Torque control method and device, electronic equipment and vehicle

Abstract

The invention provides a torque control method and device, electronic equipment and a vehicle, and the method comprises the steps: determining a differential protection torque corresponding to a differential protection strategy and a maximum available torque of a motor, and determining a slip available torque corresponding to a slip rate control strategy according to the differential protection torque and the maximum available torque of the motor; in response to detecting the torque control collision, a collision type is determined, and a motor requested torque is determined based on the collision type and the slip available torque. The slip rate control strategy is limited according to the differential protection torque and the maximum available torque of the motor, the slip available torque without interrupting slip rate control is obtained, and when control conflicts occur, the slip available torque is used in different using modes according to different conflict types, so that the slip rate can be controlled. Therefore, rushing of the vehicle due to torque control conflicts is avoided, and the safety and driving experience of the vehicle are improved.

Description

Technical Field

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

[0002] The vehicle's drive motor control unit (MCU) may receive torque control instructions sent by different controllers at the same time, or it may receive a new torque control instruction before the current torque control instruction is executed. Different torque control instructions correspond to different torque outputs. Sudden changes in torque output may cause the vehicle to jerk. Summary of the invention

[0003] In view of this, the purpose of the present application is to provide a torque control method, device, electronic equipment and vehicle, which are used to avoid the torque control conflict between differential protection and slip control.

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

[0005] Determine the differential protection torque and the maximum torque available for the motor corresponding to the differential protection strategy;

[0006] Determining a slip available torque corresponding to a slip ratio control strategy according to the differential protection torque and the maximum available torque of the motor;

[0007] In response to detecting a torque control conflict, a conflict type is determined, and a motor request torque is determined based on the conflict type and the slip available torque.

[0008] Based on the same inventive concept, the second aspect of the present application provides a torque control device, comprising:

[0009] The data acquisition module is configured to: determine the differential protection torque corresponding to the differential protection strategy and the maximum torque available for the motor;

[0010] A torque determination module is configured to: determine a slip available torque corresponding to a slip ratio control strategy according to the differential protection torque and the maximum available torque of the motor;

[0011] The torque request module is configured to: in response to detecting a torque control conflict, determine a conflict type, and determine a motor request torque based on the conflict type and the slip available torque.

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

[0013] Based on the same inventive concept, the fourth aspect of the present application provides a vehicle, including the torque control device provided by the second aspect of the present application or the electronic device provided by the third aspect of the present application.

[0014] From the above description, it can be seen that the torque control method, device, electronic device and vehicle provided by the present application can determine the differential protection torque and the maximum available torque of the motor corresponding to the differential protection strategy, and then determine the slip available torque corresponding to the slip rate control strategy according to the differential protection torque and the maximum available torque of the motor; in response to detecting a torque control conflict, determine the conflict type, and determine the motor request torque according to the conflict type and the slip available torque. The slip rate control strategy is restricted according to the differential protection torque and the maximum available torque of the motor to obtain the slip available torque that will not interrupt the slip rate control, and when a control conflict occurs, the slip available torque is used in different ways according to the different conflict types to avoid the vehicle from jerking due to the torque control conflict, thereby improving the safety and driving experience of the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

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

[0016] Figure 1 A schematic diagram of torque control conflict in an embodiment of the present application;

[0017] Figure 2 This is a flow chart of the torque control method according to an embodiment of the present application;

[0018] Figure 3 A flow chart for determining slip available torque for an embodiment of the present application;

[0019] Figure 4 This is a flow chart of torque compensation for differential protection torque according to an embodiment of the present application;

[0020] Figure 5 A flow chart for determining the conflict type for an embodiment of the present application;

[0021] Figure 6 A flowchart of performing torque request according to the conflict type and slip available torque according to an embodiment of the present application;

[0022] Figure 7 This is a flow chart of torque control when there is no conflict in the embodiment of the present application;

[0023] Figure 8This is a schematic diagram of the structure of the torque control device according to an embodiment of the present application;

[0024] Fig. 9 It is a schematic diagram of the structure of an electronic device according to an embodiment of the present application. DETAILED DESCRIPTION

[0025] In order to make the objectives, technical solutions and advantages of the present application more clearly understood, the present application is further described in detail below in combination with specific embodiments and with reference to the accompanying drawings.

[0026] It should be noted that, unless otherwise defined, the technical terms or scientific terms used in the embodiments of the present application should be the usual meanings understood by people with ordinary skills in the field to which the present application belongs. The "first", "second" and similar words used in the embodiments of the present application do not represent any order, quantity or importance, but are only used to distinguish different components. "Including" or "comprising" and similar words mean that the elements or objects appearing in front of the word cover the elements or objects listed after the word and their equivalents, without excluding other elements or objects. "Connect" or "connected" and similar words are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. "Up", "down", "left", "right" and the like are only used to indicate relative positional relationships. When the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0027] The distributed traction control system (DTCS) is located in the integrated brake control system (IBC) of the chassis. It determines whether to activate the DTCS function by calculating the vehicle slip rate. After activating DTCS, the MCU changes from responding to the vehicle control unit (VCU) torque to responding to the DTCS torque. DTCS will quickly reduce the motor output torque to reduce the vehicle's slip rate and ensure the vehicle's driving safety on low-adhesion roads (the friction between high-adhesion roads and the vehicle is large, the vehicle will not slip easily, and there is no need for DTCS to intervene in torque control).

