Torque control method, device, electronic equipment and vehicle

Abstract

The application provides a torque control method and device, electronic equipment and vehicle, which can determine the differential protection torque corresponding to the differential protection strategy and the maximum torque available to the motor, then determine the slip available torque corresponding to the slip rate control strategy according to the differential protection torque and the maximum torque available to the motor; in response to detecting a torque control conflict, determine the conflict type, and determine the motor requested torque according to the conflict type and the slip available torque. The slip rate control strategy is limited according to the differential protection torque and the maximum torque available to the motor, so that the slip available torque obtained 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, so as to avoid the vehicle from producing a sudden movement due to the torque control conflict, and improve the safety and driving experience of the vehicle.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicles, in particular to a torque control method and device, an electronic device and a vehicle. BACKGROUND

[0002] The drive motor control unit (MCU) of a vehicle can simultaneously receive torque control instructions sent by different controllers, and can receive a new torque control instruction when the current torque control instruction is not executed. Different torque control instructions correspond to different torque outputs, and sudden changes in torque output can cause the vehicle to move suddenly. SUMMARY

[0003] Therefore, the present application aims to provide a torque control method, device, electronic device and vehicle to avoid torque control conflicts between differential protection and slip control.

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

[0005] determining a differential protection torque corresponding to a differential protection strategy and a maximum available motor torque;

[0006] determining a slip available torque corresponding to a slip rate control strategy according to the differential protection torque and the maximum available motor torque;

[0007] in response to detecting a torque control conflict, determining a conflict type, and determining a motor requested torque according to 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] a data acquisition module configured to determine a differential protection torque corresponding to a differential protection strategy and a maximum available motor torque;

[0010] a torque determination module configured to determine a slip available torque corresponding to a slip rate control strategy according to the differential protection torque and the maximum available motor torque;

[0011] a torque request module configured to, in response to detecting a torque control conflict, determine a conflict type, and determine a motor requested torque according to 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 comprising 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] As can be seen from the above, the torque control method, device, electronic device and vehicle provided by the present application can determine the differential protection torque corresponding to the differential protection strategy and the maximum torque available to the motor, and then determine the slip available torque corresponding to the slip rate control strategy according to the differential protection torque and the maximum torque available to the motor; in response to detecting a torque control conflict, determine the conflict type, and determine the motor requested torque according to the conflict type and the slip available torque. The slip rate control strategy is limited according to the differential protection torque and the maximum torque available to the motor, and the slip available torque that does not interrupt the slip rate control is obtained, and when a control conflict occurs, the slip available torque is used in different ways according to the different conflict types, so as to avoid the vehicle from being driven due to the torque control conflict, and improve the safety and driving experience of the vehicle. BRIEF DESCRIPTION OF DRAWINGS

[0015] In order to more clearly illustrate the technical solutions in the present application or the related art, the drawings needed to be used in the embodiments or the related art description will be briefly introduced. Obviously, the drawings in the following description are only embodiments of the present application, and other drawings can be obtained by those skilled in the art without creative labor.

[0016] Figure 1 The schematic diagram of torque control conflict for the embodiments of the present application;

[0017] Figure 2 The flowchart of the torque control method for the embodiments of the present application;

[0018] Figure 3 The flowchart of determining the slip available torque for the embodiments of the present application;

[0019] Figure 4 The flowchart of torque compensation on the differential protection torque for the embodiments of the present application;

[0020] Figure 5 The flowchart of determining the conflict type for the embodiments of the present application;

[0021] Figure 6 The flowchart of torque request according to the conflict type and the slip available torque for the embodiments of the present application;

[0022] Figure 7 The flowchart of torque control when there is no conflict for the embodiments of the present application;

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

[0024] Figure 9 A structure schematic diagram 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 clearer, the present application will be further described in detail below with reference to the drawings and specific embodiments.

[0026] It should be noted that, unless otherwise defined, technical or scientific terms used in the embodiments of the present application should be understood as their common meanings to those of ordinary skill in the art to which the present application belongs. The terms "first", "second" and similar terms used in the embodiments of the present application do not denote any order, quantity or importance, but are only used to distinguish different components. The terms "include" or "contain" and similar terms mean that the elements or objects before the terms encompass the elements or objects listed after the terms and their equivalents, and do not exclude other elements or objects. The terms "connect" or "connected" and similar terms do not mean physical or mechanical connection, but can include electrical connection, whether direct or indirect. The terms "upper", "lower", "left", "right" and the like only represent relative positional relationships, and when the absolute positions of the described objects change, the relative positional relationships can also change accordingly.

