range; and the slip rate and the slip rate change rate of the vehicle are determined, the limited output torque is compensated based on the slip rate and the slip rate change rate of the vehicle, and the actual output torque is obtained so that the actual output torque can adapt to the current road condition. The cost can be reduced, the implementation process can be simplified, large-scale application can be achieved, the carsickness problem is effectively solved, and the driving comfort of a user is improved.

Description

Technical Field

[0001] The present application relates to the technical field of new energy vehicles, and in particular to a vehicle torque control method, device, electronic equipment and storage medium. Background Art

[0002] With the rapid development of new energy vehicles, pure electric vehicles have gradually become the first choice of consumers due to their environmental advantages. However, due to the significant differences between pure electric vehicles and traditional fuel vehicles in terms of drive systems and control strategies, drivers and passengers, especially rear passengers, are prone to motion sickness during riding. This problem has a negative impact on riding comfort. Therefore, how to effectively avoid or improve the motion sickness problem of pure electric vehicles has become a research focus in the industry.

[0003] The main reasons for motion sickness in pure electric vehicles include the following aspects: the drive motor has a large torque output and a quick response capability; due to the heavy weight of the pure electric vehicle, the tires produce obvious vibrations in contact with the road surface when driving, causing medium and low-frequency road noise; the aggressive driving style can cause drastic changes in the vehicle's acceleration and deceleration, resulting in low-frequency vibrations in the longitudinal direction of the vehicle.

[0004] In order to deal with these problems, the industry has conducted preliminary research and discussions on anti-motion sickness technology, covering aspects such as autonomous driving optimization, visual compensation, dynamic adaptive torque system, air purification and fragrance system, noise reduction technology, seat vibration, air flow management, and lighting effect adjustment. However, most of the existing research remains at the preliminary exploration stage, lacking in-depth technical research and large-scale mass production applications. In addition, existing technical solutions generally have the problems of high cost and complex implementation, which limits the feasibility of their large-scale application. Summary of the invention

[0005] In view of this, the embodiments of the present application provide a vehicle torque control method, device, electronic device and storage medium to solve the problems of the prior art, such as high cost, complex implementation, inability to be applied on a large scale, inability to improve motion sickness, and reduced user driving comfort.

[0006] According to a first aspect of an embodiment of the present application, a method for controlling a torque of a vehicle is provided, comprising: obtaining driving demand information input by a driver, identifying a whole vehicle state of the vehicle, and obtaining whole vehicle state parameters; determining an output torque limit range of a drive motor based on a current working condition of the vehicle, driving demand information, and whole vehicle state parameters, and limiting the output torque based on the output torque limit range so that the acceleration and acceleration change rate of the vehicle are controlled within a corresponding preset range; determining a slip rate and a slip rate change rate of the vehicle, and compensating for the limited output torque based on the slip rate and the slip rate change rate of the vehicle to obtain an actual output torque so that the actual output torque adapts to the current road conditions.

[0007] According to a second aspect of an embodiment of the present application, a torque control device for a vehicle is provided, comprising: an acquisition module, configured to acquire driving demand information input by a driver, and identify the whole vehicle state of the vehicle to obtain whole vehicle state parameters; a limitation module, configured to determine the output torque limit range of the drive motor based on the current working condition of the vehicle, driving demand information and whole vehicle state parameters, and limit the output torque based on the output torque limit range so that the acceleration and acceleration change rate of the vehicle are controlled within a corresponding preset range; a compensation module, configured to determine the slip rate and slip rate change rate of the vehicle, and compensate for the limited output torque based on the slip rate and slip rate change rate of the vehicle to obtain the actual output torque so that the actual output torque adapts to the current road conditions.

[0008] According to a third aspect of an embodiment of the present application, an electronic device is provided, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the steps of the above method are implemented when the processor executes the computer program.

[0009] According to a fourth aspect of an embodiment of the present application, a readable storage medium is provided, which stores a computer program, and when the computer program is executed by a processor, the steps of the above method are implemented.

[0010] At least one of the above technical solutions adopted in the embodiments of the present application can achieve the following beneficial effects:

[0011] By obtaining the driving demand information input by the driver and identifying the vehicle's entire vehicle state, the vehicle state parameters are obtained; based on the vehicle's current working conditions, driving demand information and vehicle state parameters, the output torque limit range of the drive motor is determined, and the output torque is limited based on the output torque limit range, so that the vehicle's acceleration and acceleration change rate are controlled within the corresponding preset range; the vehicle's slip rate and slip rate change rate are determined, and the output torque after limitation is compensated based on the vehicle's slip rate and slip rate change rate to obtain the actual output torque, so that the actual output torque adapts to the current road conditions. The restriction measures in this application ensure that the vehicle does not produce excessive power output during acceleration, thereby maintaining driving stability and safety, avoiding longitudinal acceleration and acceleration change rate exceeding the normal tolerance range of the driver and passengers, causing motion sickness to the driver and passengers, and can reduce costs, simplify the implementation process, can be applied on a large scale, effectively improve motion sickness problems, and enhance user driving comfort. BRIEF DESCRIPTION OF THE DRAWINGS

[0012] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0013] Figure 1 is a flow chart of a torque control method for a vehicle provided in an embodiment of the present application;

[0014] Figure 2 is a schematic structural diagram of a torque control device for a vehicle provided in an embodiment of the present application;

[0015] Figure 3 It is a schematic diagram of the structure of an electronic device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0016] In the following description, specific details such as specific system structures, technologies, etc. are provided for the purpose of illustration rather than limitation, so as to provide a thorough understanding of the embodiments of the present application. However, it should be clear to those skilled in the art that the present application may also be implemented in other embodiments without these specific details. In other cases, detailed descriptions of well-known systems, devices, circuits, and methods are omitted to prevent unnecessary details from obstructing the description of the present application.