[0028] High-adhesion road surface refers to a road surface with an adhesion coefficient greater than the first adhesion coefficient, and high-adhesion road surfaces mainly include asphalt road surface, cement road surface, concrete road surface, gravel road surface, sandstone road surface, etc. Low-adhesion road surface refers to a road surface with an adhesion coefficient less than the second adhesion coefficient (wherein the second adhesion coefficient is less than or equal to the first adhesion coefficient), and low-adhesion road surface mainly includes ice road surface, snow road surface, compacted snow road surface, chessboard road surface, butt road surface, split road surface, etc. Split road surface refers to a road surface with different adhesion coefficients for wheels on both sides; butt road surface refers to a road surface with two different adhesion coefficients that are connected in the driving direction, and the road surface on which a vehicle drives from a road surface with one adhesion coefficient to a road surface with another adhesion coefficient; bumpy road surface refers to a non-ideal road surface caused by various factors that has a negative impact on driving stability, such as an uneven surface, a road surface with many potholes, protrusions or fluctuations.

[0029] When a vehicle starts or accelerates on a low-adhesion road, the wheels may slip or even lose control. At this time, the vehicle will be in danger. In order to ensure vehicle safety, the vehicle is generally equipped with a traditional TCS traction control system. When TCS detects wheel slippage, it will control the driving torque and braking torque through a computer to improve wheel adhesion, so that the wheels will no longer slip and maintain the stability of the vehicle's driving direction.

[0030] In the traditional TCS response closed loop, from the time the wheel speed sensors on the four wheels of the vehicle sense tire slippage to complete control, the signal needs to go from the tire to the IPB, then to the VCU, and finally to the MCU to control the output power of the motor. It takes 100ms to complete the entire control closed loop.

[0031] DTCS is a driving force control system specially designed for new energy vehicles. DTCS moves the traction control system to the IBC and directly acts on the MCU, bringing a faster motor torque response. The advantage of DTCS is that the DTCS control program is implanted into the IBC to prevent the transmission of the slip signal without the participation of the VCU, as the electric vehicle motor has a large torque when starting and is more prone to slippage.

[0032] In the DTCS system, it only takes 10ms from sensing to slipping to completing torque control, which is 10 times faster than the traditional TCS system. Because one transmission link is reduced, the response speed of torque control under slipping conditions is greatly improved. The upward shift of the control system shortens the torque transmission route and improves the response speed. First, the control cycle time is 20 times faster, from 20ms to 1ms. This avoids large dynamic changes in the wheels caused by the control system's calculation cycle delay and reduces the user's sense of frustration when accelerating; secondly, the upward shift of control greatly shortens the signal interaction time, and the torque response cycle time is accelerated from 100ms to less than 10ms, an increase of 10 times. The faster signal transmission speed makes the response more rapid, improves the system control efficiency, reduces the amount of wheel slip, and ensures vehicle safety.

[0033] The differential protection strategy is located in the VCU and is used to protect the electric bridge. The VCU receives the wheel speed signal from the IBC to calculate the speed difference between the left and right wheels, and performs torque limitation based on the differential protection torque. The longer the strategy trigger time, the greater the torque limitation, but it cannot exceed the maximum available torque of the motor.

[0034] Since DTCS is moved up to IBC and acts directly on MCU without passing through VCU, when DTCS adjusts vehicle torque, VCU does not know that DTCS is performing torque control. At this time, if the differential protection strategy in VCU is triggered, DTCS will conflict with the differential protection strategy in VCU.

[0035] For example, Figure 1 As shown in the figure, the process of starting a pure electric vehicle with a large throttle at a standstill on a low-adhesion road is used as an example to illustrate that when the vehicle starts with a large throttle at a standstill on a low-adhesion road, the slip rate is high, and the DTCS function will be triggered immediately, bypassing the VCU, and lowering the output torque of the motor through the MCU, which will cause the vehicle to jerk. The reason for the jerking is that when the DTCS function adjusts the torque, the torque will fluctuate up and down, which will cause the speed of the electric bridge to fluctuate, and the differential protection strategy will be triggered by mistake, which will trigger the VCU to limit the torque of the MCU. When the VCU request torque is less than or equal to the DTCS request torque, the DTCS function will exit. After exiting, because the vehicle still has an excessively high slip rate, the DTCS will be activated again, and the vehicle will jerk again. This will be repeated in sequence, causing the vehicle to jerk continuously and the sense of jerking will increase, giving users a poor driving experience.

[0036] The related art believes that the reason for the conflict between the differential protection strategy and the slip rate control strategy is that the control instructions of the two strategies come from different controllers, so the related art solves the control conflict problem by transferring the differential protection strategy from the VCU to the MCU. Since both the differential protection strategy and the slip rate control strategy need to be executed by the MCU, the MCU can simultaneously determine the output torque value of the torque control of the two strategies. At this time, the MCU can support the torque arbitration of the differential protection strategy and the slip rate control strategy, compare the torque values ​​requested by the two, and use the smaller requested torque as the final requested torque to control the motor output. The method of taking a small output can avoid the situation where the VCU torque is less than or equal to the DTCS torque, avoid the phenomenon of the DTCS function repeatedly advancing and retreating and causing the whole vehicle to shake, and protect the electric bridge components. However, the transfer of functional control will increase the control cost, increase the burden on the MCU, and affect the rest of the control process of the MCU.

[0037] The torque control method, device, electronic device and vehicle provided by the embodiment of the present application can determine the differential protection torque and the maximum available torque of the motor corresponding to the differential protection strategy, and then determine the slip available torque corresponding to the slip rate control strategy according to the differential protection torque and the maximum available torque of the motor; in response to detecting a torque control conflict, determine the conflict type, and determine the motor request torque according to the conflict type and the slip available torque. The slip rate control strategy is restricted according to the differential protection torque and the maximum available torque of the motor to obtain the slip available torque that will not interrupt the slip rate control, and when a control conflict occurs, the slip available torque is used in different ways according to different conflict types to avoid the vehicle from jerking due to the torque control conflict, thereby improving the safety and driving experience of the vehicle.

