Method, device and equipment for controlling zero-crossing of motor torque and medium

Abstract

This invention discloses a method, device, equipment, and medium for controlling motor torque zero crossing, belonging to the field of vehicle technology. The method includes: acquiring the accelerator pedal state of the vehicle, including a depressed state and a non-depressed state; if the accelerator pedal state changes from depressed to non-depressed, or from non-depressed to depressed, then acquiring the motor's output torque; if the output torque reaches a preset torque threshold, then adjusting the output torque to a preset tooth-aligning torque; if the output torque is maintained at the tooth-aligning torque for a preset first duration, then adjusting the output torque to a preset buffer torque; if the output torque is maintained at the buffer torque for a preset second duration, then acquiring the motor's requested torque and adjusting the output torque to the requested torque; wherein, the tooth-aligning torque is greater than the buffer torque. This method can reduce tooth knocking / jerkiness during motor torque zero crossing while maintaining vehicle smoothness and power responsiveness.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, and in particular to a method, device, equipment, and medium for controlling the zero torque crossing of an electric motor. Background Technology

[0002] Electric vehicles (EVs) are powered by onboard electricity, using electric motors to drive the wheels. They are increasingly favored by consumers due to their advantages such as fast power response, smooth operation, low noise, energy efficiency, environmental friendliness, and intelligent features. However, compared to traditional gasoline-powered vehicles, EVs lack a flexible connector (i.e., a clutch) and energy recovery functionality (allowing the motor to switch between positive and negative torque). This can cause the motor to experience grinding / jerkiness when the torque crosses zero due to transmission backlash in the powertrain.

[0003] In related technologies, reducing the zero-crossing slope of torque can improve the jerkiness / shuffling issue when torque crosses zero. While this method can improve the jerkiness / shuffling issue when torque crosses zero and enhance the smoothness of the vehicle, it sacrifices the vehicle's power performance when torque crosses zero, affecting the overall vehicle's power responsiveness. Summary of the Invention

[0004] In view of the above problems, this invention is proposed to provide a method, device, equipment, and medium for controlling motor torque to zero. When the motor torque is about to cross zero, a large step torque is applied to the rotor in advance and maintained for a first duration. This accelerates the drive teeth of the transmission system to clear the transmission gap, allowing the motor torque to quickly cross zero, thus enabling a rapid response to the vehicle's power demands. After the transmission gap is cleared, i.e., when the master and slave tooth surfaces just begin to contact, the torque is replaced with a smaller buffer torque to avoid large impacts at tooth surface contact, improving the vehicle's ride smoothness.

[0005] In a first aspect, the present invention provides a method for controlling the zero-crossing of motor torque, the method comprising:

[0006] The accelerator pedal status of the vehicle is obtained, including the accelerator pedal status being depressed and not depressed.

[0007] If the accelerator pedal state changes from the depressed state to the undepressed state, or from the undepressed state to the depressed state, then the output torque of the motor is obtained;

[0008] If the output torque reaches a preset torque threshold, the output torque is adjusted to a preset tooth-aligning torque, and the tooth-aligning torque is in the opposite direction to the output torque before adjustment.

[0009] If the output torque is maintained at the tooth-aligning torque for a preset first duration, then the output torque is adjusted to a preset buffer torque, and the buffer torque is in the same direction as the tooth-aligning torque.

[0010] If the duration for which the output torque is maintained at the buffer torque reaches a preset second duration, then the requested torque of the motor is obtained, and the output torque is adjusted to the requested torque;

[0011] Wherein, the tooth-mounted torque is greater than the buffer torque.

[0012] Optionally, if the output torque reaches a preset torque threshold, adjusting the output torque to a preset gear-aligning torque includes:

[0013] If the accelerator pedal state changes from the depressed state to the undepressed state, and the output torque is less than or equal to a preset first torque threshold, then the output torque is controlled to be a preset first tooth torque, wherein the first torque threshold is greater than 0 and the first tooth torque is less than 0.

[0014] Optionally, if the output torque reaches a preset torque threshold, adjusting the output torque to a preset gear-aligning torque includes:

[0015] If the accelerator pedal state changes from the unpressed state to the pressed state, and the output torque is greater than or equal to a preset second torque threshold, then the output torque is controlled to be a preset second tooth torque, where the second torque threshold is less than 0 and the second tooth torque is greater than 0.

[0016] Optionally, the method further includes:

[0017] When the vehicle is stationary, obtain the transmission backlash of the vehicle under the specified gear torque;

[0018] The output torque of the motor is controlled to be the reverse of the gear torque.

[0019] If the duration for which the output torque is maintained as the reverse tooth torque reaches a preset third duration, then the output torque is adjusted to the forward tooth torque, and timing begins.

[0020] The timing stops when the change in the rotor angle of the motor reaches the transmission gap.

[0021] The time taken is taken as the first duration.

[0022] Optionally, obtaining the transmission backlash of the vehicle under the gear torque when the vehicle is stationary includes:

[0023] The system acquires the gear position of the vehicle's transmission, the status of the electronic parking brake system, the vehicle speed, the power mode, and the status of the motor controller.

