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

Abstract

The present application provides a vehicle torque control method, device, electronic device and storage medium. The method includes: obtaining driving demand information input by the driver, and identifying the vehicle's entire state to obtain vehicle state parameters; determining the output torque limit range of the drive motor based on the vehicle's current working conditions, driving demand information and vehicle state parameters, and limiting the output torque based on the output torque limit range to control the vehicle's acceleration and acceleration change rate within a corresponding preset range; determining the vehicle's slip rate and slip rate change rate, and compensating the limited output torque 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 present application can reduce costs, simplify the implementation process, can be applied on a large scale, effectively improve motion sickness problems, and enhance user driving comfort.

Description

Technical Field

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

[0002] With the rapid development of new energy vehicles, pure electric vehicles (BEVs) are becoming a popular choice for consumers due to their environmental advantages. However, due to significant differences in drive systems and control strategies compared to traditional fuel-powered vehicles, BEVs can easily cause motion sickness for drivers and passengers, especially those in the rear seats. This negatively impacts ride comfort, and therefore, how to effectively prevent or alleviate motion sickness in BEVs has become a research priority within the industry.

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

[0004] To address these issues, the industry has conducted preliminary research and discussions on motion sickness prevention technologies, covering areas such as autonomous driving optimization, visual compensation, dynamic adaptive torque systems, air purification and fragrance systems, noise reduction, seat vibration, air flow management, and lighting effects adjustment. However, much of this research remains at the preliminary stage, lacking in-depth technical research and large-scale mass production applications. Furthermore, existing solutions generally suffer from high costs and complex implementation, which limits their feasibility for 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 existing technology, such as high cost, complex implementation, inability to be applied on a large scale, inability to improve motion sickness, and reduced driving comfort for users.

[0006] In 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 the entire vehicle state, and obtaining entire vehicle state parameters; determining an output torque limit range of a drive motor based on the current operating condition of the vehicle, driving demand information, and entire 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 the slip rate and slip rate change rate of the vehicle, and compensating the limited output torque based on the slip rate and 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, identify the entire vehicle state, and obtain the entire 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 the entire 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, comprising 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. 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 state, the vehicle state parameters are obtained; based on the vehicle's current operating 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 to control the vehicle's acceleration and acceleration change rate within the corresponding preset range; the vehicle's slip rate and slip rate change rate are determined, and the limited output torque 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 generate 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 in the driver and passengers, and can reduce costs, simplify the implementation process, and can be applied on a large scale, effectively improving the motion sickness problem and improving 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 following briefly introduces the drawings required for use in the embodiments or descriptions of the prior art. 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 any creative work.

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

[0014] Figure 2 1 is a schematic structural diagram of a vehicle torque control device provided in an embodiment of the present application;

[0015] Figure 3 It is a structural diagram 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 and techniques are provided for purposes of illustration rather than limitation to facilitate a thorough understanding of the embodiments of the present application. However, it will be apparent to those skilled in the art that the present application may 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 avoid obscuring the description of the present application with unnecessary detail.

[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 research focuses of the industry.

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

[0019] 1. Reasons caused by 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 brake energy recovery; due to the rapid acceleration and deceleration of the whole vehicle, 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 generated 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 causes low-frequency noise when the vehicle brakes; pure electric vehicle cooling systems such as fans and water pumps generate low-frequency noise during operation; the drive motor generates battery noise when running at high load, etc.

[0021] 3. Driving behavior: The driver's aggressive driving style leads to rapid changes in vehicle acceleration and deceleration, and low-frequency longitudinal vibration 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 is currently conducting 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 technologies.

[0023] While a small number of companies have explored anti-motion sickness technology for pure electric vehicles, the research is limited and no mass-produced anti-motion sickness technology has yet been implemented. Therefore, research into anti-motion sickness technology is imperative, particularly the potential to improve motion sickness through low-cost control strategy optimization.

[0024] The contents of the technical solution of this 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 method for controlling the torque of a vehicle according to 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 vehicle state to obtain vehicle state parameters;

[0027] S102, determining an output torque limit range of the drive motor based on the vehicle's current operating condition, driving demand information, and vehicle status parameters, and limiting the output torque based on the output torque limit range to control the vehicle's acceleration and acceleration change rate within corresponding preset ranges;

[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 an actual output torque, so that the actual output torque adapts to the current road conditions.

[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 entire 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. 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 between the slip ratio, the slip ratio change rate, the output torque before supplementation, and the actual output torque may be predetermined by multiple implementations, and the actual output torque may be determined based on the preset correspondence.