[0027] The distributed traction control system (DTCS) is located in the integrated brake controller (IBC) of the chassis. The DTCS function is activated by calculating the vehicle slip ratio. After the DTCS is activated, the MCU torque is changed from responding to the vehicle control unit (VCU) torque to responding to the DTCS torque. The DTCS rapidly reduces the motor output torque to reduce the vehicle slip ratio and ensure the driving safety of the vehicle on the low adhesion road (the friction between the high adhesion road and the vehicle is large, and the vehicle will not easily slip, so the DTCS does not need to intervene in the torque control).

[0028] The high adhesion road surface refers to a road surface with an adhesion coefficient greater than the first adhesion coefficient. The high adhesion road surface mainly includes asphalt road surface, cement road surface, concrete road surface, gravel road surface, sandstone road surface, etc. The 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). The low adhesion road surface mainly includes ice road surface, snow road surface, compacted snow road surface, chessboard road surface, butt joint road surface, split road surface, etc. The split road surface refers to a road surface located on both sides of the wheels and having different adhesion coefficients. The butt joint road surface refers to a road surface with different adhesion coefficients in the driving direction and connected to each other. The vehicle drives on the road surface when starting or accelerating from a road surface with one adhesion coefficient to a road surface with another adhesion coefficient. The bumpy road surface refers to a non-ideal road surface caused by various factors and negatively affecting the driving stability, such as a road surface with uneven surface, many pits, protrusions or fluctuations.

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

[0030] In the traditional TCS response closed loop, from the wheel speed sensor located on the four wheels of the vehicle body to the tire slip, to complete the control, the signal needs to be transmitted from the tire to the IPB, then to the VCU, and finally to the MCU to control the output power of the motor, complete the whole control closed loop, and needs 100 ms time.

[0031] The DTCS is a driving force control system specially designed for new energy vehicles. The DTCS moves the traction control system to the IBC and directly acts on the MCU, bringing faster motor torque response. The advantage of the DTCS is that, for the characteristics of the electric motor of the electric vehicle that has a larger torque at start and is more prone to slip, the control program of the DTCS is implanted into the IBC, and the transmission process of the slip signal no longer needs the participation of the VCU.

[0032] In the DTCS system, only 10 ms is needed 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 movement of the control system shortens the torque transmission route and improves the response speed. First, the control cycle time is accelerated by 20 times from 20 ms to 1 ms, which can avoid the large dynamic changes brought by the control system operation period delay to the wheels, reduce the jerk of user acceleration, and improve the user driving experience. Second, the control upward movement greatly shortens the signal interaction time, and the torque response cycle time is accelerated from 100 ms to less than 10 ms, which improves the system control efficiency, reduces the wheel slip, and ensures the safety of the vehicle

[0033] The differential protection strategy is located in the VCU for protecting the electric axle. The VCU receives the wheel speed signal sent by the IBC to calculate the speed difference between the left and right wheels, and limits the torque according to the differential protection torque. The longer the trigger time of the strategy is, the greater the torque limitation is, but it cannot exceed the maximum torque available to the motor.

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

[0035] Exemplarily, as shown in Figure 1 , the low-attached road static full-throttle starting process of an electric vehicle is taken as an example for illustration. When the vehicle starts on a low-attached road with full throttle, the slip rate is high, the DTCS function will be triggered immediately, bypassing the VCU, and the output torque of the motor will be pulled down through the MCU, which will cause the vehicle to produce a jerk. The reason for the jerk is that when the DTCS function adjusts the torque, the torque will fluctuate up and down, which will cause the electric axle speed to fluctuate, mis-trigger the differential protection strategy, and then trigger the VCU to limit the torque of the MCU. When the VCU requested torque is less than or equal to the DTCS requested torque, the DTCS function will be exited. After the exit, because the vehicle still has a high slip rate, the DTCS will be activated again, and the vehicle will appear a jerk again. The vehicle will repeatedly jerk, and the jerk will increase, which will bring a poor driving experience to the user.