[0038] The torque control method provided by the embodiments of the present application is described in detail below with reference to the accompanying drawings.

[0039] In some embodiments, the torque control method is applied to a drive motor control unit, such as Figure 2 As shown, the torque control method includes:

[0040] Step 201: Determine the differential protection torque corresponding to the differential protection strategy and the maximum torque available for the motor.

[0041] In specific implementation, the present application adopts the method of achieving torque control for torque control conflict scenarios by determining in advance the available slip torque that will not cause conflicts. Therefore, it is necessary to determine in advance the differential protection torque corresponding to the differential protection strategy that may appear when the torque conflict occurs. In addition, in the process of determining the available slip torque, it is necessary to ensure that the available slip torque does not exceed the maximum driving capacity of the drive motor. Therefore, it is also necessary to determine the maximum available torque of the motor.

[0042] Among them, the differential protection torque corresponding to the differential protection strategy is that when the VCU determines that there is a difference in the left and right wheel speeds, the differential protection torque is sent to the MCU, and the MCU controls the motor to output the corresponding torque according to the differential protection torque to correct the left and right wheel speeds. Among them, the wheel speed detection can be directly detected by the wheel speed sensor, or calculated by detecting the motor speed and gear position, and the obtained speed signal is sent to the IBC, and the IBC sends the corresponding speed signal to the VCU to monitor the wheel speed.

[0043] Since the two parties in the torque control conflict are the differential protection strategy and the slip rate control strategy, it is necessary to obtain the differential protection torque of the differential protection strategy in advance to predict the corresponding torque request value when the differential protection strategy is activated. The reason for the vehicle jerking is that the differential protection strategy is smaller than the slip request torque of the slip rate control strategy. For safety reasons, the smaller torque request is responded to first, which will cause the slip rate control strategy to be interrupted. Therefore, when determining the available slip torque that will not cause torque conflict, it is necessary to limit the value of the available slip torque according to the differential protection torque.

[0044] The maximum torque available for the motor indicates the maximum torque value that the motor can use for torque regulation at the current moment while ensuring the normal operation of the vehicle, indicating the capability of the motor. Whether it is the differential protection strategy or the slip rate control strategy, when performing torque control, it is necessary to make a torque request within the capability of the motor. Therefore, when determining the slip available torque that will not cause torque conflict, it is necessary to limit the value of the slip available torque based on the maximum torque available for the motor.

[0045] By determining the differential protection torque corresponding to the differential protection strategy and the maximum torque available for the motor to limit the value range of the slip torque available, the safety of the vehicle torque control process is guaranteed without any conflict.

[0046] Step 202: Determine the slip available torque corresponding to the slip ratio control strategy according to the differential protection torque and the maximum available torque of the motor.

[0047] In specific implementation, both the differential protection torque and the maximum available torque of the motor are needed to limit the value of the slip torque, so firstly, the actual limit torque to be used needs to be determined between the differential protection torque and the maximum available torque of the motor.

[0048] It is necessary to perform torque arbitration on the differential protection torque and the maximum torque available for the motor to determine the limit torque that meets safety requirements and does not conflict with other requirements. The arbitration process can be to compare the size of the differential protection torque and the maximum torque available for the motor, or to correct the differential protection torque and the maximum torque available for the motor and then compare them.

[0049] When the maximum available torque of the motor is less than or equal to the differential protection torque, the maximum available torque of the motor is determined as the upper boundary torque of the available slip torque value to ensure the validity of the torque value range. Since the maximum available torque of the motor is less than the differential protection torque, all torque values ​​within the torque value range are less than the differential protection torque, thereby ensuring that the slip request torque of the slip rate control strategy is less than the differential protection torque. Because the value of the available slip torque is ≤ the maximum available torque of the motor < the differential protection torque, the MCU will not reduce the torque due to the request of the differential protection strategy, and will not interrupt the slip rate control strategy, thereby avoiding the jerking phenomenon caused by torque control conflicts.

[0050] When the maximum available torque of the motor is greater than the differential protection torque, the differential protection torque is a valid torque value, and the differential protection torque of the compensated differential protection strategy is determined as the upper boundary torque of the available slip torque value. When a torque control conflict occurs, the slip rate control strategy uses the available slip torque as the slip request torque for torque request, which can ensure that the slip request torque of the slip rate control strategy is less than the differential protection torque, because the value of the available slip torque is <differential protection torque ≤ the maximum available torque of the motor. Under the premise that the torque request is valid, the MCU will not reduce the torque due to the request of the differential protection strategy, and will not interrupt the slip rate control strategy, thereby avoiding the jerking phenomenon caused by the torque control conflict.

[0051] Optionally, before a torque conflict occurs, the default slip request torque of the slip ratio control strategy can be directly replaced with the slip available torque. At this time, no matter under what circumstances the slip ratio control strategy is activated, a torque request is issued to the MCU with the slip available torque to ensure that there will be no jerking when a torque control conflict occurs. However, this may affect the slip ratio control process under conditions where no torque control conflict occurs, resulting in a certain decrease in the control effect and control efficiency of the slip ratio control strategy.

[0052] Optionally, the default slip request torque can be used to perform slip ratio control when no torque control conflict occurs, so as to ensure the control effect and efficiency of the slip ratio control process. When a torque control conflict is detected, the timing of intervention of the slip available torque is determined according to the type of conflict, and then the torque control conflict is resolved by intervention of the slip available torque, thereby preventing the vehicle from jerking.

[0053] Step 203 : In response to detecting a torque control conflict, determining a conflict type, and determining a motor request torque according to the conflict type and the slip available torque.