[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's entire state and obtain vehicle state parameters, including:

[0034] Taking the first-order derivative of the vehicle's speed to obtain the vehicle's acceleration, and taking the second-order derivative of the vehicle's speed to obtain the rate of change of the vehicle's acceleration;

[0035] Take the first-order derivative of the vehicle's motor speed to obtain the motor angular acceleration, and take the second-order derivative of the motor speed to obtain the motor angular velocity change rate;

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

[0037] 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.

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

[0039] First, the vehicle's speed signal is obtained and its first-order derivative is performed to obtain the vehicle's acceleration. This acceleration reflects the vehicle's current motion trend and provides basic data for developing subsequent control strategies. Next, the second-order derivative of the vehicle's speed signal is performed to obtain the acceleration rate of change. This rate of change can be used to analyze the acceleration trend and further improve control accuracy.

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

[0041] Based on the acceleration and angular velocity calculations, the system combines the driver's input (i.e., driving demand information), including accelerator pedal position, brake pedal pressure, and regenerative braking intensity, with a table lookup to determine the motor's target torque for the current operating condition. This target torque is determined based on a preset motor target torque mapping relationship, which maps driving demand, vehicle speed, motor speed, and motor torque. This mapping relationship dynamically reflects the degree of alignment between the current driving demand and the vehicle's state.

[0042] Furthermore, resolver sensors are used to monitor the rotation of the motor shaft in real time. Resolver sensors generate a varying voltage or current signal proportional to the motor shaft's angular velocity. To ensure signal accuracy, the system filters the collected signal to remove noise and interference. The system then determines the complete cycle of the resolver sensor's output signal by detecting periodic variations in the filtered signal. Based on this cycle, the resolver sensor's output frequency can be calculated, thereby accurately determining the motor shaft's angular velocity. This angular velocity information is combined with the aforementioned acceleration and angular acceleration data to optimize the motor's actual output torque and ensure smooth vehicle operation.

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

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

[0045] When the electronic stability control system is not activated, the slip ratio is calculated based on the vehicle speed and wheel speed, and the slip ratio change rate is obtained by taking the first-order derivative of the slip ratio.

[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 differentiated to obtain the slip ratio change rate.

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

[0048] First, with the Electronic Stability Control (ESC) disabled, the system collects vehicle speed and wheel speed data to calculate the vehicle's slip ratio. Slip ratio is a key parameter that reflects the variation in grip between the tires and the road. It is calculated based on the difference between vehicle speed and individual wheel speeds. The slip ratio can help determine whether the vehicle is slipping.

[0049] Next, to further understand the slip rate's changing trend, the system takes the first-order derivative of the calculated slip rate to derive the slip rate change rate. The slip rate change rate reflects the rate of slip change over time and is a key indicator for analyzing the dynamics of tire grip. By monitoring the slip rate and its rate of change, the system can predict potential slippage in advance, providing data support for subsequent torque adjustments.

[0050] Furthermore, when the Electronic Stability Control (ESC) is engaged, the system continues to collect vehicle speed and wheel speed data and calculates the slip ratio based on the ESC torque limit curve. When ESC is engaged, the torque limit curve reflects the system's torque output limits under different slip conditions, helping to prevent the vehicle from losing control on wet or low-grip roads. Based on this data, the system further calculates the vehicle's slip ratio and takes the first-order derivative of the slip ratio to determine the slip ratio change rate.

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

[0052] Through the methods described in the embodiments of this application, the vehicle can monitor its slip rate and its rate of change in real time, promptly identifying changes in road conditions and providing a reliable basis for optimizing torque control strategies. This dynamic identification and response capability can effectively improve the driving safety and ride comfort of electric vehicles in various road conditions, especially on slippery or unstable roads, helping to reduce slippage and improve the driving experience.

[0053] In some embodiments, determining the output torque limit range of the drive motor based on the vehicle's current operating conditions, driving demand information, and vehicle status parameters includes:

[0054] When the vehicle is currently in a driving state, 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 electric vehicles 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 needs 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 mode, the system collects real-time data such as accelerator pedal position, vehicle speed, and motor speed. Based on these parameters, the system uses a pre-set mapping relationship to find and determine the target torque value for the drive motor. This target torque value reflects the ideal torque output by the motor to meet the vehicle's acceleration requirements, given the current driver's operation and vehicle conditions.