[0036] The reason why the related art considers that the differential protection strategy and the slip rate control strategy conflict 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 the differential protection strategy and the slip rate control strategy are both executed by the MCU, the MCU can simultaneously determine the output torque values of the torque control of the two strategies, at this time, the MCU can support torque arbitration of the differential protection strategy and the slip rate control strategy, compare the torque values requested by the two, and take the smaller requested torque as the final requested torque to control the motor output. The small output mode can avoid the case where the VCU torque is less than or equal to the DTCS torque, avoid the phenomenon that the DTCS function repeatedly advances and retreats to cause the vehicle to break down, and protect the electric axle parts. However, the transfer of the function control will increase the control cost, and at the same time, will increase the burden of the MCU, which will affect the remaining control process of the MCU.

[0037] The torque control method, device, electronic equipment and vehicle provided by the embodiments 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 available slip 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, determining a conflict type, and determining a motor requested torque according to the conflict type and the available slip torque. The slip rate control strategy is limited according to the differential protection torque and the maximum available torque of the motor, and the available slip torque that does not interrupt the slip rate control is obtained, and when a control conflict occurs, the available slip torque is used in different ways according to the different conflict types, so as to avoid the vehicle from breaking down due to the torque control conflict, and improve the safety and driving experience of the vehicle.

[0038] The torque control method provided by the embodiments of the present application will be 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 in the figure, the torque control method comprises:

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

[0041] In specific implementation, the available slip torque that does not produce a conflict is determined in advance to implement torque control of the torque control conflict scene, so the differential protection torque corresponding to the differential protection strategy that may occur when a torque conflict occurs needs to be determined in advance, and during the determination process of the available slip torque, it is necessary to ensure that the available slip torque does not exceed the maximum driving capability of the drive motor, so the maximum available torque of the motor also needs to be determined.

[0042] The differential protection strategy corresponds to a differential protection torque. The VCU sends the differential protection torque to the MCU when it determines that there is a difference between the left and right wheel speeds. The MCU controls the motor output torque according to the differential protection torque, and the left and right wheel speeds are corrected. The wheel speed can be directly detected by a wheel speed sensor, or calculated by detecting the motor speed and gear position, and the obtained speed signal is sent to the IBC. The IBC sends the corresponding speed signal to the VCU for monitoring the wheel speed.

[0043] Since the torque control conflict is between the differential protection strategy and the slip rate control strategy, the differential protection torque of the differential protection strategy needs to be obtained in advance to predict the torque request value when the differential protection strategy is activated. The reason for the vehicle to break through is that the differential protection strategy is less than the slip request torque of the slip rate control strategy. For safety considerations, the smaller torque request is prioritized, which will cause the slip rate control strategy to be interrupted. Therefore, when determining the slip available torque that will not cause a torque conflict, the differential protection torque needs to be used to limit the value of the slip available torque.

[0044] The maximum available torque of the motor represents the maximum torque value that the motor can use for torque adjustment under the condition of ensuring normal operation of the vehicle, indicating the capacity of the motor. Whether it is the differential protection strategy or the slip rate control strategy, torque control needs to be requested within the capacity of the motor. Therefore, when determining the slip available torque that will not cause a torque conflict, the maximum available torque of the motor needs to be used to limit the value of the slip available torque.

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

[0046] Step 202: 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.

[0047] In specific implementation, both the differential protection torque and the maximum available torque of the motor need to limit the value of the slip available torque, so first the actual limit torque needs to be determined in the differential protection torque and the maximum available torque of the motor.

[0048] The differential protection torque and the maximum available torque of the motor need to be arbitrated to determine the limit torque that meets the safety requirements and conflict-free requirements. The arbitration process can be to compare the size of the differential protection torque and the maximum available torque of the motor, or to compare the modified differential protection torque and the maximum available torque of the motor.

[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 limit torque of the available slip torque, to ensure the effectiveness of the torque value range, and because the maximum available torque of the motor is less than the differential protection torque, all torque values in 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 phenomenon of rush driving when torque control conflict occurs.

[0050] When the maximum available torque of the motor is greater than the differential protection torque, the differential protection torque is the effective torque value, and the differential protection torque of the compensated differential protection strategy is determined as the upper limit torque of the available slip torque. When the slip rate control strategy requests torque with the available slip torque as the slip request torque, it can be ensured 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 differential protection torque ≤ the maximum available torque of the motor, under the premise that the torque request is effective, 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 phenomenon of rush driving when torque control conflict occurs.

[0051] Alternatively, the default slip request torque of the slip rate control strategy can be directly replaced by the available slip torque before the torque conflict occurs. At this time, no matter in any case the slip rate control strategy is activated, the available slip torque is used to issue a torque request to the MCU, to ensure that the rush driving phenomenon does not occur when torque control conflict occurs. However, it may affect the slip rate control process under the working condition without torque control conflict, resulting in a certain decline in the control effect and control efficiency of the slip rate control strategy.