[0024] If the gear is parking, the electronic parking brake system is in the activated state, the vehicle speed is less than a preset vehicle speed threshold, the power mode is high-voltage power-on mode, and the motor controller is in the standby state, then the state of the motor controller is switched from the standby state to the torque control state, and the output torque of the motor is controlled to be the reverse gear torque.

[0025] If the output torque is maintained at the reverse tooth-aligning torque for a preset third duration, then the first rotor angle of the motor is obtained, and the output torque of the motor is adjusted to the positive tooth-aligning torque.

[0026] If the duration for which the output torque is maintained at the positive tooth torque reaches the third duration, then the second rotor angle of the motor is obtained;

[0027] The angle difference between the first rotor angle and the second rotor angle is determined as the transmission clearance of the vehicle under the tooth torque.

[0028] Optionally, before obtaining the gear position of the vehicle's transmission, the status of the electronic parking brake system, the vehicle speed, the power mode, and the status of the motor controller, the method further includes:

[0029] Obtain the mileage of the vehicle;

[0030] When the mileage increases by a set distance, the steps of acquiring the vehicle's transmission gear position, electronic parking brake system status, vehicle speed, power mode, and motor controller status are initiated.

[0031] Optionally, the method further includes:

[0032] Obtain the vehicle speed and accelerator pedal opening of the vehicle;

[0033] Determine the gear torque corresponding to the vehicle speed and the accelerator pedal opening.

[0034] Secondly, the present invention provides a control device for zero torque crossing of a motor, the device comprising:

[0035] The first acquisition module is used to acquire the accelerator pedal status of the vehicle, the accelerator pedal status including a depressed state and a depressed state;

[0036] The second acquisition module is used to acquire the output torque of the motor if the accelerator pedal state changes from the depressed state to the undepressed state, or from the undepressed state to the depressed state.

[0037] The first adjustment module is used to adjust the output torque to a preset tooth-aligning torque if the output torque reaches a preset torque threshold. The tooth-aligning torque is in the opposite direction to the output torque before adjustment.

[0038] The second adjustment module is used to adjust the output torque to a preset buffer torque if the duration for which the output torque is maintained at the tooth-mounting torque reaches a preset first duration, wherein the buffer torque is in the same direction as the tooth-mounting torque.

[0039] The third adjustment module is used to obtain the requested torque of the motor and adjust the output torque to the requested torque if the duration for which the output torque is maintained at the buffer torque reaches a preset second duration.

[0040] Wherein, the tooth-mounted torque is greater than the buffer torque.

[0041] Thirdly, the present invention provides an electronic device comprising: a memory and a processor, the memory and the processor being communicatively connected to each other, the memory storing computer instructions, and the processor executing the computer instructions to perform the method as described in the first aspect.

[0042] Fourthly, the present invention provides a computer-readable storage medium storing computer instructions for causing the computer to perform the method as described in the first aspect.

[0043] The technical solutions provided in the embodiments of the present invention have at least the following technical effects or advantages:

[0044] This invention provides a method, device, equipment, and medium for controlling motor torque to cross zero. It acquires the accelerator pedal state of a vehicle, including a depressed and undepressed state. The change in accelerator pedal opening reflects whether the motor torque is about to cross zero. If the accelerator pedal state changes from depressed to undepressed, or vice versa, it indicates that the motor torque is about to cross zero, and the motor's output torque is acquired. If the output torque reaches a preset torque threshold, indicating that the output torque is close to zero, the output torque is adjusted to a preset gear torque in the opposite direction, thereby improving transmission. The driving gear accelerates to close the transmission gap, and the master and driven gears quickly approach each other. If the output torque is maintained at the tooth contact torque for a preset first duration, it indicates that the master and driven gears have begun to contact. The output torque is then adjusted to a preset buffer torque, which is in the same direction as the tooth contact torque. This smaller buffer torque reduces the impact force when the master and driven gear surfaces contact. If the output torque is maintained at the buffer torque for a preset second duration, it indicates that the motor torque has crossed zero. The requested motor torque is then obtained, and the output torque is adjusted to the requested torque, allowing the motor to output according to the user's needs. The tooth contact torque is greater than the buffer torque. This method not only ensures the smoothness of the vehicle when the motor torque crosses zero but also improves power responsiveness and vehicle drivability.

[0045] The above description is merely an overview of the technical solution of the present invention. In order to better understand the technical means of the present invention and to implement it in accordance with the contents of the specification, and in order to make the above and other objects, features and advantages of the present invention more apparent and understandable, specific embodiments of the present invention are described below. Attached Figure Description

[0046] Various other advantages and benefits will become apparent to those skilled in the art upon reading the following detailed description of preferred embodiments. The accompanying drawings are for illustrative purposes only and are not intended to limit the invention. Furthermore, the same reference numerals denote the same parts throughout the drawings. In the drawings:

[0047] Figure 1 This is a flowchart of a motor torque zero-crossing control method provided in an embodiment of the present invention;

[0048] Figure 2 This is a schematic diagram illustrating the linear relationship between the requested torque and the output torque and time under the TIP OUT condition, provided by an embodiment of the present invention.