[0054] During specific implementation, when a torque control conflict occurs, it is first necessary to determine the type of conflict. If the torque control conflict is that the differential protection strategy is activated during the execution of the slip rate control strategy, the conflict type is determined to be a first-class conflict. For the first-class conflict, the slip rate control strategy is activated first, and the MCU controls the motor to output torque according to the default slip request torque to reduce the slip rate of the vehicle. The differential protection strategy is activated before the slip rate control strategy ends. At this time, it is determined that a torque control conflict is detected. Continuing to control the motor to output torque with the default slip request torque will cause the slip rate control strategy to be interrupted, thereby causing the vehicle to jerk.

[0055] At this time, the slip available torque needs to intervene, and the default slip request torque of the slip rate control strategy is replaced with the slip available torque, and the slip available torque is used as the slip request torque to control the motor output. In order to provide sufficient time for the replacement of the requested torque, it is necessary to delay the activation of the differential protection strategy after the differential protection conditions are met. For example, the differential protection strategy is activated after a delay of 100ms. However, while delaying the activation of the differential protection strategy, the VCU will still issue a differential protection torque. After receiving the differential protection torque, the MCU is used to verify whether the finally determined slip available torque is qualified, and when the slip available torque is qualified, the slip available torque is determined as the motor request torque, thereby maximizing the efficiency of the slip rate control while avoiding intrusion.

[0056] In response to the slip rate control strategy being activated during the execution of the differential protection strategy, the conflict type is determined to be a second type of conflict. For the second type of conflict, the differential protection strategy is activated first, and the MCU controls the motor to output torque according to the differential protection torque to reduce the speed difference between the left and right wheels. The slip rate control strategy is activated before the differential protection strategy ends. At this time, it is determined that a torque control conflict is detected. If the slip rate control strategy is executed, it will be interrupted during the execution of the slip rate control strategy.

[0057] At this time, the slip available torque needs to intervene, and the default slip request torque of the slip ratio control strategy is replaced with the slip available torque, so that the slip request torque is less than or equal to the differential protection torque, ensuring that the slip control strategy will not be interrupted, and thus no jerking will occur. The efficiency of slip ratio control is guaranteed to the greatest extent under the premise of avoiding jerking.

[0058] In summary, the torque control method provided in the embodiment of the present application can determine the differential protection torque corresponding to the differential protection strategy and the maximum available torque of the motor, and then determine the slip available torque corresponding to the slip ratio control strategy according to the differential protection torque and the maximum available torque of the motor; in response to detecting a torque control conflict, determine the conflict type, and determine the motor request torque according to the conflict type and the slip available torque. The slip ratio control strategy is restricted according to the differential protection torque and the maximum available torque of the motor to obtain the slip available torque that will not interrupt the slip ratio control, and when a control conflict occurs, the slip available torque is used in different ways according to the different conflict types to avoid the vehicle from jerking due to the torque control conflict, thereby improving the safety and driving experience of the vehicle.

[0059] In some embodiments, Figure 3 As shown, the slip available torque corresponding to the slip ratio control strategy is determined according to the differential protection torque and the maximum available torque of the motor, including:

[0060] Step 301: Perform torque arbitration according to the differential protection torque and the maximum torque available to the motor.

[0061] In specific implementation, both the differential protection torque and the maximum torque available for the motor are needed to limit the value of the slip torque available, so first of all, the actual limit torque used needs to be determined between the differential protection torque and the maximum torque available for the motor. It is necessary to perform torque arbitration on the differential protection torque and the maximum torque available for the motor to determine the limit torque that meets safety requirements and does not conflict with requirements.

[0062] Step 302: Determine the slip available torque corresponding to the slip ratio control strategy according to the torque arbitration result.

[0063] In some embodiments, step 302 includes:

[0064] Step 3021: In response to the torque arbitration result being that the differential protection torque is greater than or equal to the maximum available torque of the motor, the maximum available torque of the motor is determined as the slip available torque.

[0065] In specific implementation, because the cause of vehicle jerking is that the too small new requested torque repeatedly interrupts the execution process of the slip rate control strategy, as long as the slip request torque is small when the slip rate control strategy is activated, there is no need to continue to reduce the torque after activating the differential protection strategy, the slip rate control strategy will not be interrupted and jerking will not occur.

[0066] The differential protection torque of the differential protection strategy is determined as the upper boundary torque of the slip available torque value, and the lower boundary torque remains unchanged, and the default value is 0, or it can be the lower boundary torque value calibrated in advance. The slip available torque determined within the torque value range formed by the upper boundary torque and the lower boundary torque all meet the condition of being less than or equal to the differential protection torque. When a torque control conflict occurs, when the slip rate control strategy uses the slip available torque as the slip request torque for torque request, it can ensure that the slip request torque of the slip rate control strategy is less than or equal to the differential protection torque. Because the value of the slip available torque is less than or equal to the differential protection torque, the MCU will not reduce the torque due to the request of the differential protection strategy, and will not interrupt the slip rate control strategy, thereby avoiding the jerking phenomenon caused by the torque control conflict.

[0067] When performing torque limitation, while ensuring that the slip available torque satisfies the condition of being less than or equal to the differential protection torque, it is necessary to further ensure that the request value of the slip available torque is within the capacity range of the motor. At this time, it is necessary to compare the differential protection torque and the maximum torque available to the motor. If the differential protection torque is greater than the maximum torque available to the motor, it means that the torque required for the differential protection exceeds the maximum torque that the motor can provide, that is, the demand is greater than the supply, indicating that the differential protection torque is an invalid request torque, and the motor cannot provide sufficient output to meet the corresponding request. At this time, using the differential protection torque as the upper boundary torque will cause the torque value range to be invalid, because there are invalid torque values ​​in the torque value range. At this time, the upper boundary torque of the torque value range needs to be replaced. Since the maximum value of the valid value is the maximum torque available to the motor, the maximum torque available to the motor can be determined as the upper boundary torque of the slip available torque value, thereby ensuring the validity of the torque value range.