[0052] Alternatively, the default slip request torque can be used for slip rate control when there is no torque control conflict, to ensure the control effect and control efficiency of the slip rate control process. When torque control conflict is detected, the intervention time of the available slip torque is determined according to the type of conflict, and then the problem of torque control conflict is solved by the intervention of the available slip torque, thereby avoiding the rush driving of the vehicle.

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

[0054] In a specific implementation, when a torque control conflict occurs, the type of the conflict needs to be determined first. If the torque control conflict is that the differential protection strategy is activated in the execution process of the slip rate control strategy, the type of the conflict is determined to be the first type of conflict. For the first type of 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. Before the slip rate control strategy ends, the differential protection strategy is activated. At this time, it is determined that a torque control conflict is detected, and the motor continues to be controlled to output torque according to the default slip request torque, which will cause the slip rate control strategy to be interrupted, thereby causing the vehicle to break through.

[0055] At this time, the slip available torque needs to be intervened, the default slip request torque of the slip rate control strategy is replaced by the slip available torque, and the slip available torque is used as the slip request torque to control the motor to output. In order to provide sufficient time for the replacement of the request torque, the differential protection strategy needs to be activated after a delay after the differential protection condition is met, for example, the differential protection strategy is activated after a delay of 100 ms. However, while the differential protection strategy is activated after a delay, the VCU will still issue a differential protection torque. After the MCU receives the differential protection torque, it 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 under the premise of avoiding break-through.

[0056] In response to the activation of the slip rate control strategy in the execution process of the differential protection strategy, the type of the conflict is determined to be the 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. Before the differential protection strategy ends, the slip rate control strategy is activated. At this time, it is determined that a torque control conflict is detected, and if the slip rate control strategy is executed, it will be interrupted in the execution process of the slip rate control strategy.

[0057] At this time, the slip available torque needs to be intervened, the default slip request torque of the slip rate control strategy is replaced by the slip available torque, so that the slip request torque is less than or equal to the differential protection torque, thereby ensuring that the slip control strategy will not be interrupted, and thus the break-through phenomenon will not occur. The efficiency of the slip rate control is maximized under the premise of avoiding break-through.

[0058] In summary, the torque control method provided by the embodiments 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 available slip 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 requested torque according to the conflict type and the available slip torque. The slip rate control strategy is limited according to the differential protection torque and the maximum available torque of the motor, and the available slip torque that does not interrupt the slip rate control is obtained, and when a control conflict occurs, the available slip torque is used in different ways according to different conflict types, so as to avoid the vehicle from being driven due to the torque control conflict, and improve the safety and driving experience of the vehicle.

[0059] In some embodiments, as shown in Figure 3 determining the available slip torque corresponding to the slip rate control strategy according to the differential protection torque and the maximum available torque of the motor includes:

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

[0061] In specific implementation, both the differential protection torque and the maximum available torque of the motor need to limit the value of the available slip torque, so it is necessary to determine the actual limit torque used in the differential protection torque and the maximum available torque of the motor. It is necessary to perform torque arbitration on the differential protection torque and the maximum available torque of the motor to determine the limit torque that meets the safety requirement and the conflict requirement.

[0062] Step 302: determining the available slip torque corresponding to the slip rate 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, determining the maximum available torque of the motor as the available slip torque.

[0065] In specific implementation, because the reason for the vehicle to be driven is that the too small new requested torque interrupts the execution process of the slip rate control strategy for many times, as long as the slip requested torque is small when the slip rate control strategy is activated, and there is no need to continue to reduce the torque after the differential protection strategy is activated, the slip rate control strategy will not be interrupted, and the driving phenomenon will not occur.

[0066] The differential protection torque is determined as the upper boundary torque of the slip available torque, and the lower boundary torque remains unchanged, i.e., 0 by default, or can be the lower boundary torque value calibrated in advance. The slip available torque determined in the torque value range formed by the upper boundary torque and the lower boundary torque meets the condition of being less than or equal to the differential protection torque. When torque control conflict occurs, the slip rate control strategy uses the slip available 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 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 because of the request of the differential protection strategy, will not interrupt the slip rate control strategy, and thus avoids the phenomenon of breaking motion when torque control conflict occurs.