[0049] Figure 3 This is a schematic diagram illustrating the linear relationship between the requested torque and the output torque and time under the TIP IN condition, as provided in an embodiment of the present invention.

[0050] Figure 4This is a structural block diagram of a motor torque zero-crossing control device provided in an embodiment of the present invention. Detailed Implementation

[0051] To make the objectives, technical solutions, and advantages of this application clearer, the embodiments of this application will be described in further detail below with reference to the accompanying drawings. It should be understood that the embodiments of this disclosure and the specific features in the embodiments are detailed descriptions of the technical solutions of this application, rather than limitations on the technical solutions of this application. Unless otherwise specified, the embodiments of this application and the technical features in the embodiments can be combined with each other.

[0052] Figure 1 This is a flowchart of a motor torque zero-crossing control method provided in an embodiment of the present invention, as shown below. Figure 1 As shown, the method includes steps S110, S120, S130, S140 and S150.

[0053] Step S110: Obtain the status of the car's accelerator pedal.

[0054] The accelerator pedal status includes both depressed and undepressed states.

[0055] In this embodiment, the accelerator pedal state can be collected by a sensor. The accelerator pedal state indicates whether the motor torque is about to cross zero. Crossing zero torque essentially means a change in the motor's operating quadrant, either from a feedback state to a drive state (TIP IN condition) or from a drive state to a feedback state (TIP OUT condition). Taking the TIP IN condition as an example, initially the motor is in a feedback state with negative torque, and the transmission components are engaged with reverse tooth surfaces. Subsequently, the motor state changes to a drive state, the torque changes from negative to positive, and the reverse tooth surfaces of the transmission components begin to separate and gradually transition to positive tooth surface engagement. During this process, due to backlash, the driving tooth will briefly idle.

[0056] Step S120: If the accelerator pedal state changes from depressed to undepressed, or from undepressed to depressed, then obtain the motor's output torque.

[0057] In this embodiment, if the accelerator pedal state changes from depressed to undepressed, it indicates that the motor has changed from a driving state to a feedback state; if it changes from undepressed to depressed, it indicates that the motor has changed from a feedback state to a driving state. In both cases, the motor torque must cross zero. At this point, the motor's output torque is acquired, and the time remaining until the motor torque crosses zero is determined by the output torque.

[0058] Step S130: If the output torque reaches the preset torque threshold, then adjust the output torque to the preset gear torque.

[0059] Among them, the tooth torque is in the opposite direction to the output torque before adjustment.

[0060] In this embodiment, if the output torque reaches a preset torque threshold, it means that the magnitude of the output torque is close to 0. At this time, the output torque is adjusted to a tooth torque that is opposite to the current output torque direction, so that the drive gear of the transmission system accelerates to move through the transmission gap. Only by quickly moving through the transmission gap can the power demand of the car be responded to quickly. Therefore, the power responsiveness of the vehicle can be improved by adjusting the output torque to a preset tooth torque.

[0061] Step S140: If the output torque is maintained at the gear torque for a preset first duration, then the output torque is adjusted to the preset buffer torque.

[0062] Among them, the buffer torque and the tooth-mounted torque are in the same direction.

[0063] In this embodiment, if the output torque is maintained at the tooth contact torque for a preset first duration, it indicates that the driving tooth has completed the transmission clearance and the master and slave tooth surfaces have just begun to contact. At this time, the output torque is adjusted to a smaller buffer torque in the same direction as the tooth contact torque. The buffer torque can reduce the impact force generated when the master and slave tooth surfaces contact, thereby improving the ride comfort of the vehicle. The tooth contact torque is greater than the buffer torque.

[0064] Step S150: If the output torque is maintained at the buffer torque for a preset second duration, the requested torque of the motor is obtained, and the output torque is adjusted to the requested torque.

[0065] In this embodiment, if the output torque is maintained at the buffer torque for a preset second duration, it indicates that the motor torque has crossed zero and ended. At this time, the output torque is adjusted to the requested torque, which is the torque determined by the vehicle control unit (VCU) based on the user's power requirements. The process begins by waking up the Motor Control Unit (MCU). The MCU periodically receives CAN (Controller Area Network) bus signals and obtains the requested torque determined by the Vehicle Control Unit (VCU) from the CAN bus signals. If the vehicle does not perform zero-crossing control of the motor torque, the motor's output torque remains the requested torque when the accelerator pedal changes from depressed to neutral, or vice versa. This causes the drive gear to idle and accelerate, resulting in tooth knocking / jerkiness at the moment of engagement due to the large torque. The zero-crossing control method described in this application applies a larger engagement torque before the zero-crossing period and then uses a smaller buffer torque to reduce the impact force after engagement. This reduces tooth knocking / jerkiness while maintaining vehicle smoothness and power responsiveness. Furthermore, it eliminates the need for additional processing of the zero-crossing slope and covers zero-crossing conditions across the entire speed range of the vehicle.

[0066] It should be noted that the rate at which the output torque is adjusted to the gear torque or buffer torque can be calibrated in advance.