[0058] Next, the system monitors the vehicle's acceleration and compares it to a preset first acceleration threshold. If it detects that the current acceleration exceeds this threshold, the system activates a protective mechanism. Specifically, the system limits the previously determined target torque based on the preset maximum permissible acceleration value to prevent vehicle instability caused by excessive acceleration. This limiting measure ensures that the vehicle does not generate excessive power output during acceleration, maintaining driving smoothness and safety, preventing longitudinal acceleration and acceleration rate of change from exceeding the normal tolerance range for drivers and passengers, which could cause motion sickness, 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 for 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 at which the grip changes. By analyzing this data, the system can evaluate the current road conditions (for example, whether the road surface is wet 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. In other words, the actual output torque can be controlled within the torque range that matches the current road conditions, further improving the vehicle's driving stability under different road conditions.

[0060] Ultimately, the actual output torque, adjusted and compensated through the aforementioned steps, is transmitted to the drive motor, enabling it to provide appropriate power output under the driving conditions. This not only meets the driver's acceleration needs but also maintains smooth vehicle operation under complex or changing road conditions, reducing safety hazards caused by over-acceleration or road slippage.

[0061] Through the above-mentioned method of the 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, determining the output torque limit range of the drive motor based on the current operating condition of the vehicle, driving demand information, and vehicle state parameters 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 status parameters;

[0064] 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 based on 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.

[0065] Specifically, the embodiments of the present application further provide a torque coordination control method for a vehicle under rapid acceleration (Tip-in) and rapid deceleration (Tip-out) conditions, 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 vehicle stability and ride comfort. The torque coordination control method under rapid acceleration (Tip-in) and rapid deceleration (Tip-out) conditions provided in the embodiments of the present application includes the following:

[0066] First, when the vehicle is experiencing rapid acceleration or deceleration, the system acquires key parameters such as accelerator pedal position, vehicle speed, and motor speed in real time. Based on these parameters, the system uses a pre-set mapping table to determine the target torque value for the drive motor. This target torque value represents the ideal torque output by the drive motor in response to the driver's acceleration or deceleration, given the current driving demand and vehicle state.

[0067] Next, the system monitors the vehicle's acceleration rate and compares it to a preset first acceleration rate threshold. If the acceleration rate exceeds the threshold, the system activates a torque limiting 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 within this range. This limiting measure is intended to prevent instability caused by excessive acceleration changes during rapid acceleration or deceleration, thereby ensuring smooth vehicle operation.

[0068] Furthermore, after limiting the output torque, the system also considers 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 rate at which that grip changes. By analyzing this data, the system can assess current road conditions, such as whether the road surface is wet or loose, and dynamically compensate for the limited output torque based on this assessment. This compensation allows the system to adjust the actual output torque of the motor to better suit the current road conditions, preventing slippage or loss of control in complex road conditions.

[0069] Finally, the actual output torque, adjusted and compensated through the above steps, is applied to the drive motor, ensuring smooth and safe vehicle operation under sudden acceleration and deceleration conditions. This not only meets the driver's operational needs but also maintains vehicle stability under less-than-ideal road conditions, reducing motion sickness caused by excessive acceleration or deceleration.

[0070] Through the above-mentioned method of the 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, determining the output torque limit range of the drive motor based on the vehicle's current operating conditions, driving demand information, and vehicle status parameters includes:

[0072] When the vehicle is currently in a driving-braking switching state, the target torque and regenerative torque of the drive motor are determined 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 status 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 according to the acceleration range to determine the output torque limit range of the drive motor.

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

[0075] First, when the vehicle is in a drive-brake-drive transition, the system acquires key parameters such as 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 regenerative torque for the drive motor through filtering, arbitration, and table lookup. The target drive torque is used to meet the current acceleration demand, while the regenerative torque is used to recover energy during braking to improve energy efficiency.

[0076] Furthermore, when the vehicle switches between operating modes, the system monitors the vehicle's acceleration rate of change and compares it to a preset second acceleration rate threshold. If the acceleration rate exceeds this threshold, the system activates a torque limiting 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 within this range. This limiting prevents instability caused by excessive acceleration changes during abrupt switching, ensuring a smooth transition.

[0077] Furthermore, based on the target torque limit, the system analyzes 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 indicates how quickly that grip changes over time. Using this data, the system assesses current road conditions, such as wet or low-grip surfaces, and dynamically compensates for the limited output torque based on the assessment. This dynamic compensation ensures that the actual output torque adapts to current road conditions, reducing the risk of slippage or loss of control due to switching between operating modes.