[0067] When the torque is limited, the slip available torque needs to be further ensured to be within the capability range of the motor while meeting the condition of being less than or equal to the differential protection torque. At this time, the differential protection torque and the maximum available torque of the motor need to be compared. If the differential protection torque is greater than the maximum available torque of the motor, it indicates that the torque required by the differential protection exceeds the maximum torque that can be provided by the motor, i.e., demand is greater than supply, which indicates 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 result in an invalid torque value range because there is an invalid torque value in the torque value range. At this time, the upper boundary torque of the torque value range needs to be replaced. Since the maximum valid value is the maximum available torque of the motor, the maximum available torque of 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] Then, the process of determining 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 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 slip available 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 in 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 slip available torque ≤ the maximum available torque of the motor < the differential protection torque, the MCU will not reduce the torque because of the request of the differential protection strategy, will not interrupt the slip rate control strategy, and thus avoids the phenomenon of breaking motion when torque control conflict occurs.

[0069] Wherein, the default slip request torque is the most efficient slip rate control torque, the smaller the difference between the slip available torque and the default slip request torque, the higher the slip control efficiency, therefore, under the premise of ensuring that no rush occurs, the larger the slip available torque, the higher the slip control efficiency, therefore, 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 limitation condition, that is, taking the upper boundary value of the torque value range as the slip available torque can maximize the efficiency of the slip rate control under the premise of avoiding rush. Therefore, when the motor available maximum torque is less than the differential protection torque, the motor available maximum torque is taken as the slip available torque; when the differential protection torque is less than or equal to the motor available maximum torque, the differential protection torque is taken as the slip available torque.

[0070] Alternatively, the default slip request torque of the slip rate control strategy can be directly replaced by the slip available torque before the torque conflict occurs, at this time, no matter in any case the slip rate control strategy is activated, the slip available torque is used to issue a torque request to the MCU to ensure that no rush phenomenon occurs when the torque control conflict occurs. However, it may affect the slip rate control process under the condition that no torque control conflict occurs, resulting in a certain decline in the control effect and control efficiency of the slip rate control strategy.

[0071] Alternatively, the default slip request torque can be used for slip rate control when no torque control conflict occurs to ensure the control effect and control efficiency of the slip rate control process. When the torque control conflict is detected, the intervention time of the slip available torque is determined according to the type of the conflict, and then the problem of torque control conflict is solved through the intervention of the slip available torque, thereby avoiding the rush of the vehicle.

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

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

[0074] When the 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 available slip torque < the differential protection torque < the maximum torque available to the motor, under the premise that the torque request is effective, the MCU will not reduce the torque because of the request of the differential protection strategy, and will not interrupt the slip rate control strategy, thereby avoiding the phenomenon of breaking through when the torque control conflict occurs.

[0075] Similarly, using the upper boundary torque in the value range as the available slip torque can ensure the efficiency of the slip rate control without breaking through, so the compensated differential protection torque is determined as the available slip torque.

[0076] In some embodiments, as shown in Figure 4 the torque compensation for the differential protection torque includes:

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

[0078] In a specific implementation, because there is a gap in the hardware configuration of different vehicle models, in addition to using a fixed value of the compensation torque for compensation, a compensation coefficient corresponding to the differential protection torque can also be determined according to 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 in a test environment.

[0079] After the differential protection torque is determined, 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 improves the accuracy and individualization of torque compensation in combination with the configuration of the vehicle and the value of the differential protection torque.

[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, and the torque compensation using the compensation coefficient can be personalized 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 an output torque interruption slip rate control strategy to prevent fluctuations, so the prevention of output fluctuations can be achieved by reducing the differential protection torque, and then the difference between the differential protection torque and the compensation torque is determined as the compensation protection torque to ensure that fluctuating output torque will not cause the vehicle torque control process to appear to be active. Then the compensation protection torque = differential protection torque - compensation torque = differential protection torque - differential protection torque x compensation coefficient = differential protection torque x (1-compensation coefficient).

[0084] Alternatively, in order to improve the calculation 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, for example, 5 Nm, and the differential protection torque can be reduced by 5 Nm directly when compensation is performed, that is, the compensation protection torque = differential protection torque - 5, which improves the calculation efficiency of the compensation process and saves the occupation of computing resources.

[0085] In some embodiments, as shown in Figure 5 determining the conflict type includes:

[0086] Step 501: In response to activating the differential protection strategy in the execution process of the slip rate control strategy, determine the conflict type as the first type of conflict.