[0017] With the rapid development of new energy vehicles, more and more users are beginning to choose pure electric vehicles. Due to the differences in drive systems and control strategies between pure electric vehicles and traditional fuel passenger vehicles, drivers and passengers, especially rear passengers, may experience motion sickness. How to avoid or improve the motion sickness problem of pure electric vehicles and improve driving comfort will become one of the focuses of industry research.

[0018] There are many reasons why pure electric vehicles cause motion sickness, which can be summarized as follows:

[0019] 1. Reasons due to the dynamic characteristics of the whole vehicle: Since the drive motor has large torque and fast response capabilities, under acceleration conditions, the motor quickly increases torque to produce a large acceleration; under coasting and acceleration conditions, the drive motor quickly reduces torque and produces a large negative acceleration through braking energy recovery; since the whole vehicle accelerates and decelerates rapidly, the brain perceives a large change in vehicle speed, causing dizziness.

[0020] 2. Low-frequency noise of pure electric vehicles: Due to the relatively large weight of the vehicle, the vibration caused by the contact between the tires and the road during driving is more obvious, thus generating medium and low-frequency road noise; pure electric vehicles accelerate and decelerate quickly, which easily leads to low-frequency noise when the vehicle brakes; pure electric vehicle cooling systems such as fans and water pumps produce low-frequency noise during operation; the drive motor will generate battery noise when running at high load, etc.

[0021] 3. Driving behavior: The driver's aggressive driving style leads to rapid changes in the vehicle's acceleration and deceleration, and low-frequency longitudinal vibrations of the vehicle; behaviors such as passengers looking at their mobile phones lead to conflicts between vision and motion perception; both of these behaviors can cause motion sickness symptoms.

[0022] In order to reduce the motion sickness problem of pure electric vehicles, the industry has conducted relevant research and discussion on the anti-motion sickness technology of pure electric vehicles, mainly including: automatic driving optimization, visual compensation technology, dynamic adaptive torque system, air purification and fragrance system, noise reduction technology, seat vibration, air flow and lighting effect adjustment technology.

[0023] Although a small number of companies have conducted relevant discussions on the anti-motion sickness technology of pure electric vehicles, the research is not in-depth, and there is no case of mass production of anti-motion sickness technology. Therefore, the research on anti-motion sickness technology is imperative, especially the improvement of motion sickness through low-cost control strategy optimization methods is very meaningful.

[0024] The contents of the technical solution of the present application are described in detail below with reference to the accompanying drawings and specific embodiments.

[0025] Figure 1 FIG. 1 is a flow chart of a torque control method for a vehicle provided in an embodiment of the present application. Figure 1 As shown, the torque control method of the vehicle may specifically include:

[0026] S101, obtaining driving demand information input by the driver, and identifying the whole vehicle state of the vehicle to obtain the whole vehicle state parameters;

[0027] S102, determining an output torque limit range of the drive motor based on the current working condition of the vehicle, driving demand information and vehicle state parameters, and limiting the output torque based on the output torque limit range so that the acceleration and acceleration change rate of the vehicle are controlled within a corresponding preset range;

[0028] S103, determining the slip ratio and slip ratio change rate of the vehicle, and compensating the limited output torque based on the slip ratio and slip ratio change rate of the vehicle to obtain the actual output torque, so that the actual output torque adapts to the current road condition.

[0029] Among them, the output torque is associated with the vehicle's acceleration and acceleration rate of change, that is, there is an established corresponding relationship between the output torque, the vehicle's acceleration and the acceleration rate of change. Therefore, by limiting the output torque, the acceleration and acceleration rate of the whole vehicle can be limited, so that it is possible to refer to the vehicle's current working conditions, driving demand information and vehicle status parameters, and by limiting the output torque of the drive motor within a certain range, the vehicle's acceleration and acceleration rate of change can be controlled within the corresponding preset range, thereby avoiding the vehicle's longitudinal acceleration and acceleration rate exceeding the normal tolerance range of the driver and passengers due to large torque output and rapid response performance, causing the driver and passengers to experience motion sickness.

[0030] In addition, a preset correspondence relationship among the slip ratio, the slip ratio change rate, the pre-supplementation output torque and the actual output torque may be predetermined by multiple implementations, and the actual output torque may be determined by the preset correspondence relationship.

[0031] The actual output torque is obtained by compensating the limited output torque based on the vehicle's slip rate and slip rate change rate, so that the actual output torque can adapt to the current road conditions, thereby maintaining the vehicle's dynamics to the greatest extent while ensuring comfort.

[0032] In some embodiments, the vehicle state parameter includes at least one of the following: vehicle acceleration, vehicle acceleration change rate, motor angular acceleration, motor angular velocity change rate, motor target torque, and output frequency of the resolver sensor;

[0033] Identify the vehicle status and obtain the vehicle status parameters, including:

[0034] The first-order derivative of the vehicle speed is taken to obtain the vehicle acceleration, and the second-order derivative of the vehicle speed is taken to obtain the rate of change of the vehicle acceleration;

[0035] The first-order derivative of the motor speed of the vehicle is taken to obtain the motor angular acceleration, and the second-order derivative of the motor speed is taken to obtain the motor angular velocity change rate;

[0036] Based on the preset mapping relationship between driving demand, vehicle speed, motor speed and motor torque, determine the motor target torque corresponding to the current driving demand information, the current vehicle speed and the current motor speed;

[0037] The voltage signal or current signal generated by the resolver sensor when the motor shaft rotates is filtered, and the periodic change of the filtered signal is detected to obtain the output frequency of the resolver sensor.