[0067] Optionally, step S130 includes:

[0068] If the accelerator pedal changes from depressed to undepressed, and the output torque is less than or equal to a preset first torque threshold, then the output torque is controlled to be a preset first tooth torque, where the first torque threshold is greater than 0 and the first tooth torque is less than 0.

[0069] In this embodiment, if the accelerator pedal state changes from depressed to undepressed, it indicates that the motor is in TIPOUT mode. Figure 2 This is a schematic diagram illustrating the linear relationship between the requested torque and the output torque and time under the TIP OUT condition, as provided in an embodiment of the present invention. Figure 2As shown, the horizontal axis represents time, and the vertical axis represents torque. Under the TIP OUT condition, the motor's requested torque T0 and output torque T1 gradually change from positive to negative. While the output torque T1 is greater than the first torque threshold T2, the output torque T1 remains equal to the requested torque T0. When the output torque T1 drops to the first torque threshold T2, the output torque T1 is adjusted to the negative first tooth-aligning torque T3 and maintained for a first duration t1. Next, after reaching the first duration t1, the output torque T1 is adjusted to the buffer torque T4 and maintained for a second duration t2. After reaching the second duration t2, the output torque t2 is adjusted back to the requested torque T0.

[0070] Among them, the first torque threshold T2, the buffer torque T4, and the second duration t2 can be pre-calibrated.

[0071] Optionally, step S130 further includes:

[0072] If the accelerator pedal changes from a non-pressed state to a pressed state, and the output torque is greater than or equal to a preset second torque threshold, then the output torque is controlled to be a preset second tooth torque, where the second torque threshold is less than 0 and the second tooth torque is greater than 0.

[0073] In this embodiment, if the accelerator pedal state changes from never being pressed to being pressed, it indicates that the motor is in TIPIN mode. Figure 3 This is a schematic diagram illustrating the linear relationship between the requested torque and the output torque under the TIP IN condition and time, as provided in an embodiment of the present invention. Figure 3 As shown, the horizontal axis represents time, and the vertical axis represents torque. Under the TIP IN condition, the motor's requested torque T0' and output torque T1' gradually change from negative to positive. While the output torque T1' is less than the second torque threshold T2', the output torque T1' remains equal to the requested torque T0'. When the output torque T1' rises to the second torque threshold T2', the output torque T1' is adjusted to the positive second gear torque T3' and maintained for a first duration t1. Next, after reaching the first duration t1, the output torque T1' is adjusted to the buffer torque T4' and maintained for a second duration t2. After reaching the second duration t2, the output torque t2' is adjusted back to the requested torque T0'.

[0074] The second torque threshold T2', buffer torque T4', and second duration t2' can be pre-calibrated. To improve the driving experience, T4' in the TIP OUT condition and T4' in the TIP IN condition are opposite in direction and unequal in magnitude. t1 and t2 in the TIP OUT condition are equal to t1 and t2 in the TIP IN condition. The first torque threshold T2 and the second torque threshold T2' are opposite in direction and equal in magnitude. The first gear torque T3 and the second gear torque T3' are opposite in direction and equal in magnitude.

[0075] In this embodiment, the first torque threshold T2 and the second torque threshold T2' can be differentially calibrated based on vehicle speed to obtain a relationship table between vehicle speed and the first torque threshold T2 and the second torque threshold T2'. The lower the vehicle speed, the smaller the absolute values ​​of the first torque threshold T2 and the second torque threshold T2'.

[0076] Optionally, the method also includes:

[0077] Obtain the vehicle speed and accelerator pedal opening; determine the corresponding gear torque for the vehicle speed and accelerator pedal opening.

[0078] In this embodiment, a table relating vehicle speed, accelerator pedal opening, and toothed torque can be pre-calibrated. When the motor torque crosses zero, the corresponding toothed torque can be retrieved from the table based on the vehicle speed and accelerator pedal opening. The magnitude of the toothed torque is related to both vehicle speed and accelerator pedal opening, which can improve the smoothness of the vehicle during the period when the motor torque crosses zero.

[0079] Optionally, the method also includes how to determine the tooth contact time (first duration), and the specific steps include steps S131-S134.

[0080] Step S131: When the car is stationary, obtain the transmission clearance of the car under the tooth torque.

[0081] In this embodiment, to ensure data accuracy, the determination of the first duration must be performed while the vehicle is stationary. The transmission clearance under the tooth torque can be determined in advance.

[0082] Optionally, step S131 includes steps S1303-S1307.

[0083] Step S1303: Obtain the gear position of the vehicle's transmission, the status of the electronic parking brake system, the vehicle speed, the power mode, and the status of the motor controller.

[0084] In this embodiment, the vehicle's current state (moving or stationary) is determined by the gear position of the transmission, the status of the electronic parking brake system, and the vehicle speed. The motor's operating status is determined by the power mode and the motor controller's status. The MCU obtains the vehicle's gear position, electronic parking brake system status, vehicle speed, power mode, and motor controller status from the CAN bus signals.