[0087] In specific implementation, the differential protection strategy is activated in the execution process of the slip rate control strategy, the differential protection torque of the differential protection strategy is smaller, and the default slip request torque needs to be replaced with the slip available torque before the differential protection is activated, and the conflict type is determined as the first type of conflict.

[0088] Step 502: In response to activating the slip rate control strategy in the execution process of the differential protection strategy, determine the conflict type as the second type of conflict.

[0089] In specific implementation, the slip ratio control strategy is activated in the execution process of the differential protection strategy, the differential protection torque of the differential protection strategy is smaller, and it is necessary to ensure that the requested torque of the slip ratio control strategy is smaller than or equal to the differential protection torque. Therefore, before the slip ratio control strategy is activated, the default slip requested torque needs to be replaced by the available slip torque, and the conflict type needs to be determined as the second type of conflict.

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

[0091] In step 601, in response to the conflict type being the first type of conflict, the differential protection strategy is activated after a preset delay time, and the differential protection torque of the differential protection strategy is received. The default slip requested torque of the slip ratio control strategy is replaced by the available slip torque, and the minimum value of the available slip torque and the differential protection torque is taken as the motor requested torque after the delay ends.

[0092] In specific implementation, if the conflict type is the first type of conflict, the default slip requested torque needs to be replaced by the available slip torque before the differential protection is activated. Therefore, the change of the requested torque of the slip ratio control strategy can be realized by activating the differential protection strategy after a preset delay time. During the delay activation time, the default slip requested torque of the slip ratio control strategy is replaced by the available slip torque which is smaller than the differential protection strategy, so as to ensure that the activated differential protection strategy will not interrupt the slip ratio control strategy, thereby ensuring that the vehicle will not appear to be moving due to the torque control conflict.

[0093] In specific implementation, the differential protection strategy is activated after a delay, but the differential protection torque of the differential protection strategy is received immediately. On the one hand, it ensures that there is no communication failure, and on the other hand, it is used to verify whether the available slip torque is correct. The verification process is to compare the available slip torque and the differential protection torque after the delay ends. Because the correct available slip torque = differential protection torque - compensation torque, the minimum value of the available slip torque and the differential protection torque is taken as the motor requested torque, which is equivalent to taking the available slip torque as the motor requested torque. The verification process can avoid the invalidity of torque control caused by the failure of the available slip torque confirmation process.

[0094] In step 602, in response to the conflict type being the second type of conflict, the available slip torque is taken as the slip requested torque of the slip ratio control strategy, and the minimum value of the slip requested torque and the differential protection torque is taken as the motor requested torque.

[0095] In specific implementation, if the second type of conflict occurs, in order to avoid being pushed out because the differential protection torque is less than the slip request torque, the slip available torque is directly used as the slip request torque of the slip rate control strategy when the slip rate control strategy is activated, the slip request torque of the slip rate control is ensured to be less than the differential protection torque, and the vehicle is not caused to move repeatedly because the slip rate control strategy is repeatedly activated and interrupted, and the driving experience is improved.

[0096] In some embodiments, as shown in Figure 7 The torque control method further includes:

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

[0098] In specific implementation, in the absence of torque control conflict, in order to ensure the efficiency of the slip rate control strategy, the preset default slip request torque is used as the slip target torque of the slip rate control strategy for torque request when the slip protection signal of the slip rate control strategy is detected, and the slip rate control is ensured to be performed at the highest efficiency.

[0099] Step 702: In response to detecting that there is no torque control conflict and detecting the differential protection signal of the differential protection strategy, the differential protection torque is used as the differential target torque of the differential protection strategy for torque request.

[0100] In specific implementation, in the absence of torque control conflict, in order to ensure the efficiency of the differential protection strategy, the preset differential protection torque is used as the differential target torque of the differential protection strategy for torque request when the differential protection signal of the differential protection strategy is detected, and the differential protection control is ensured to be performed at the highest efficiency.

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

[0102] It is to be understood that the foregoing description is descriptive only. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recited in the claims can be performed in a different order and still achieve desirable results. Additionally, the processes depicted in the attached figures do not necessarily require the particular order shown or sequential order to achieve desirable results. In certain implementations, multitasking and parallel processing can be advantageous.

[0103] Based on the same inventive concept, the application further provides a torque control device corresponding to the method of any of the above embodiments.