[0038] Specifically, the embodiment of the present application provides a vehicle state recognition method for an electric vehicle, which is used to identify the target parameters of the vehicle based on the vehicle state parameters and the driver's input signal to achieve precise torque control. The vehicle state recognition method of the embodiment of the present application may specifically include the following contents:

[0039] First, by obtaining the vehicle speed signal, the first-order derivative of the speed signal is performed to obtain the vehicle acceleration value. This acceleration value reflects the movement trend of the vehicle at the current moment and provides basic data for the formulation of subsequent control strategies. Next, the second-order derivative of the vehicle speed signal is performed to obtain the acceleration change rate. This change rate can be used to analyze the change trend of the vehicle acceleration and further improve the control accuracy.

[0040] Similarly, for the speed signal of the drive motor, the system first takes the first-order derivative to calculate the motor angular acceleration. Angular acceleration is a direct reflection of the change in motor speed and is a key parameter for determining changes in motor power output. Subsequently, the motor speed signal is taken as a second-order derivative to obtain the angular velocity change rate, which is used to further identify the change trend of the motor speed. These data will be used to adjust the motor's torque output to match the actual needs of the vehicle.

[0041] According to the calculation results of the above acceleration and angular velocity, the system combines the driver's input signal (i.e. driving demand information), including the percentage of the accelerator pedal, the pressure of the brake pedal, and the strength of the brake energy recovery, and obtains the motor target torque value under the current working condition through a table lookup operation. This target torque value is determined based on the preset motor target torque mapping relationship, which includes the mapping relationship between driving demand, vehicle speed, motor speed and motor torque, and can dynamically reflect the matching degree between the current driving demand and the vehicle state.

[0042] In addition, resolver sensors are used to monitor the rotation of the motor shaft in real time. Resolver sensors generate changing voltage or current signals proportional to the angular velocity of the motor shaft. To ensure the accuracy of the signal, the system filters the collected signal to remove noise and interference. Then, by detecting the periodic changes of the filtered signal, the complete cycle of the resolver sensor output signal is determined. Based on this cycle, the output frequency of the resolver sensor can be calculated, and the angular velocity of the motor shaft can be accurately determined. This angular velocity information is combined with the aforementioned acceleration, angular acceleration and other data, and is ultimately used to optimize the actual output torque of the motor to ensure the smooth operation of the vehicle.

[0043] Through the method of the above-mentioned embodiment of the present application, the system can identify the whole vehicle status of the electric vehicle in real time and accurately, and provide reliable data support for the precise control and optimization of torque, thereby effectively improving the driving experience of the electric vehicle, especially in avoiding or reducing the problem of motion sickness of the passengers.

[0044] In some embodiments, determining a slip ratio and a slip ratio change rate of a vehicle includes:

[0045] When the electronic stability control system is not activated, the slip ratio is calculated according to the vehicle speed and wheel speed, and the slip ratio is first-order derived to obtain the slip ratio change rate;

[0046] When the electronic stability control system is activated, the slip ratio is calculated using the vehicle speed and wheel speed according to the torque limit curve of the electronic stability control system, and the slip ratio is first-order derived to obtain the slip ratio change rate.

[0047] Specifically, the embodiment of the present application also provides a method for determining the slip rate and slip rate change rate of an electric vehicle, which is used to identify the current road condition of the vehicle, thereby providing support for the torque coordination control of the vehicle. The road condition identification method of the embodiment of the present application may specifically include the following contents:

[0048] First, when the electronic stability control system (ESC) is not activated, the system collects the vehicle speed and wheel speed data to calculate the vehicle slip rate. The slip rate is an important parameter that reflects the change in grip between the tire and the ground. It is calculated based on the difference between the vehicle speed and the wheel speed. The slip rate value can help determine whether the vehicle is in a slipping state.

[0049] Next, in order to further understand the trend of slip rate changes, the system takes the first-order derivative of the calculated slip rate and obtains the slip rate change rate. The slip rate change rate reflects the speed of slip rate change over time and is an important indicator for analyzing the dynamic changes of tire grip. By monitoring the slip rate and its change rate, the system can predict possible slipping in advance and provide data support for subsequent torque adjustments.

[0050] Furthermore, when the electronic stability control system (ESC) is activated, the system will continue to collect vehicle speed and wheel speed data, and calculate the slip rate in combination with the ESC torque limit curve. When ESC is activated, the torque limit curve reflects the system's torque output limit under different slip conditions, which helps prevent the vehicle from losing control on slippery or low-adhesion roads. Based on this data, the system calculates the vehicle's slip rate again and takes the first-order derivative of the slip rate to obtain the slip rate change rate.

[0051] Finally, by combining the slip rate and slip rate change rate before and after ESC is activated, the system can comprehensively judge the basic conditions of the current road. For example, when the slip rate is high and the slip rate change rate is also large, it may indicate that the vehicle is driving on a slippery or loose road surface, and there is a high risk of skidding. On the contrary, when the slip rate is low and the change rate is also small, it means that the road grip is good and the vehicle is in a relatively stable driving state.

[0052] Through the above-mentioned method of the embodiment of the present application, the vehicle can monitor the slip rate and its change rate in real time, and timely identify changes in road conditions, thereby providing a reliable basis for optimizing the torque control strategy. This dynamic recognition and response capability can effectively improve the driving safety and riding comfort of electric vehicles under various road conditions, especially on slippery or unstable roads, which helps to reduce slippage and improve the driving experience.