[0068] The process of determining the available slip torque corresponding to the slip ratio control strategy based on the differential protection torque and the maximum available torque of the motor can be simplified as follows: when the maximum available torque of the motor is less than or equal to the differential protection torque, the maximum available torque of the motor is determined as the upper boundary torque of the available slip torque value to ensure the validity of the torque value range, and since the maximum available torque of the motor is less than the differential protection torque, all torque values ​​within the torque value range are less than the differential protection torque, thereby ensuring that the slip request torque of the slip ratio control strategy is less than the differential protection torque. Because the available slip torque ≤ the maximum available torque of the motor < the differential protection torque, the MCU will not reduce the torque due to the request of the differential protection strategy, and will not interrupt the slip ratio control strategy, thereby avoiding the jerking phenomenon caused by torque control conflicts.

[0069] Among them, the default slip request torque is the slip rate control torque with the highest efficiency. The smaller the difference between the slip available torque and the default slip request torque, the higher the corresponding slip control efficiency. Therefore, under the premise of ensuring that there will be no intrusion, the larger the slip available torque, the higher the slip control efficiency. Within the torque value range, taking the upper boundary value of the torque value range as the slip available torque can ensure that the slip control process has the best efficiency under the restricted conditions, that is, taking the upper boundary value of the torque value range as the slip available torque can maximize the efficiency of slip rate control under the premise of avoiding intrusion. When the maximum available torque of the motor is less than the differential protection torque, the maximum available torque of the motor is used as the slip available torque; when the differential protection torque is less than or equal to the maximum available torque of the motor, the differential protection torque is used as the slip available torque.

[0070] Optionally, before a torque conflict occurs, the default slip request torque of the slip ratio control strategy can be directly replaced with the slip available torque. At this time, no matter under what circumstances the slip ratio control strategy is activated, a torque request is issued to the MCU with the slip available torque to ensure that there will be no jerking when a torque control conflict occurs. However, this may affect the slip ratio control process under conditions where no torque control conflict occurs, resulting in a certain decrease in the control effect and control efficiency of the slip ratio control strategy.

[0071] Optionally, the default slip request torque can be used to perform slip ratio control when no torque control conflict occurs, so as to ensure the control effect and efficiency of the slip ratio control process. When a torque control conflict is detected, the timing of intervention of the slip available torque is determined according to the type of conflict, and then the torque control conflict is resolved by intervention of the slip available torque, thereby preventing the vehicle from jerking.

[0072] Step 3022: In response to the torque arbitration result that the differential protection torque is less than the maximum torque available for the motor, torque compensation is performed on the differential protection torque to obtain a compensation protection torque, and the compensation protection torque is determined as the slip available torque.

[0073] In specific implementation, when the maximum torque available in the motor is greater than the differential protection torque, the differential protection torque is a valid torque value, and the differential protection torque of the differential protection strategy can be directly determined as the upper boundary torque of the slip available torque value. However, when performing torque control, the actual value of the output torque fluctuates. If the differential protection torque is directly used as the slip available torque, the fluctuating output torque may cause misjudgment and interrupt the slip rate control strategy. Therefore, it is necessary to perform torque compensation on the differential protection torque, that is, to reduce the value of the differential compensation torque by a part of the compensation torque, and it is necessary to ensure that the reduced compensation torque is greater than the peak value of the motor output fluctuation to ensure that the torque output fluctuation does not affect the torque control of the vehicle, for example, the compensation torque is 5N·M. That is, slip available torque = compensated compensation protection torque = differential protection torque - compensation torque = differential protection torque - 5.

[0074] When a torque control conflict occurs, the slip ratio control strategy uses the available slip torque as the slip request torque for torque request, which can ensure that the slip request torque of the slip ratio control strategy is less than the differential protection torque. Because the available slip torque is less than the differential protection torque and the maximum available torque of the motor, under the premise that the torque request is valid, the MCU will not reduce the torque due to the request of the differential protection strategy, and will not interrupt the slip ratio control strategy, thereby avoiding the jerking phenomenon caused by the torque control conflict.

[0075] Similarly, using the upper boundary torque within the value range as the slip available torque can ensure the high efficiency of slip rate control without jerking, so the compensated protection torque after compensation is determined as the slip available torque.

[0076] In some embodiments, Figure 4 As shown, torque compensation is performed on the differential protection torque, including:

[0077] Step 401: Determine a compensation coefficient corresponding to the differential protection torque according to a preset torque coefficient relationship.

[0078] In specific implementation, due to the differences in hardware configurations of different models, in order to achieve personalized and precise compensation, in addition to using a fixed value of compensation torque for compensation, the compensation coefficient corresponding to the differential protection torque can also be determined based on a preset torque coefficient relationship, wherein the torque coefficient relationship can be a two-dimensional data table or a two-dimensional function relationship between the coefficient and the torque, which is not limited here, and the torque coefficient relationship is related to the configuration of the vehicle and is obtained by testing under a test environment.

[0079] After determining the differential protection torque, the differential protection torque is used as an input value, and a compensation coefficient corresponding to the differential protection torque is found according to the torque coefficient relationship. The compensation coefficient is combined with the vehicle configuration and the value of the differential protection torque, thereby improving the accuracy and personalization of torque compensation.

[0080] Step 402: Determine the product of the compensation coefficient and the differential protection torque as the compensation torque.