[0078] Finally, the actual output torque, adjusted and compensated through the aforementioned steps, is applied to the drive motor, ensuring smooth and safe vehicle operation during the drive-brake-drive transition. This approach not only effectively addresses the dynamic demands of complex vehicle operating conditions but also improves energy efficiency, particularly during regenerative braking, enabling efficient energy recovery.

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

[0080] In some embodiments, determining the output torque limit range of the drive motor based on the vehicle's current operating conditions, driving demand information, and vehicle status parameters includes:

[0081] When the vehicle is currently in a braking state, 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 allowable acceleration to determine an output torque limit range of the drive motor.

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

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

[0085] Next, the system monitors the vehicle's actual acceleration and compares it to a preset second acceleration threshold. If the system detects that the current acceleration exceeds this threshold, it activates a torque limiting mechanism. Specifically, the system adjusts the previously determined target torque based on the preset maximum permissible acceleration, limiting the drive motor's output torque to a safe range. This limiting is intended to prevent vehicle instability caused by excessive acceleration during braking, especially in sudden braking situations, helping to reduce vehicle jolting and slipping.

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

[0087] Finally, the actual output torque, adjusted and compensated through the aforementioned steps, is applied to the drive motor for precise braking control. This control strategy not only ensures smooth vehicle operation under braking but also enhances braking effectiveness under varying road conditions, particularly on slippery or uneven surfaces, effectively preventing tire slippage and improving driving safety.

[0088] Through the above-mentioned method of the 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 threshold values 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 threshold values.

[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 this 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, this technical solution utilizes a vehicle state calculation module to calculate the vehicle's acceleration and acceleration rate of change in real time. This, combined with data such as slip rate and slip rate of change acquired by a road condition recognition module, dynamically adjusts the drive motor's output torque. By properly limiting the torque output gradient, the vehicle's acceleration and acceleration rate of change are controlled within a comfortable range for the driver and passengers, significantly reducing motion sickness caused by excessive longitudinal acceleration changes.

[0093] Furthermore, the implementation of this technical solution does not require significant modifications to existing hardware; it can be achieved simply by optimizing the control strategy, making it highly cost-effective. Overall, this solution not only improves vehicle driving stability and safety, but also significantly enhances ride comfort, effectively preventing motion sickness in extreme operating conditions.

[0094] The following are device embodiments of the present application, which can be used to implement the method embodiments of the present application. For details not disclosed in the device embodiments of the present application, please refer to the method embodiments 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, identify the vehicle state, and obtain the vehicle state parameters;

[0097] a limiting module 202 configured to determine an output torque limit range of the drive motor based on the vehicle's current operating condition, driving demand information, and vehicle state parameters, and to limit the output torque based on the output torque limit range to keep the vehicle's acceleration and acceleration rate within corresponding preset ranges;

[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 as to adapt the actual output torque 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 a preset mapping relationship between driving demand, vehicle speed, motor speed and motor torque, determines the motor target torque corresponding to the current driving demand information, current vehicle speed and current motor speed; filters the voltage signal or current signal generated by the resolver sensor when it rotates with the motor shaft, and detects the periodic change of the filtered signal to obtain the output frequency of the resolver sensor.

[0100] In some embodiments, Figure 2 When the electronic stability control system is not activated, the compensation module 203 calculates the slip ratio based on the vehicle speed and wheel speed, and performs a first-order derivative of the slip ratio to obtain the slip ratio change rate. When the electronic stability control system is activated, the compensation module 203 calculates the slip ratio based on the vehicle speed and wheel speed according to the torque limit curve of the electronic stability control system, and performs a first-order derivative of the slip ratio to obtain the slip ratio 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; and limits the target torque according to a preset maximum allowable acceleration when it is detected that the vehicle's driving acceleration exceeds a preset first acceleration threshold 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 and 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 2When the vehicle is currently in a drive-brake switching condition, the 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 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; and 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 this 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 of 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] For example, computer program 303 may be divided into one or more modules / units, which are stored in memory 302 and executed by processor 301 to implement the present application. One or more modules / units may be a series of computer program instruction segments capable of performing specific functions, and the instruction segments are used to describe the execution process of computer program 303 in 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 understand that Figure 3It is only an example of electronic device 3 and does not constitute a limitation of 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. The general-purpose processor may be a microprocessor or any conventional processor.

[0110] The memory 302 can be an internal storage unit of the electronic device 3, such as a hard drive or memory of the electronic device 3. The memory 302 can also be an external storage device of the electronic device 3, such as a plug-in hard drive, a Smart Media Card (SMC), a Secure Digital (SD) card, a flash memory card, etc. equipped on the electronic device 3. Furthermore, the memory 302 can include both an internal storage unit of the electronic device 3 and an external storage device. The memory 302 is used to store computer programs and other programs and data required by the electronic device. The memory 302 can also be used to temporarily store data that has been output or is about to be output.