[0053] In some embodiments, based on the current working condition of the vehicle, driving demand information and vehicle state parameters, determining the output torque limit range of the drive motor includes:

[0054] When the vehicle is currently in a driving condition, the target torque of the drive motor is determined based on the accelerator pedal position in the driving demand information and the vehicle speed and motor speed in the vehicle state parameters;

[0055] When it is detected that the driving acceleration of the vehicle exceeds a preset first acceleration threshold, the target torque is limited according to a preset maximum allowable acceleration to determine an output torque limit range of the drive motor.

[0056] Specifically, the embodiment of the present application provides a torque coordination control method for an electric vehicle under driving conditions, which is used to dynamically adjust the output torque of the drive motor according to the current state of the vehicle to adapt to different driving requirements and road conditions. The torque coordination control method under driving conditions provided by the embodiment of the present application includes the following contents:

[0057] First, when the vehicle is in driving condition, the system will collect parameters such as accelerator pedal position, vehicle speed and motor speed in real time. Based on these parameters, the system searches and determines the target torque value of the drive motor through a preset mapping relationship. The target torque value reflects the ideal torque that the motor should output under the current driver operation and vehicle state to meet the vehicle's acceleration requirements.

[0058] Next, the system monitors the acceleration of the entire vehicle and compares it with the preset first acceleration threshold. If it detects that the current acceleration exceeds the preset threshold, the system will activate the protection mechanism. Specifically, the system limits the previously determined target torque according to the preset maximum allowable acceleration value to prevent the vehicle from becoming unstable due to excessive acceleration. This restriction ensures that the vehicle does not produce excessive power output during acceleration, thereby maintaining driving stability and safety, avoiding longitudinal acceleration and acceleration change rate exceeding the normal tolerance range of the driver and passengers, causing motion sickness for the driver and passengers, and improving driving comfort.

[0059] On the basis of limiting the target torque, the system will further consider the current slip rate and slip rate change rate to dynamically compensate the output torque. The slip rate is a key indicator of the grip between the vehicle tires and the ground, while the slip rate change rate reflects the speed of grip change. By analyzing this data, the system can evaluate the current road conditions (for example, whether the road surface is slippery or loose) and fine-tune the torque output based on the evaluation results. This dynamic compensation process ensures that the actual output torque of the motor can adapt to the current road conditions, that is, the actual output torque can make the actual output torque controlled within the torque range that matches the current road conditions, further improving the vehicle's driving stability under different road conditions.

[0060] Finally, the actual output torque adjusted and compensated through the above steps will be transmitted to the drive motor, so that it can provide appropriate power output under driving conditions. This can not only meet the driver's acceleration needs, but also maintain the smooth operation of the vehicle under complex or changing road conditions, reducing safety hazards caused by over-acceleration or road slippage.

[0061] Through the method of the above-mentioned embodiment of the present application, the system can achieve fine control of the motor torque during the vehicle driving process, which not only ensures the vehicle's power performance but also improves ride comfort, especially plays an important role in preventing motion sickness and ensuring driving safety.

[0062] In some embodiments, based on the current working condition of the vehicle, driving demand information and vehicle state parameters, determining the output torque limit range of the drive motor includes:

[0063] When the vehicle is currently in a rapid acceleration or deceleration condition, the target torque of the drive motor is determined based on the accelerator pedal position in the driving demand information and the vehicle speed and motor speed in the vehicle state parameters;

[0064] When it is detected that the acceleration change rate of the vehicle exceeds a preset first acceleration change rate threshold, a corresponding acceleration range is calculated according to a preset maximum allowable acceleration change rate, and the target torque is limited according to the acceleration range to determine the output torque limit range of the drive motor.

[0065] Specifically, the embodiment of the present application also provides a torque coordination control method for a vehicle under a tip-in or tip-out condition, which is used to dynamically adjust the actual output torque of the drive motor according to the current state of the vehicle and road conditions to ensure the stability and ride comfort of the vehicle. The torque coordination control method under a tip-in or tip-out condition provided by the embodiment of the present application includes the following contents:

[0066] First, when the vehicle is in a state of rapid acceleration or deceleration, the system will obtain key parameters such as the accelerator pedal position, vehicle speed, and motor speed in real time. Based on these parameters, the system performs a table lookup operation through a preset mapping relationship to determine the target torque value of the drive motor. The target torque value represents the ideal torque that the drive motor should output in response to the driver's acceleration or deceleration operation under the current driving demand and vehicle state.

[0067] Next, the system monitors the acceleration rate of the vehicle and compares it with the preset first acceleration rate threshold. If it is detected that the acceleration rate exceeds the preset threshold, the system will start the torque limitation mechanism. Specifically, the system calculates a safe acceleration range based on the maximum allowable acceleration rate, and limits the output torque of the drive motor based on this range. The purpose of this limitation measure is to prevent instability caused by excessive acceleration changes during rapid acceleration or deceleration, thereby ensuring the smooth operation of the vehicle.

[0068] Furthermore, after limiting the output torque, the system will further consider the current slip ratio and slip ratio change rate. The slip ratio reflects the grip between the tire and the road, while the slip ratio change rate describes the speed of grip change. By analyzing this data, the system can evaluate the current road conditions, such as whether the road surface is slippery or loose, and dynamically compensate for the limited output torque based on this evaluation result. Through this compensation, the system can adjust the actual output torque of the motor to better adapt it to the current road conditions and avoid slipping or loss of control under complex road conditions.