[0081] In specific implementation, the compensation coefficient is used for compensation because the differential protection torque of vehicles with different configurations may be different. The use of the compensation coefficient for torque compensation can perform personalized compensation according to the differential protection torque, that is, the product of the compensation coefficient and the differential protection torque is determined as the compensation torque.

[0082] Step 403: Determine the difference between the differential protection torque and the compensation torque as the compensation protection torque.

[0083] In specific implementation, the compensation torque is to prevent the fluctuating output torque from interrupting the slip rate control strategy, so the prevention of output fluctuation can be achieved by reducing the differential protection torque, and the difference between the differential protection torque and the compensation torque is determined as the compensation protection torque to ensure that the fluctuating output torque does not cause the vehicle torque control process to be disturbed. Then the compensation protection torque = differential protection torque - compensation torque = differential protection torque - differential protection torque × compensation coefficient = differential protection torque × (1-compensation coefficient).

[0084] Optionally, in order to improve the computational efficiency of the compensation process and save the occupation of computing resources, the compensation torque can be set to a certain fixed value in advance, such as 5Nm. When performing compensation, the differential protection torque can be directly reduced by 5Nm, that is, the compensation protection torque = differential protection torque - 5, which improves the computational efficiency of the compensation process and saves the occupation of computing resources.

[0085] In some embodiments, Figure 5 As shown, determine the conflict type, including:

[0086] Step 501: In response to activating a differential protection strategy during the execution of a slip ratio control strategy, determining that the conflict type is a first type conflict.

[0087] In specific implementation, the differential protection strategy is activated during the execution of the slip rate control strategy. The differential protection torque of the differential protection strategy is smaller. It is necessary to replace the default slip request torque with the slip available torque before activating the differential protection, and determine that the conflict type is the first type of conflict.

[0088] Step 502: In response to activating the slip ratio control strategy during the execution of the differential protection strategy, determining that the conflict type is a second type conflict.

[0089] In specific implementation, the slip ratio control strategy is activated during the execution of the differential protection strategy. The differential protection torque of the differential protection strategy is smaller. It is necessary to ensure that the request torque of the slip ratio control strategy is less than or equal to the differential protection torque. Therefore, it is necessary to replace the default slip request torque with the slip available torque before activating the slip ratio control strategy, and determine the conflict type as the second type of conflict.

[0090] In some embodiments, Figure 6 As shown, the motor request torque is determined according to the conflict type and the slip available torque, including:

[0091] Step 601: In response to the conflict type being a first type conflict, the differential protection strategy is activated with a delay according to a preset delay time, and the differential protection torque of the differential protection strategy is received; the default slip request torque of the slip ratio control strategy is replaced with the slip available torque, and after the delay ends, the minimum value between the slip available torque and the differential protection torque is used as the motor request torque.

[0092] In specific implementation, if the conflict type is the first type of conflict, it is necessary to replace the default slip request torque with the slip available torque before activating the differential protection. Therefore, the change of the slip rate control strategy request torque can be achieved by delaying the activation of the differential protection strategy according to the preset delay time. During the delayed activation time, the default slip request torque of the slip rate control strategy is replaced with a slip available torque that is less than the differential protection strategy, ensuring that the activated differential protection strategy will not interrupt the slip rate control strategy, so as to ensure that the vehicle will not jerk due to torque control conflicts.

[0093] Among them, the differential protection strategy is activated with a delay, but the differential protection torque of the differential protection strategy is received immediately, which ensures that there is no communication failure on the one hand, and is used to verify whether the slip available torque is correct on the other hand. The verification process is to compare the slip available torque and the differential protection torque after the delay ends. Because the correct slip available torque = differential protection torque - compensation torque, the minimum value of the slip available torque and the differential protection torque is used as the motor request torque, which is equivalent to using the slip available torque as the motor request torque. The verification process can avoid the invalid torque control caused by the failure of the slip available torque confirmation process.

[0094] Step 602 : In response to the conflict type being the second type conflict, the slip available torque is used as the slip request torque of the slip ratio control strategy, and the minimum value between the slip request torque and the differential protection torque is used as the motor request torque.

[0095] In specific implementation, if it is the second type of conflict, when activating the slip rate control strategy, in order to avoid being ejected due to the differential protection torque being less than the slip request torque, the slip available torque is directly used as the slip request torque of the slip rate control strategy to ensure that the slip request torque of the slip rate control is less than the differential protection torque. This will prevent the vehicle from jerking due to repeated activation and interruption of the slip rate control strategy, thereby improving the driving experience.

[0096] In some embodiments, Figure 7 As shown, the torque control method also includes:

[0097] Step 701 : In response to no torque control conflict being detected and a slip protection signal of a slip ratio control strategy being detected, a preset default slip request torque is used as a slip target torque of the slip ratio control strategy for torque request.

[0098] In specific implementation, when there is no torque control conflict, in order to ensure the high efficiency of the slip ratio control strategy, when the slip protection signal of the slip ratio control strategy is detected, the preset default slip request torque is used as the slip target torque of the slip ratio control strategy for torque request, ensuring that the slip ratio control is performed with the highest efficiency.

[0099] Step 702 : In response to no torque control conflict being detected and a differential protection signal of a differential protection strategy being detected, taking the differential protection torque as the differential target torque of the differential protection strategy to make a torque request.

[0100] In specific implementation, when there is no torque control conflict, in order to ensure the efficiency of the differential protection strategy, when the differential protection signal of the differential protection strategy is detected, the preset differential protection torque is used as the differential target torque of the differential protection strategy for torque request, ensuring that the differential protection control is performed with the highest efficiency.