[0111] Those skilled in the art can clearly understand that, for the convenience and brevity of description, only the division of the above-mentioned functional units and modules is used as an example for illustration. In actual applications, the above-mentioned functions can be distributed and 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 into one processing unit, or each unit can exist physically alone, or two or more units can be integrated into 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, and will not be repeated here.

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

[0113] 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.

[0114] In the embodiments provided in this application, it should be understood that the disclosed apparatus / computer equipment and methods can be implemented in other ways. For example, the apparatus / computer equipment embodiments described above are merely schematic. For example, the division of modules or units is merely a logical function division. In actual implementation, there may be other division methods. Multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed may be through some interfaces, indirect coupling or communication connection of the apparatus or unit, which may be electrical, mechanical or other forms.

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

[0116] In addition, the functional units in the various embodiments of the present application may be integrated into a single processing unit, or each unit may exist physically separately, or two or more units may be integrated into a single unit. The aforementioned integrated units may be implemented in the form of hardware or 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. The computer-readable medium may include: any entity or device capable of carrying computer program code, recording medium, U disk, mobile hard disk, magnetic 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 various embodiments of the present application, and should all be included in the scope of protection 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's entire state, and obtain the vehicle's entire state parameters; determining an output torque limit range of a drive motor based on the current operating condition of the vehicle, the driving demand information, and the 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 corresponding preset ranges; determining a slip ratio and a slip ratio change rate of the vehicle, and compensating 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 current road conditions; Wherein, determining the slip rate and slip rate change rate of the vehicle includes: 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 first-order derivative of the slip ratio is performed to obtain the slip ratio change rate; When an electronic stability control system is activated, the slip ratio is calculated using the vehicle speed and the wheel speed according to a torque limit curve of the electronic stability control system, and the slip ratio is first-order derived to obtain the slip ratio change rate; Determining an output torque limit range of a drive motor based on the current operating condition of the vehicle, the driving demand information, and the vehicle state parameters includes: When the vehicle is currently in a driving state, determining a target torque for 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.

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 identification of the vehicle state to obtain the vehicle state parameters includes: 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; Determining a motor target torque corresponding to the current driving demand information, the current vehicle speed, and the current motor speed based on a 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 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.

3. The method according to claim 1, characterized in that Determining an output torque limit range of a drive motor based on the current operating condition of the vehicle, the driving demand information, and the vehicle state parameters includes: When the vehicle is currently in a rapid acceleration or deceleration condition, determining a target torque for 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 based on a preset maximum allowable acceleration change rate, and the target torque is limited based on the acceleration range to determine the output torque limit range of the drive motor.

4. The method according to claim 1, wherein Determining an output torque limit range of a drive motor based on the current operating condition of the vehicle, the driving demand information, and the vehicle state parameters includes: When the vehicle is currently in a driving-braking switching state, determining a target torque and a regenerative torque for the drive motor 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; 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 the recovery torque are limited based on the acceleration range to determine the output torque limit range of the drive motor.

5. The method according to claim 1, wherein Determining an output torque limit range of a drive motor based on the current operating condition of the vehicle, the driving demand information, and the vehicle state parameters includes: When the vehicle is currently in a braking state, determining a target torque for 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.

6. A torque control device for a vehicle, characterized in that: include: an acquisition module configured to acquire driving demand information input by the driver, identify the vehicle state, and obtain vehicle state parameters; a limiting module configured to determine an output torque limit range of the drive motor based on the current operating condition of the vehicle, the driving demand information, and the vehicle state parameter, and to 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 corresponding preset ranges; a compensation module 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 as to adapt the actual output torque to a current road condition; The compensation module is configured to, when the electronic stability control system is not activated, calculate the slip ratio based on the vehicle speed and the wheel speed, and perform a first-order derivative of the slip ratio to obtain the slip ratio change rate; and, when the electronic stability control system is activated, calculate the slip ratio based on the vehicle speed and the wheel speed according to the torque limit curve of the electronic stability control system, and perform a first-order derivative of the slip ratio to obtain the slip ratio change rate; The compensation module is further configured to determine 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 the vehicle is currently in a driving condition; 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.

7. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein: When the processor executes the computer program, the steps of the method according to any one of claims 1 to 5 are implemented.

8. 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 5 are implemented.

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