[0069] Finally, the actual output torque adjusted and compensated in the above steps will be applied to the drive motor to ensure that the vehicle can drive smoothly and safely under rapid acceleration and deceleration conditions. This can not only meet the driver's operating needs, but also maintain the vehicle's driving stability under undesirable road conditions and reduce vehicle motion sickness caused by excessive acceleration or deceleration.

[0070] Through the method of the above-mentioned embodiment of the present application, the system can provide a refined torque control strategy under rapid acceleration and deceleration conditions, effectively improve the dynamic response performance of the vehicle, and enhance safety and driving comfort under various road conditions.

[0071] In some embodiments, based on the current working condition of the vehicle, driving demand information and vehicle state parameters, determining the output torque limit range of the drive motor includes:

[0072] When the vehicle is currently in a driving-braking switching condition, the target torque and recovery torque of the driving motor are determined based on the accelerator pedal position and the brake pedal position in the driving demand information and the vehicle speed and the motor speed in the vehicle state parameters;

[0073] When it is detected that the vehicle's acceleration change rate exceeds a preset second acceleration change rate threshold, the corresponding acceleration range is calculated based on the preset maximum allowable acceleration change rate, and the target torque and recovery torque are limited based on the acceleration range to determine the output torque limit range of the drive motor.

[0074] Specifically, the embodiment of the present application also provides a torque coordination control method for an electric vehicle under a drive-brake-drive switching condition, which is used to dynamically adjust the output torque of the drive motor when the vehicle switches from a drive state to a brake state or from a brake state back to a drive state to ensure the stability and safety of the vehicle. The torque coordination control method under a drive-brake-drive switching condition provided by the embodiment of the present application includes the following contents:

[0075] First, when the vehicle is in the drive-brake-drive switching state, the system will obtain key parameters such as the accelerator pedal position, brake pedal position, vehicle speed and motor speed in real time. Based on these parameters, the system determines the target drive torque and recovery torque of the drive motor through filtering, arbitration and table lookup operations. The target drive torque is used to meet the current acceleration demand, while the recovery torque is used to achieve energy recovery during braking to improve energy efficiency.

[0076] Furthermore, when the vehicle switches operating conditions, the system will also monitor the acceleration change rate of the entire vehicle and compare it with a preset second acceleration change rate threshold. If it is detected that the acceleration change rate exceeds the threshold, the system will activate the torque limitation mechanism. Specifically, the system calculates a safe acceleration range based on the maximum allowable acceleration change rate, and limits the output torque of the drive motor based on this range. Through this limitation, the system can prevent instability caused by excessive acceleration changes during sharp switching of the vehicle, ensuring a smooth transition of the vehicle during the switching process.

[0077] Furthermore, based on the target torque limit, the system further analyzes the current slip ratio and slip ratio change rate. The slip ratio reflects the grip between the tire and the ground, while the slip ratio change rate reflects the speed at which the grip changes over time. With this data, the system can evaluate the current road conditions, such as whether there is a slippery or low-grip road surface, and dynamically compensate the output torque after the limit based on the evaluation results. This dynamic compensation step ensures that the actual output torque can adapt to the current road conditions, thereby reducing the risk of slipping or loss of control due to switching conditions.

[0078] Finally, the actual output torque adjusted and compensated in the above steps will be applied to the drive motor to ensure that the vehicle maintains a stable and safe driving state during the drive-brake-drive switching process. This method can not only effectively respond to the dynamic changes of the vehicle under complex working conditions, but also improve the energy utilization efficiency of the vehicle, especially in the braking recovery condition, to achieve effective energy recovery.

[0079] Through the method of the above-mentioned embodiment of the present application, through this refined torque control strategy, the system can provide a smoother driving experience when the vehicle switches between working conditions, reduce vehicle instability caused by changes in working conditions, and thus improve the overall safety and ride comfort of the vehicle.

[0080] In some embodiments, based on the current working condition of the vehicle, driving demand information and vehicle state parameters, determining the output torque limit range of the drive motor includes:

[0081] When the vehicle is currently in a braking condition, the target torque of the drive motor is determined based on the brake pedal position in the driving demand information and the vehicle speed and motor speed in the vehicle state parameters;

[0082] When it is detected that the acceleration exceeds a preset second acceleration threshold, the target torque is limited according to a preset maximum permissible acceleration to determine an output torque limit range of the drive motor.

[0083] Specifically, the embodiment of the present application also provides a torque coordination control method for an electric vehicle under braking conditions, which is used to dynamically adjust the actual output torque of the drive motor during vehicle braking to ensure the stability and safety of the vehicle. The torque coordination control method under braking conditions provided by the embodiment of the present application includes the following contents:

[0084] First, when the vehicle is in a braking condition, the system collects key parameters such as brake pedal position, vehicle speed, and motor speed in real time. Based on these parameters, the system determines the target torque of the drive motor under the current braking condition through a preset mapping relationship, filtering, arbitration, and table lookup operations. The target torque takes into account the need for vehicle deceleration and balances energy recovery with vehicle stability.

[0085] Next, the system monitors the actual acceleration of the vehicle and compares it with the preset second acceleration threshold. If it detects that the current acceleration exceeds the preset threshold, the system will activate the torque limiting mechanism. Specifically, the system adjusts the previously determined target torque according to the preset maximum allowable acceleration to limit the output torque of the drive motor to a safe range. This limitation is to avoid vehicle instability due to excessive acceleration during braking, especially in emergency braking, which helps reduce vehicle bumps and skidding.