[0101] It should be noted that the method of the embodiment of the present application can be performed by a single device, such as a computer or server. The method of this embodiment can also be applied to a distributed scenario and completed by multiple devices cooperating with each other. In the case of such a distributed scenario, one of the multiple devices can only perform one or more steps in the method of the embodiment of the present application, and the multiple devices will interact with each other to complete the described method.

[0102] It should be noted that the above describes some embodiments of the present application. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recorded in the claims can be performed in an order different from that in the above embodiments and still achieve the desired results. In addition, the processes depicted in the accompanying drawings do not necessarily require the specific order or continuous order shown to achieve the desired results. In some embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0103] Based on the same inventive concept, corresponding to any of the above-mentioned embodiment methods, the present application also provides a torque control device.

[0104] refer to Figure 8 , the torque control device comprises:

[0105] The data acquisition module 10 is configured to: determine the differential protection torque corresponding to the differential protection strategy and the maximum torque available for the motor;

[0106] The torque determination module 20 is configured to: determine the slip available torque corresponding to the slip ratio control strategy according to the differential protection torque and the maximum available torque of the motor;

[0107] The torque request module 30 is configured to, in response to detecting a torque control conflict, determine a conflict type, and determine a motor request torque based on the conflict type and the slip available torque.

[0108] For the convenience of description, the above device is described in terms of functions divided into various modules. Of course, when implementing the present application, the functions of each module can be implemented in the same or multiple software and / or hardware.

[0109] The device of the above embodiment is used to implement the corresponding torque control method in any of the above embodiments, and has the beneficial effects of the corresponding method embodiment, which will not be repeated here.

[0110] Based on the same inventive concept, corresponding to any of the above-mentioned embodiments and methods, the present application also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein when the processor executes the program, the torque control method described in any of the above embodiments is implemented.

[0111] Fig. 9A more specific schematic diagram of the hardware structure of an electronic device provided in this embodiment is shown, and the device may include: a processor 1010, a memory 1020, an input / output interface 1030, a communication interface 1040, and a bus 1050. The processor 1010, the memory 1020, the input / output interface 1030, and the communication interface 1040 are connected to each other through the bus 1050 in the device.

[0112] The processor 1010 can be implemented by a general-purpose CPU (Central Processing Unit), a microprocessor, an application-specific integrated circuit (ASIC), or one or more integrated circuits, and is used to execute relevant programs to implement the technical solutions provided in the embodiments of this specification.

[0113] The memory 1020 may be implemented in the form of ROM (Read Only Memory), RAM (Random Access Memory), static storage device, dynamic storage device, etc. The memory 1020 may store an operating system and other application programs. When the technical solutions provided in the embodiments of this specification are implemented by software or firmware, the relevant program codes are stored in the memory 1020 and are called and executed by the processor 1010.

[0114] The input / output interface 1030 is used to connect the input / output module to realize information input and output. The input / output module can be configured in the device as a component (not shown in the figure), or it can be externally connected to the device to provide corresponding functions. The input device may include a keyboard, a mouse, a touch screen, a microphone, various sensors, etc., and the output device may include a display, a speaker, a vibrator, an indicator light, etc.

[0115] The communication interface 1040 is used to connect a communication module (not shown) to realize communication interaction between the device and other devices. The communication module can realize communication through a wired mode (such as USB, network cable, etc.) or a wireless mode (such as mobile network, WIFI, Bluetooth, etc.).

[0116] The bus 1050 includes a path that transmits information between the various components of the device (eg, the processor 1010, the memory 1020, the input / output interface 1030, and the communication interface 1040).

[0117] It should be noted that, although the above device only shows the processor 1010, the memory 1020, the input / output interface 1030, the communication interface 1040 and the bus 1050, in the specific implementation process, the device may also include other components necessary for normal operation. In addition, it can be understood by those skilled in the art that the above device may also only include the components necessary for implementing the embodiments of the present specification, and does not necessarily include all the components shown in the figure.

[0118] The electronic device of the above embodiment is used to implement the corresponding torque control method in any of the above embodiments, and has the beneficial effects of the corresponding method embodiment, which will not be repeated here.

[0119] Based on the same inventive concept, corresponding to any of the above-mentioned embodiment methods, the present application also provides a non-transitory computer-readable storage medium, wherein the non-transitory computer-readable storage medium stores computer instructions, and the computer instructions are used to enable the computer to execute the torque control method described in any of the above embodiments.

[0120] The computer-readable medium of this embodiment includes permanent and non-permanent, removable and non-removable media, and information storage can be implemented by any method or technology. Information can be computer-readable instructions, data structures, modules of programs, or other data. Examples of computer storage media include, but are not limited to, phase change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technology, read-only compact disk read-only memory (CD-ROM), digital versatile disk (DVD) or other optical storage, magnetic cassettes, tape disk storage or other magnetic storage devices or any other non-transmission media that can be used to store information that can be accessed by a computing device.

[0121] The computer instructions stored in the storage medium of the above embodiments are used to enable the computer to execute the torque control method described in any of the above embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0122] Based on the same inventive concept, corresponding to any of the above-mentioned embodiments and methods, the present application also provides a vehicle, including the electronic device or torque control device of the above-mentioned embodiment, and the torque control method as described in any of the above embodiments is executed through the electronic device or torque control device of the above-mentioned embodiment, and has the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0123] It is understandable that before using the technical solutions of each embodiment of the present application, the type, scope of use, usage scenarios, etc. of the personal information involved will be informed to the user in an appropriate manner, and the user's authorization will be obtained.

[0124] For example, in response to receiving an active request from a user, a prompt message is sent to the user to clearly remind the user that the operation requested to be performed will require obtaining and using the user's personal information. Thus, the user can independently choose whether to provide personal information to the electronic device, application, server, storage medium or other software or hardware that performs the operation of the technical solution of the present application according to the prompt message.