[0085] Step S1304: If the gear is in parking gear, the electronic parking brake system is in the active state, the vehicle speed is less than the preset vehicle speed threshold, the power mode is high voltage power-on mode, and the motor controller is in standby state, then switch the motor controller from standby state to torque control state, and control the motor output torque to be the reverse gear torque.

[0086] In this embodiment, when the gear is in parking position, the electronic parking brake system is activated, and the vehicle speed is less than a preset speed threshold, it indicates that the vehicle is stationary. When the power mode is high-voltage power-on mode and the motor controller is in standby mode, it indicates that the motor has started. When the vehicle is stationary and the motor is running, the motor controller is switched from standby mode to torque control mode, and the motor's output torque is controlled to be a reverse gear torque, causing the motor rotor to rotate in the opposite direction. When the power mode is high-voltage power-on mode, the motor's bus voltage is greater than or equal to 250VDC.

[0087] For example, the vehicle speed threshold is 2 km / h.

[0088] Step S1305: If the output torque remains as the reverse tooth torque for a preset third duration, then obtain the first rotor angle of the motor and adjust the output torque of the motor to the positive tooth torque.

[0089] In this embodiment, the duration for which the output torque is controlled to be a reverse tooth-gripping torque is a third duration, allowing the reverse tooth surfaces of the transmission components to contact. The rotor angle at this time is recorded and denoted as the first rotor angle θ1. Then, the output torque of the motor is controlled to be a forward tooth-gripping torque, causing the rotor to rotate in the forward direction again. For example, the third duration is 0.5 seconds.

[0090] Step S1306: If the duration of the positive tooth torque output reaches the third duration, then obtain the second rotor angle of the motor.

[0091] In this embodiment, the duration for which the output torque is controlled to remain in the positive direction is the third duration, so that the transmission component changes from reverse tooth surface contact to positive tooth surface contact. The rotor angle at this time is recorded and denoted as the second rotor angle θ2.

[0092] Step S1307: Determine the angle difference between the first rotor angle and the second rotor angle as the transmission clearance of the vehicle under tooth torque.

[0093] In this embodiment, the angle difference Δθ between the first rotor angle θ1 and the second rotor angle θ2 can be calculated to obtain the gap between the two main teeth of the rotor, which is denoted as the transmission gap Δθ of the car under tooth torque.

[0094] This can be understood as follows: when the car is stationary and the motor is working, the rotor is controlled to rotate alternately in both directions under the same magnitude but opposite tooth torque to measure the transmission clearance. In other words, the order of steps S1305 and S1306 can be interchanged; it is also possible to control the rotor to rotate forward first and then control it to rotate in reverse to measure the transmission clearance.

[0095] Optionally, before step S1303, the method further includes steps S1301 and S1302.

[0096] Step S1301: Obtain the vehicle's mileage.

[0097] Step S1302: When the mileage increases by a set distance value, start executing the steps of obtaining the gear position of the vehicle's transmission, the status of the electronic parking brake system, the vehicle speed, the power mode, and the status of the motor controller.

[0098] In this embodiment, as the mileage of the same vehicle increases, the wear of the transmission system intensifies, leading to a gradual increase in transmission clearance, which adversely affects drivability. Therefore, every time the mileage increases by a set value, the transmission clearance is re-determined, that is, steps S1303 to S1307 are executed again, followed by steps S131 to S134. Based on the new transmission clearance, a new gear engagement time is determined. By periodically updating the gear engagement time, the deterioration of driving performance caused by vehicle wear is eliminated. The set mileage value can be set according to actual conditions. For example, it can be 10,000 km.

[0099] It should be noted that the transmission clearance is first determined when the mileage is 0. At this time, due to the manufacturing deviation of the transmission components, the transmission clearance of different cars is different. Therefore, when the mileage is 0, steps S1303 to S1307 are executed for the first time to determine the first transmission clearance, so as to match the optimal gear engagement time for each car and eliminate the impact of processing and assembly errors on drivability.

[0100] Step S132: Control the output torque of the motor to be the reverse gear torque.

[0101] In this embodiment, the output torque of the motor is controlled to be a reverse gear torque, causing the motor to rotate in the opposite direction.

[0102] Step S133: If the output torque remains as the reverse tooth-feeding torque for a preset third duration, then adjust the output torque to the forward tooth-feeding torque and start timing.

[0103] In this embodiment, if the duration of the output torque being the reverse tooth-aligning torque reaches a preset third duration, it indicates that the reverse tooth surface of the transmission component has made contact. The rotor angle at this time is recorded as the third rotor angle θ3. Next, a positive tooth-aligning torque is applied to the motor, causing it to rotate in the forward direction, and timing begins. At this time, the rotor angle gradually increases from θ3.

[0104] Step S134: Stop timing when the change in rotor angle of the motor reaches the transmission clearance.

[0105] In this embodiment, when the rotor angle increases the transmission clearance Δθ, it indicates that the positive tooth surface of the transmission component begins to contact, the idle rotation of the driving tooth ends, and the timing stops.

[0106] Step S135: Use the timing time as the first duration.