[0086] Furthermore, after limiting the target torque, the system also dynamically compensates the output torque after the limit by combining the vehicle's current slip rate and slip rate change rate. The slip rate is a key indicator for evaluating the grip between the tire and the road, while the slip rate change rate reflects the changing trend of this grip. By analyzing this data, the system can identify the current road conditions, such as whether it is a slippery or low-friction road surface. Based on this analysis result, the system compensates the output torque after the limit to ensure that the actual output torque can better adapt to the current road conditions, thereby maintaining the stability of the vehicle during braking.

[0087] Finally, the actual output torque adjusted and compensated in the above steps is applied to the drive motor to achieve precise braking control. This control strategy can not only ensure the smooth operation of the vehicle under braking conditions, but also improve the braking effect under different road conditions, especially on slippery or rugged roads, effectively preventing tire slippage and improving driving safety.

[0088] Through the method of the above-mentioned embodiment of the present application, the system can provide refined torque control under braking conditions, which not only improves the braking performance of the vehicle, but also enhances the overall driving comfort and safety, and effectively reduces motion sickness and driving instability caused by braking.

[0089] It should be noted that the thresholds of acceleration and acceleration change rate in the above-mentioned embodiments of the present application can be obtained through simulation or actual vehicle testing, and the embodiments of the present application do not limit the specific range of the thresholds.

[0090] According to the technical solution provided in the embodiments of the present application, the technical solution of the present application has at least the following advantages:

[0091] The technical solution of the present application effectively solves the motion sickness problem that may be caused by pure electric vehicles under rapid acceleration, rapid deceleration, and rapid acceleration-rapid deceleration switching conditions by adding a vehicle status calculation module and a road condition recognition module on the basis of the existing platform hardware, and combining it with an optimized torque coordination control method.

[0092] Specifically, the technical solution of this application uses the vehicle state calculation module to calculate the vehicle's acceleration and acceleration change rate in real time, and dynamically adjusts the output torque of the drive motor in combination with the slip rate and slip rate change rate data obtained by the road condition recognition module. By reasonably limiting the torque output gradient, the vehicle's acceleration and acceleration change rate can be controlled within a range that the driver and passengers can comfortably bear, thereby significantly reducing motion sickness caused by excessive changes in the vehicle's longitudinal acceleration.

[0093] In addition, the implementation of the technical solution of this application does not require major modifications to existing hardware, and can be achieved only by optimizing the control strategy, so it has high cost-effectiveness. Overall, this solution not only improves the vehicle's driving stability and driving safety, but also greatly improves riding comfort, especially under extreme working conditions, effectively avoiding the occurrence of motion sickness symptoms.

[0094] The following is an embodiment of the device of the present application, which can be used to execute the embodiment of the method of the present application. For details not disclosed in the embodiment of the device of the present application, please refer to the embodiment of the method of the present application.

[0095] Figure 2 Schematic diagram of the torque control structure of the vehicle provided in the embodiment of the present application. Figure 2 As shown, the torque control of the vehicle includes:

[0096] The acquisition module 201 is configured to acquire the driving demand information input by the driver, and identify the vehicle state to obtain the vehicle state parameters;

[0097] The limiting module 202 is configured to determine the output torque limit range of the drive motor based on the current working condition of the vehicle, driving demand information and vehicle state parameters, and limit the output torque based on the output torque limit range so that the acceleration and acceleration change rate of the vehicle are controlled within a corresponding preset range;

[0098] The compensation module 203 is configured to determine the slip ratio and slip ratio change rate of the vehicle, and compensate the limited output torque based on the slip ratio and slip ratio change rate of the vehicle to obtain the actual output torque so that the actual output torque adapts to the current road conditions.

[0099] In some embodiments, Figure 2 The acquisition module 201 performs a first-order derivative of the vehicle speed to obtain the vehicle acceleration, and performs a second-order derivative of the vehicle speed to obtain the vehicle acceleration change rate; performs a first-order derivative of the motor speed to obtain the motor angular acceleration, and performs a second-order derivative of the motor speed to obtain the motor angular velocity change rate; based on the preset mapping relationship between the driving demand, vehicle speed, motor speed and motor torque, the motor target torque corresponding to the current driving demand information, the current vehicle speed and the current motor speed is determined; the voltage signal or current signal generated by the resolver sensor when it rotates with the motor shaft is filtered, and the periodic change of the filtered signal is detected to obtain the output frequency of the resolver sensor.

[0100] In some embodiments, Figure 2 When the electronic stability control system is not started, the compensation module 203 calculates the slip rate according to the vehicle speed and the wheel speed, and performs a first-order derivative of the slip rate to obtain the slip rate change rate; when the electronic stability control system is started, the slip rate is calculated according to the torque limit curve of the electronic stability control system using the vehicle speed and the wheel speed, and performs a first-order derivative of the slip rate to obtain the slip rate change rate.

[0101] In some embodiments, Figure 2 The compensation module 203 determines the target torque of the drive motor based on the accelerator pedal position in the driving demand information and the vehicle speed and motor speed in the vehicle state parameters when the vehicle is currently in a driving condition; when it is detected that the vehicle's driving acceleration exceeds a preset first acceleration threshold, the target torque is limited according to a preset maximum allowable acceleration to determine the output torque limit range of the drive motor.