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

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

[0106] The torque determination module 20 is configured to determine 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;

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

[0108] For the convenience of description, the above device is described in various modules according to functions. Of course, in the implementation of the 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 embodiments, which will not be described here.

[0110] Based on the same inventive concept, the application further provides an electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the torque control method of any of the above embodiments.

[0111] Figure 9A more specific electronic device hardware structure schematic diagram provided by the embodiment is shown, and the device can 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 for internal communication.

[0112] The processor 1010 can be implemented by a general-purpose CPU (Central Processing Unit), a microprocessor, an ASIC (Application Specific Integrated Circuit), or one or more integrated circuits, etc., for executing related programs to implement the technical solutions provided by the embodiments of the present specification.

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

[0114] The input / output interface 1030 is used to connect input / output modules to realize information input and output. The input / output modules can be configured as components in the device (not shown in the figure) or externally connected to the device to provide corresponding functions. The input device can include a keyboard, a mouse, a touch screen, a microphone, various sensors, etc., and the output device can 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 in the figure) to realize the communication interaction between the device and other devices. The communication module can realize communication through a wired manner (such as USB, network cable, etc.) or a wireless manner (such as mobile network, WIFI, Bluetooth, etc.).

[0116] The bus 1050 includes a channel for transmitting information between various components (such as the processor 1010, the memory 1020, the input / output interface 1030, and the communication interface 1040) of the device.

[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 can also include other components necessary for normal operation. In addition, those skilled in the art can understand that the above device can also only contain components necessary to implement the embodiments of the present application, and does not necessarily contain all the components shown in the figure.

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

[0119] Based on the same inventive concept, corresponding to any of the above embodiment methods, the present application also provides a non-transitory computer readable storage medium storing computer instructions for causing the computer to execute the torque control method according to any of the above embodiments.

[0120] The computer readable medium of the present embodiment includes permanent and non-permanent, removable and non-removable media, which can be realized by any method or technology to store information. The information can be computer readable instructions, data structures, program modules 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 technologies, compact disc read-only memory (CD-ROM), digital versatile disc (DVD) or other optical storage, magnetic cassette, magnetic tape disk storage or other magnetic storage devices, or any other non-transmission medium that can be used to store information accessible by a computing device.

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

[0122] Based on the same inventive concept, corresponding to any of the above embodiment methods, the present application also provides a vehicle including the electronic device or torque control device of the above embodiment, and executing the torque control method according to any of the above embodiments through the electronic device or torque control device of the above embodiment, and having the beneficial effects of the corresponding method embodiments, which are not repeated here.

[0123] It can be understood that, before using the technical solutions of various embodiments in the present application, the user will be informed of the type, use range, use scenario, etc. of the personal information involved in a proper manner, and the authorization of the user will be obtained.

[0124] For example, in response to receiving the active request of the user, the user is sent prompt information to explicitly prompt the user that the operation requested to be performed will require obtaining and using the personal information of the user. Thus, the user can voluntarily choose whether to provide the personal information to the software or hardware such as an electronic device, an application program, a server or a storage medium, etc. performing the operation of the technical solutions of the present application according to the prompt information.

[0125] As an optional but non-limiting implementation manner, in response to accepting the active request of the user, the manner of sending the prompt information to the user may, for example, be a pop-up window manner, and the prompt information may, for example, be presented in the form of text in the pop-up window. In addition, the pop-up window may also carry selection controls for the user to select "agree" or "disagree" to provide the personal information to the electronic device.

[0126] It can be understood that the above notification and obtaining of the authorization of the user are only illustrative, and do not limit the implementation manners of the present application, and other manners meeting the relevant laws and regulations can also be applied to the implementation manners of the present application.

[0127] Those skilled in the art will understand that the discussion of any of the above embodiments is merely exemplary, and is not intended to suggest that the scope of the present application is limited to these examples; the above embodiments or technical features among different embodiments can also be combined, steps can be implemented in any order, and there are many other changes to the aspects of the embodiments of the present application as described above, which are not provided in detail for the sake of brevity. Therefore, the true scope of the present application is defined only by the appended claims.

[0128] In addition, in order to simplify the description and discussion, and so as not to make the embodiments of the present application difficult to understand, the known power / ground connections of integrated circuit (IC) chips and other components can or can not be shown in the provided drawings. In addition, the devices can be shown in the form of block diagrams in order 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 (i.e. these details should be fully within the understanding of those skilled in the art). Where specific details (e.g. circuits) are set forth in order to describe an illustrative embodiment of the present application, it will be apparent to those skilled in the art that the embodiments of the present application can be practiced without these specific details or with variations on these specific details. Therefore, these descriptions should be considered as illustrative rather than limiting.