[0107] In this embodiment, the timing time is the time it takes for the active tooth to travel through the entire transmission gap, which is the tooth contact time, and is used as the first duration.

[0108] It should be noted that the order of steps S132 and S133 can be reversed. It is also possible to first apply the forward tooth contact torque to the motor, then apply the reverse tooth contact torque to the motor, and then measure the tooth contact time.

[0109] Based on the same inventive concept, embodiments of the present invention also provide a control device for motor torque crossing zero. Figure 4 This is a structural block diagram of a motor torque zero-crossing control device provided in an embodiment of the present invention, as shown below. Figure 4 As shown, the device 400 includes a first acquisition module 401, a second acquisition module 402, a first adjustment module 403, a second adjustment module 404, and a third adjustment module 405.

[0110] The first acquisition module 401 is used to acquire the accelerator pedal status of the car, which includes a depressed state and a non-depressed state.

[0111] The second acquisition module 402 is used to acquire the output torque of the motor if the accelerator pedal state changes from depressed to undepressed, or from undepressed to depressed.

[0112] The first adjustment module 403 is used to adjust the output torque to a preset tooth-aligning torque if the output torque reaches a preset torque threshold. The tooth-aligning torque is in the opposite direction to the output torque before adjustment.

[0113] The second adjustment module 404 is used to adjust the output torque to a preset buffer torque if the duration of the output torque being maintained at the tooth-feeding torque reaches a preset first duration. The buffer torque is in the same direction as the tooth-feeding torque.

[0114] The third adjustment module 405 is used to obtain the motor's requested torque and adjust the output torque to the requested torque if the output torque is maintained at the buffer torque for a preset second duration.

[0115] Among them, the tooth torque is greater than the buffer torque.

[0116] Optionally, the first adjustment module 403 is also used for:

[0117] If the accelerator pedal changes from depressed to undepressed, and the output torque is less than or equal to a preset first torque threshold, then the output torque is controlled to be a preset first tooth torque, where the first torque threshold is greater than 0 and the first tooth torque is less than 0.

[0118] Optionally, the first adjustment module 403 is also used for:

[0119] If the accelerator pedal changes from a non-pressed state to a pressed state, and the output torque is greater than or equal to a preset second torque threshold, then the output torque is controlled to be a preset second tooth torque, where the second torque threshold is less than 0 and the second tooth torque is greater than 0.

[0120] Optionally, device 400 also includes:

[0121] The third acquisition module is used to acquire the transmission backlash of the vehicle under the toothed torque when the vehicle is stationary; the control module is used to control the output torque of the motor to be the reverse toothed torque.

[0122] The fourth adjustment module is used to adjust the output torque to the positive gear torque and start timing if the output torque is maintained as the reverse gear torque for a preset third duration.

[0123] The timing module is used to stop timing when the change in the rotor angle of the motor reaches the transmission clearance;

[0124] The first determining module is used to determine the timing time as the first duration.

[0125] Optionally, the third acquisition module includes:

[0126] The first acquisition unit is used to acquire the gear position of the vehicle's transmission, the status of the electronic parking brake system, the vehicle speed, the power mode, and the status of the motor controller.

[0127] The control unit is used to switch the state of the motor controller from standby to torque control state and control the output torque of the motor to the reverse gear torque if the gear is in parking gear, the electronic parking brake system is in the active state, the vehicle speed is less than the preset vehicle speed threshold, the power mode is high voltage power-on mode, and the motor controller is in standby state.

[0128] The adjustment unit is used to obtain the first rotor angle of the motor and adjust the output torque of the motor to the positive tooth torque if the duration of the output torque being maintained as the reverse tooth torque reaches a preset third duration.

[0129] The second acquisition unit is used to acquire the second rotor angle of the motor if the duration of the positive tooth torque output reaches a third duration.

[0130] The determining unit is used to determine the angle difference between the first rotor angle and the second rotor angle as the transmission clearance of the vehicle under tooth torque.

[0131] Optionally, the third acquisition module also includes an execution unit for:

[0132] Obtain the car's mileage;

[0133] When the mileage increases by a set distance, the process begins to acquire the vehicle's transmission gear position, the status of the electronic parking brake system, vehicle speed, power mode, and the status of the motor controller.

[0134] Optionally, the device 400 further includes a second determining module for:

[0135] Obtain the vehicle's speed and accelerator pedal opening;

[0136] Determine the gear torque corresponding to the vehicle speed and accelerator pedal opening.

[0137] It is understood that the device provided in the above embodiments is only illustrated by the division of the above functional modules. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0138] This invention also provides an electronic device that may include a processor and a memory, wherein the processor and the memory may be interconnected via a bus or other means.

[0139] The processor can be a central processing unit (CPU), an application-specific integrated circuit (ASIC), or one or more integrated circuits configured to implement the embodiments of this application. It can also be other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, or other chips, or combinations of the above types of chips.

[0140] Memory may include mass storage for data or instructions. For example, and not limitingly, memory may include hard disk drives (HDDs), floppy disk drives, flash memory, optical disks, magneto-optical disks, magnetic tape, or Universal Serial Bus (USB) drives, or combinations of two or more of these. Where appropriate, memory may include removable or non-removable (or fixed) media. Where appropriate, memory may be internal or external to an electronic device. In a particular embodiment, memory may be non-volatile solid-state memory.