[0102] In some embodiments, Figure 2 The compensation module 203 determines the target torque of the drive motor based on the accelerator pedal position in the driving demand information and the vehicle speed and motor speed in the vehicle state parameters when the vehicle is currently in a rapid acceleration or deceleration condition; when it is detected that the acceleration change rate of the vehicle exceeds a preset first acceleration change rate threshold, the corresponding acceleration range is calculated according to the preset maximum allowable acceleration change rate, and the target torque is limited according to the acceleration range to determine the output torque limit range of the drive motor.

[0103] In some embodiments, Figure 2The compensation module 203 determines the target torque and recovery torque of the drive motor based on the accelerator pedal position and brake pedal position in the driving demand information and the vehicle speed and motor speed in the vehicle state parameters when the vehicle is currently in a drive-brake switching condition; when it is detected that the acceleration change rate of the vehicle exceeds a preset second acceleration change rate threshold, the corresponding acceleration range is calculated according to the preset maximum allowable acceleration change rate, and the target torque and recovery torque are limited according to the acceleration range to determine the output torque limit range of the drive motor.

[0104] In some embodiments, Figure 2 The compensation module 203 determines the target torque of the drive motor based on the brake pedal position in the driving demand information and the vehicle speed and motor speed in the vehicle state parameters when the vehicle is currently in a braking condition; when it is detected that the acceleration exceeds a preset second acceleration threshold, the target torque is limited according to a preset maximum allowable acceleration to determine the output torque limit range of the drive motor.

[0105] It should be understood that the size of the serial numbers of the steps in the above embodiments does not mean the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the present application.

[0106] Figure 3 Schematic diagram of the structure of the electronic device 3 provided in the embodiment of the present application. Figure 3 As shown, the electronic device 3 of this embodiment includes: a processor 301, a memory 302, and a computer program 303 stored in the memory 302 and executable on the processor 301. When the processor 301 executes the computer program 303, the steps in the above-mentioned method embodiments are implemented. Alternatively, when the processor 301 executes the computer program 303, the functions of the modules / units in the above-mentioned device embodiments are implemented.

[0107] Exemplarily, the computer program 303 may be divided into one or more modules / units, which are stored in the memory 302 and executed by the processor 301 to complete the present application. The one or more modules / units may be a series of computer program instruction segments capable of completing specific functions, which are used to describe the execution process of the computer program 303 in the electronic device 3.

[0108] The electronic device 3 may be a desktop computer, a notebook, a PDA, a cloud server, or other electronic device. The electronic device 3 may include, but is not limited to, a processor 301 and a memory 302. Those skilled in the art will appreciate that Figure 3It is only an example of the electronic device 3 and does not constitute a limitation of the electronic device 3. It may include more or fewer components than shown in the figure, or a combination of certain components, or different components. For example, the electronic device may also include input and output devices, network access devices, buses, etc.

[0109] The processor 301 may be a central processing unit (CPU), or other general-purpose processors, digital signal processors (DSP), application-specific integrated circuits (ASIC), field-programmable gate arrays (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. A general-purpose processor may be a microprocessor or the processor may be any conventional processor, etc.

[0110] The memory 302 may be an internal storage unit of the electronic device 3, for example, a hard disk or memory of the electronic device 3. The memory 302 may also be an external storage device of the electronic device 3, for example, a plug-in hard disk, a smart media card (SMC), a secure digital (SD) card, a flash card, etc. equipped on the electronic device 3. Further, the memory 302 may also include both an internal storage unit and an external storage device of the electronic device 3. The memory 302 is used to store computer programs and other programs and data required by the electronic device. The memory 302 may also be used to temporarily store data that has been output or is to be output.

[0111] The technicians in the relevant field can clearly understand that for the convenience and simplicity of description, only the division of the above-mentioned functional units and modules is used as an example for illustration. In practical applications, the above-mentioned function allocation can be completed by different functional units and modules as needed, that is, the internal structure of the device can be divided into different functional units or modules to complete all or part of the functions described above. The functional units and modules in the embodiment can be integrated in a processing unit, or each unit can exist physically separately, or two or more units can be integrated in one unit. The above-mentioned integrated unit can be implemented in the form of hardware or in the form of software functional units. In addition, the specific names of the functional units and modules are only for the convenience of distinguishing each other, and are not used to limit the scope of protection of this application. The specific working process of the units and modules in the above-mentioned system can refer to the corresponding process in the aforementioned method embodiment, which will not be repeated here.

[0112] In the above embodiments, the description of each embodiment has its own emphasis. For parts that are not described or recorded in detail in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0113] Those of ordinary skill 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 to be beyond the scope of this application.

[0114] In the embodiments provided in the present application, it should be understood that the disclosed devices / computer equipment and methods can be implemented in other ways. For example, the device / computer equipment embodiments described above are only schematic. For example, the division of modules or units is only a logical function division. There may be other division methods in actual implementation. Multiple units 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 through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0115] The units described as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed on multiple network units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0116] 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. The above-mentioned integrated unit may be implemented in the form of hardware or in the form of software functional units.

[0117] If the integrated module / unit 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 present application implements all or part of the processes in the above-mentioned embodiment method, and can also be completed by instructing the relevant hardware through a computer program. The computer program can be stored in a computer-readable storage medium, and the computer program can implement the steps of the above-mentioned various method embodiments when executed by the processor. The computer program may include computer program code, which may be in source code form, object code form, executable file or some intermediate form. Computer-readable media may include: any entity or device capable of carrying computer program code, recording medium, U disk, mobile hard disk, disk, optical disk, computer memory, read-only memory (ROM), random access memory (RAM), electric carrier signal, telecommunication signal and software distribution medium, etc.

[0118] The above embodiments are only used to illustrate the technical solutions of the present application, rather than to limit them. Although the present application has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein. These modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present application, and should all be included in the protection scope of the present application.