[0125] As an optional but non-limiting implementation, in response to receiving the user's active request, the prompt information may be sent to the user in the form of a pop-up window, in which the prompt information may be presented in text form. In addition, the pop-up window may also carry a selection control for the user to choose "agree" or "disagree" to provide personal information to the electronic device.

[0126] It is understandable that the above notification and the process of obtaining user authorization are merely illustrative and do not constitute a limitation on the implementation method of this application. Other methods that meet relevant laws and regulations may also be applied to the implementation method of this application.

[0127] A person skilled in the art should understand that the discussion of any of the above embodiments is merely illustrative and is not intended to imply that the scope of the present application is limited to these examples. In line with the concept of the present application, the technical features in the above embodiments or different embodiments may be combined, the steps may be implemented in any order, and there are many other variations of the different aspects of the embodiments of the present application as described above, which are not provided in detail for the sake of simplicity.

[0128] In addition, to simplify the description and discussion, and in order not to make the embodiments of the present application difficult to understand, the known power supply / ground connection with the integrated circuit (IC) chip and other components may or may not be shown in the provided drawings. In addition, the device can be shown in the form of a block diagram to avoid making the embodiments of the present application difficult to understand, and this also takes into account the fact that the details of the implementation of these block diagram devices are highly dependent on the platform to be implemented in the embodiments of the present application (that is, these details should be fully within the scope of understanding of those skilled in the art). In the case of elaborating specific details (e.g., circuits) to describe exemplary embodiments of the present application, it is obvious to those skilled in the art that the embodiments of the present application can be implemented without these specific details or when these specific details are changed. Therefore, these descriptions should be considered to be illustrative rather than restrictive.

[0129] Although the present application has been described in conjunction with specific embodiments of the present application, many replacements, modifications and variations of these embodiments will be apparent to those skilled in the art from the foregoing description. For example, other memory architectures (e.g., dynamic RAM (DRAM)) may use the embodiments discussed.

[0130] The embodiments of the present application are intended to cover all such substitutions, modifications and variations that fall within the broad scope of the present application. Therefore, any omissions, modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the embodiments of the present application should be included in the protection scope of the present application.

Claims

1. A torque control method, characterized in that: include: Determine the differential protection torque and the maximum torque available for the motor corresponding to the differential protection strategy; Determining a slip available torque corresponding to a slip ratio control strategy according to the differential protection torque and the maximum available torque of the motor; In response to detecting a torque control conflict, a conflict type is determined, and a motor request torque is determined based on the conflict type and the slip available torque.

2. The method according to claim 1, characterized in that The step of determining the slip available torque corresponding to the slip ratio control strategy according to the differential protection torque and the maximum available torque of the motor includes: Perform torque arbitration according to the differential protection torque and the maximum torque available from the motor; The slip available torque corresponding to the slip ratio control strategy is determined according to the torque arbitration result.

3. The method according to claim 2, characterized in that The step of determining the slip available torque corresponding to the slip ratio control strategy according to the torque arbitration result includes: In response to the torque arbitration result being that the differential protection torque is greater than or equal to the maximum available torque of the motor, determining the maximum available torque of the motor as the slip available torque; In response to the torque arbitration result that the differential protection torque is less than the maximum available torque of the motor, torque compensation is performed on the differential protection torque to obtain a compensation protection torque, and the compensation protection torque is determined as the slip available torque.

4. The method according to claim 3, characterized in that The performing torque compensation on the differential protection torque comprises: Determining a compensation coefficient corresponding to the differential protection torque according to a preset torque coefficient relationship; Determine the product of the compensation coefficient and the differential protection torque as the compensation torque; A difference between the differential protection torque and the compensation torque is determined as the compensation protection torque.

5. The method according to claim 1, characterized in that The determining of the conflict type comprises: In response to activating the differential protection strategy during the execution of the slip ratio control strategy, determining that the conflict type is a first type of conflict; In response to the slip ratio control strategy being activated during the execution of the differential protection strategy, the conflict type is determined to be a second type conflict.

6. The method according to claim 1, characterized in that The determining the motor request torque according to the conflict type and the slip available torque comprises: In response to the conflict type being the first type of conflict, the differential protection strategy is activated with a delay according to a preset delay time, and the differential protection torque of the differential protection strategy is received; the default slip request torque of the slip ratio control strategy is replaced with the slip available torque, and after the delay ends, the minimum value between the slip available torque and the differential protection torque is used as the motor request torque; In response to the conflict type being a second type conflict, the slip available torque is used as the slip request torque of the slip ratio control strategy, and a minimum value between the slip request torque and the differential protection torque is used as the motor request torque.

7. The method according to claim 1, characterized in that Also includes: In response to not detecting a torque control conflict and detecting a slip protection signal of the slip ratio control strategy, using a preset default slip request torque as a slip target torque of the slip ratio control strategy for torque request; In response to no torque control conflict being detected and a differential protection signal of the differential protection strategy being detected, a torque request is made using the differential protection torque as a differential target torque of the differential protection strategy.

8. A torque control device, characterized in that: include: The data acquisition module is configured to: determine the differential protection torque corresponding to the differential protection strategy and the maximum torque available for the motor; A torque determination module is configured to: determine a slip available torque corresponding to a slip ratio control strategy according to the differential protection torque and the maximum available torque of the motor; The torque request module is configured to: in response to detecting a torque control conflict, determine a conflict type, and determine a motor request torque based on the conflict type and the slip available torque.

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

10. A vehicle, characterized in that: Comprising the torque control device as claimed in claim 8 or the electronic device as claimed in claim 9.

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