[0141] In one instance, the memory may be read-only memory (ROM). In one instance, the ROM may be a mask-programmed ROM, a programmable ROM (PROM), an erasable PROM (EPROM), an electrically erasable PROM (EEPROM), an electrically rewritable ROM (EAROM), or flash memory, or a combination of two or more of these.

[0142] The processor reads and executes computer program instructions stored in the memory to implement any of the motor torque zero-crossing control methods in the above embodiments.

[0143] In one example, the electronic device may further include a communication interface and a bus. The processor, memory, and communication interface are connected via the bus to communicate with each other. The communication interface is primarily used to enable communication between the various modules, devices, units, and / or equipment in the embodiments of this application. Where appropriate, the bus may include one or more buses.

[0144] Furthermore, in conjunction with the motor torque zero-crossing control method in the above embodiments, this invention can be implemented using a computer-readable storage medium. This computer-readable storage medium stores computer program instructions; when these computer program instructions are executed by a processor, they implement any of the motor torque zero-crossing control methods in the above embodiments.

[0145] Those skilled in the art will understand that all or part of the processes in the methods of the above embodiments can be implemented by a computer program instructing related hardware. The program can be stored in a computer-readable storage medium, and when executed, it can include the processes of the embodiments of the methods described above. The storage medium can be read-only memory (ROM), random access memory (RAM), flash memory, hard disk drive (HDD), or solid-state drive (SSD), etc.; the storage medium can also include combinations of the above types of memory.

[0146] The technical solutions described in the embodiments of this application have at least the following technical effects or advantages:

[0147] This invention provides a method, device, equipment, and medium for controlling motor torque to cross zero. It acquires the accelerator pedal state of a vehicle, including a depressed and undepressed state. The change in accelerator pedal opening reflects whether the motor torque is about to cross zero. If the accelerator pedal state changes from depressed to undepressed, or vice versa, it indicates that the motor torque is about to cross zero, and the motor's output torque is acquired. If the output torque reaches a preset torque threshold, indicating that the output torque is close to zero, the output torque is adjusted to a preset gear torque in the opposite direction, thereby improving transmission. The driving gear accelerates to close the transmission gap, and the master and driven gears quickly approach each other. If the output torque is maintained at the tooth contact torque for a preset first duration, it indicates that the master and driven gears have begun to contact. The output torque is then adjusted to a preset buffer torque, which is in the same direction as the tooth contact torque. This smaller buffer torque reduces the impact force when the master and driven gear surfaces contact. If the output torque is maintained at the buffer torque for a preset second duration, it indicates that the motor torque has crossed zero. The requested motor torque is then obtained, and the output torque is adjusted to the requested torque, allowing the motor to output according to the user's needs. The tooth contact torque is greater than the buffer torque. This method not only ensures the smoothness of the vehicle when the motor torque crosses zero but also improves power responsiveness and vehicle drivability.

[0148] Numerous specific details are set forth in the specification provided herein. However, it will be understood that embodiments of the invention may be practiced without these specific details. In some instances, well-known methods, structures, and techniques have not been shown in detail so as not to obscure the understanding of this specification.

[0149] Similarly, it should be understood that, in order to simplify this disclosure and aid in understanding one or more of the various aspects of the invention, in the above description of exemplary embodiments of the invention, various features of the invention are sometimes grouped together in a single embodiment, figure, or description thereof. However, this method of disclosure should not be construed as reflecting an intention that the claimed invention requires more features than are expressly recited in each claim. Rather, as reflected in the following claims, inventive aspects lie in fewer than all features of a single foregoing disclosed embodiment. Therefore, the claims following the detailed description are hereby expressly incorporated into this detailed description, wherein each claim itself is a separate embodiment of the invention.

[0150] It should be noted that the above embodiments are illustrative of the invention and not restrictive, and that those skilled in the art can devise alternative embodiments without departing from the scope of the appended claims. In the claims, any reference signs placed between parentheses should not be construed as limiting the claims. The word "comprising" does not exclude the presence of components or steps not listed in the claims. The word "a" or "an" preceding a component does not exclude the presence of a plurality of such components. The invention can be implemented by means of hardware comprising several different components and by means of a suitably programmed computer. In the unit claims enumerating several means, several of these means may be embodied by the same item of hardware. The use of the words first, second, and third, etc., does not indicate any order. These words can be interpreted as names.