Claims

1. A method for controlling torque of a vehicle, characterized in that: include: Obtain the driving demand information input by the driver, identify the vehicle status, and obtain the vehicle status parameters; Determine an output torque limit range of a drive motor based on the current working condition of the vehicle, the driving demand information and the vehicle state parameter, and limit the output torque based on the output torque limit range so that the acceleration and acceleration change rate of the vehicle are controlled within a corresponding preset range; The slip ratio and slip ratio change rate of the vehicle are determined, and the limited output torque is compensated based on the slip ratio and slip ratio change rate of the vehicle to obtain the actual output torque, so that the actual output torque is adapted to the current road condition.

2. The method according to claim 1, characterized in that: The vehicle state parameter includes at least one of the following: vehicle acceleration, vehicle acceleration change rate, motor angular acceleration, motor angular velocity change rate, motor target torque and output frequency of the resolver sensor; The whole vehicle state of the vehicle is identified to obtain the whole vehicle state parameters, including: Taking a first-order derivative of the vehicle speed to obtain the vehicle acceleration, and taking a second-order derivative of the vehicle speed to obtain the vehicle acceleration change rate; Taking a first-order derivative of the motor speed of the vehicle to obtain the motor angular acceleration, and taking a second-order derivative of the motor speed to obtain the motor angular velocity change rate; Determine the motor target torque corresponding to the current driving demand information, the current vehicle speed and the current motor speed based on the preset mapping relationship between the driving demand, the vehicle speed, the motor speed and the motor torque; The voltage signal or current signal generated by the resolver sensor when the resolver sensor rotates with the motor shaft is filtered, and the periodic change of the filtered signal is detected to obtain the output frequency of the resolver sensor.

3. The method according to claim 1, characterized in that: The determining of the slip rate and slip rate change rate of the vehicle comprises: When the electronic stability control system is not activated, the slip ratio is calculated according to the vehicle speed and the wheel speed, and the slip ratio is first-order derived to obtain the slip ratio change rate; When the electronic stability control system is activated, the slip ratio is calculated according to the torque limit curve of the electronic stability control system using the vehicle speed and the wheel speed, and the slip ratio is first-order derived to obtain the slip ratio change rate.

4. The method according to claim 1, characterized in that Determining the output torque limit range of the drive motor based on the current working condition of the vehicle, the driving demand information and the vehicle state parameter includes: When the vehicle is currently in a driving condition, determining a target torque of the drive motor based on the accelerator pedal position in the driving demand information and the vehicle speed and motor speed in the vehicle state parameters; When it is detected that the driving acceleration of the vehicle exceeds a preset first acceleration threshold, the target torque is limited according to a preset maximum allowable acceleration to determine an output torque limit range of the drive motor.

5. The method according to claim 1, characterized in that Determining the output torque limit range of the drive motor based on the current working condition of the vehicle, the driving demand information and the vehicle state parameter includes: When the vehicle is currently in a rapid acceleration or deceleration condition, determining a target torque of the drive motor based on the accelerator pedal position in the driving demand information and the vehicle speed and motor speed in the vehicle state parameters; When it is detected that the acceleration change rate of the vehicle exceeds a preset first acceleration change rate threshold, a corresponding acceleration range is calculated according to a preset maximum allowable acceleration change rate, and the target torque is limited according to the acceleration range to determine the output torque limit range of the drive motor.

6. The method according to claim 1, characterized in that Determining the output torque limit range of the drive motor based on the current working condition of the vehicle, the driving demand information and the vehicle state parameter includes: When the vehicle is currently in a driving-braking switching condition, determining a target torque and a recovery torque of the driving motor based on an accelerator pedal position and a brake pedal position in the driving demand information and a vehicle speed and a motor speed in the vehicle state parameters; When it is detected that the acceleration change rate of the vehicle exceeds a preset second acceleration change rate threshold, a corresponding acceleration range is calculated based on a preset maximum allowable acceleration change rate, and the target torque and recovery torque are limited based on the acceleration range to determine the output torque limit range of the drive motor.

7. The method according to claim 1, characterized in that Determining the output torque limit range of the drive motor based on the current working condition of the vehicle, the driving demand information and the vehicle state parameter includes: When the vehicle is currently in a braking condition, determining a target torque of the drive motor based on the brake pedal position in the driving demand information and the vehicle speed and motor speed in the vehicle state parameters; When it is detected that the acceleration exceeds a preset second acceleration threshold, the target torque is limited according to a preset maximum allowable acceleration to determine an output torque limit range of the drive motor.

8. A torque control device for a vehicle, characterized in that: include: An acquisition module is configured to acquire driving demand information input by a driver, identify the vehicle state, and obtain vehicle state parameters; a limiting module, configured to determine an output torque limiting range of the drive motor based on the current working condition of the vehicle, the driving demand information and the vehicle state parameter, and to limit the output torque based on the output torque limiting range so that the acceleration and acceleration change rate of the vehicle are controlled within a corresponding preset range; The compensation module is configured to determine a slip ratio and a slip ratio change rate of the vehicle, and compensate the limited output torque based on the slip ratio and the slip ratio change rate of the vehicle to obtain an actual output torque, so that the actual output torque adapts to the current road condition.

9. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that: When the processor executes the computer program, the steps of the method according to any one of claims 1 to 7 are implemented.

10. A readable storage medium storing a computer program, characterized in that: When the computer program is executed by a processor, the steps of the method according to any one of claims 1 to 7 are implemented.

Images