[0129] While the present application has been described in connection with certain embodiments thereof, many modifications, substitutions, changes, and of forms will be apparent to those of ordinary skill in the art from the foregoing description. For example, other memory architectures (e.g., dynamic RAM (DRAM)) can use the embodiments discussed.

[0130] Embodiments of the present application are intended to embrace all such alterations, modifications, and variations that fall within the scope of the broadest possible interpretation of the appended claims. Accordingly, any and all such alterations, modifications, equivalents, improvements and the like are intended to be encompassed by the present application.

Claims

1. A torque control method characterized by, The method comprises: determining a differential protection torque corresponding to a differential protection strategy and a maximum available torque of a motor; 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 a torque control conflict, determining a conflict type, and determining a motor requested torque according to the conflict type and the slip available torque; wherein the determination of the conflict type comprises: in response to the differential protection strategy being activated during execution of the slip rate control strategy, determining that the conflict type is a first type of conflict; in response to the slip rate control strategy being activated during execution of the differential protection strategy, determining that the conflict type is a second type of conflict; wherein the determination of the motor requested torque according to the conflict type and the slip available torque comprises: in response to the conflict type being the first type of conflict, activating the differential protection strategy after a preset delay time, receiving the differential protection torque of the differential protection strategy, replacing a default slip requested torque of the slip rate control strategy with the slip available torque, and taking the minimum value between the slip available torque and the differential protection torque as the motor requested torque after the delay time ends; in response to the conflict type being the second type of conflict, taking the slip available torque as a slip requested torque of the slip rate control strategy, and taking the minimum value between the slip requested torque and the differential protection torque as the motor requested torque.

2. The method of claim 1, wherein, The determination of 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 comprises: performing torque arbitration according to the differential protection torque and the maximum available torque of the motor; determining the slip available torque corresponding to the slip rate control strategy according to a torque arbitration result.

3. The method of claim 2, wherein, The determination of the slip available torque corresponding to the slip rate control strategy according to the torque arbitration result comprises: 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 being that the differential protection torque is less than the maximum available torque of the motor, performing torque compensation on the differential protection torque to obtain a compensated protection torque, and determining the compensated protection torque as the slip available torque.

4. The method of claim 3, wherein, The 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; determining a compensation torque as the product of the compensation coefficient and the differential protection torque; determining the differential protection torque and the compensation torque as the difference between the differential protection torque and the compensation torque.

5. The method of claim 1, wherein, The method further comprises: in response to no torque control conflict being detected and a slip protection signal of the slip rate control strategy being detected, taking a preset default slip requested torque as a slip target torque of the slip rate control strategy for torque request. In response to detecting no torque control conflict and detecting the differential protection signal of the differential protection strategy, the differential protection torque is requested as a differential target torque of the differential protection strategy.

6. A torque control device characterized by comprising: The method comprises: a data collection module configured to determine a differential protection torque corresponding to a differential protection strategy and a maximum available torque of a motor; a torque determination module 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; a torque request module configured to, in response to detecting a torque control conflict, determine a conflict type and determine a motor requested torque according to the conflict type and the slip available torque; wherein the determination of the conflict type comprises: in response to the differential protection strategy being activated during 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 execution of the differential protection strategy, determining that the conflict type is a second type of conflict; wherein the determination of the motor requested torque according to the conflict type and the slip available torque comprises: in response to the conflict type being the first type of conflict, activating the differential protection strategy according to a preset delay time, receiving the differential protection torque of the differential protection strategy, replacing a default slip request torque of the slip ratio control strategy with the slip available torque, and after the delay ends, taking the minimum value of the slip available torque and the differential protection torque as the motor requested torque; in response to the conflict type being the second type of conflict, taking the slip available torque as a slip request torque of the slip ratio control strategy, and taking the minimum value of the slip request torque and the differential protection torque as the motor requested torque.

7. An electronic device comprising a memory, a processor, and a computer program stored on the memory and running on the processor, characterized in that, The processor implements the method of any one of claims 1 to 5 when executing the program.

8. A vehicle characterized by comprising: The torque control device of claim 6 or the electronic device of claim 7. The processor implements the method of any one of claims 1 to 5 when executing the program. The torque control device of claim 6 or the electronic device of claim 7.

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