Claims

1. A method for controlling the zero-crossing of motor torque, characterized in that, The method includes: The accelerator pedal status of the vehicle is obtained, including the accelerator pedal status being depressed and not depressed. If the accelerator pedal state changes from the depressed state to the undepressed state, or from the undepressed state to the depressed state, then the output torque of the motor is obtained; If the output torque reaches a preset torque threshold, the output torque is adjusted to a preset tooth-aligning torque, and the tooth-aligning torque is in the opposite direction to the output torque before adjustment. If the output torque is maintained at the tooth-aligning torque for a preset first duration, then the output torque is adjusted to a preset buffer torque, and the buffer torque is in the same direction as the tooth-aligning torque. If the duration for which the output torque is maintained at the buffer torque reaches a preset second duration, then the requested torque of the motor is obtained, and the output torque is adjusted to the requested torque; Wherein, the tooth-mounted torque is greater than the buffer torque; When the vehicle is stationary, obtain the transmission backlash of the vehicle under the specified gear torque; The output torque of the motor is controlled to be the reverse of the gear torque; If the duration for which the output torque is maintained as the reverse tooth torque reaches a preset third duration, then the output torque is adjusted to the forward tooth torque, and timing begins. The timing stops when the change in the rotor angle of the motor reaches the transmission gap. The time taken is taken as the first duration.

2. The motor torque zero-crossing control method according to claim 1, characterized in that, The step of adjusting the output torque to a preset gear torque if the output torque reaches a preset torque threshold includes: If the accelerator pedal state changes from the depressed state to the undepressed state, and the output torque is less than or equal to a preset first torque threshold, then the output torque is controlled to be a preset first tooth torque, wherein the first torque threshold is greater than 0 and the first tooth torque is less than 0.

3. The motor torque zero-crossing control method according to claim 1, characterized in that, The step of adjusting the output torque to a preset gear torque if the output torque reaches a preset torque threshold includes: If the accelerator pedal state changes from the unpressed state to the pressed state, and the output torque is greater than or equal to a preset second torque threshold, then the output torque is controlled to be a preset second tooth torque, where the second torque threshold is less than 0 and the second tooth torque is greater than 0.

4. The motor torque zero-crossing control method according to claim 1, characterized in that, The step of obtaining the transmission backlash of the vehicle under the specified gear torque when the vehicle is stationary includes: The system acquires the gear position of the vehicle's transmission, the status of the electronic parking brake system, the vehicle speed, the power mode, and the status of the motor controller. If the gear is parking, the electronic parking brake system is in the activated state, the vehicle speed is less than a preset vehicle speed threshold, the power mode is high-voltage power-on mode, and the motor controller is in the standby state, then the state of the motor controller is switched from the standby state to the torque control state, and the output torque of the motor is controlled to be the reverse gear torque. If the output torque is maintained at the reverse tooth-aligning torque for a preset third duration, then the first rotor angle of the motor is obtained, and the output torque of the motor is adjusted to the positive tooth-aligning torque. If the duration for which the output torque is maintained at the positive tooth torque reaches the third duration, then the second rotor angle of the motor is obtained; The angle difference between the first rotor angle and the second rotor angle is determined as the transmission clearance of the vehicle under the tooth torque.

5. The motor torque zero-crossing control method according to claim 4, characterized in that, Before acquiring the gear position of the vehicle's transmission, the status of the electronic parking brake system, the vehicle speed, the power mode, and the status of the motor controller, the method further includes: Obtain the mileage of the vehicle; When the mileage increases by a set distance, the steps of acquiring the vehicle's transmission gear position, electronic parking brake system status, vehicle speed, power mode, and motor controller status are initiated.

6. The motor torque zero-crossing control method according to claim 1, characterized in that, The method further includes: Obtain the vehicle speed and accelerator pedal opening of the vehicle; Determine the gear torque corresponding to the vehicle speed and the accelerator pedal opening.

7. A control device for zero torque crossing of a motor, characterized in that, The device includes: The first acquisition module is used to acquire the accelerator pedal status of the vehicle, the accelerator pedal status including a depressed state and a depressed state; The second acquisition module is used to acquire the output torque of the motor if the accelerator pedal state changes from the depressed state to the undepressed state, or from the undepressed state to the depressed state. The first adjustment module is used to adjust the output torque to a preset tooth-aligning torque if the output torque reaches a preset torque threshold. The tooth-aligning torque is in the opposite direction to the output torque before adjustment. The second adjustment module is used to adjust the output torque to a preset buffer torque if the duration for which the output torque is maintained at the tooth-mounting torque reaches a preset first duration, wherein the buffer torque is in the same direction as the tooth-mounting torque. The third adjustment module is used to obtain the requested torque of the motor and adjust the output torque to the requested torque if the duration for which the output torque is maintained at the buffer torque reaches a preset second duration. Wherein, the tooth-mounted torque is greater than the buffer torque; The third acquisition module is used to acquire the transmission clearance of the car under tooth torque when the car is stationary. The control module is used to control the motor's output torque to be the reverse gear torque; The fourth adjustment module is used to adjust the output torque to the positive gear torque and start timing if the output torque is maintained as the reverse gear torque for a preset third duration. The timing module is used to stop timing when the change in the rotor angle of the motor reaches the transmission clearance; The first determining module is used to determine the timing time as the first duration.

8. An electronic device, characterized in that, include: A memory and a processor, the memory and the processor being communicatively connected to each other, the memory storing computer instructions, the processor executing the computer instructions to perform the method of any one of claims 1-6.

9. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer instructions for causing the computer to perform the method of any one of claims 1-6.

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