Dual-motor torque control method, device, equipment, vehicle, medium and product

Abstract

The invention provides a dual-motor torque control method, device and equipment, a vehicle, a medium and a product, and can be applied to the technical field of vehicles. According to the method, after a torque request is received, torque control parameters are determined according to a target total torque in the torque request and the obtained current torque of a first motor, the obtained current torque of a second motor, the obtained vehicle speed and the obtained road surface type. And then the first motor and the second motor are controlled in combination with the target total torque, so that the sum of the torque change rate of the first motor and the torque change rate of the second motor is equal to the target torque change rate in the torque control parameters in the control process of the first motor and the second motor. According to the scheme, the first motor and the second motor are controlled through the target total torque and the torque control parameters, it is guaranteed that the sum of the torque change rate of the first motor and the torque change rate of the second motor is constant, namely, the change rate of the total torque of the vehicle is constant, and the stability of the vehicle is improved.

Description

Technical Field

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

[0002] With the development of technology, electric vehicles have emerged. In order to better control electric vehicles, electric vehicles have developed from single motors to dual motors, one motor is used to control the rotation of the front wheels, and the other motor is used to control the rotation of the rear wheels. During the operation of the motor, torque zero crossing is a common phenomenon, which refers to the moment when the motor torque changes from positive to negative, or from negative to positive. Torque zero crossing will cause noise, vibration and harshness (NVH) problems.

[0003] In order to reduce the impact of torque zero crossing, torque zero crossing processing is usually performed, that is, when the torque of the motor has not reached 0, the torque change rate is slowed down, and the original torque change rate is restored after the torque passes 0. In the prior art, vehicles may have multiple operating conditions. When the vehicle is converted from one operating condition to another, the torque of the two motors changes, and the torque will cross zero, and torque zero crossing processing will be performed.

[0004] However, since the torque zero-crossing processing of the electrode will cause the torque change rate of the motor to change, which will further cause the change rate of the total torque of the vehicle to change, and the vehicle's driving stability will be poor. Summary of the invention

[0005] The embodiments of the present application provide a dual-motor torque control method, device, equipment, vehicle, medium and product, which are used to solve the problem in the prior art that during the vehicle operating condition conversion process, the vehicle's total torque change rate changes, resulting in poor vehicle driving stability.

[0006] In a first aspect, an embodiment of the present application provides a dual-motor torque control method, which is applied to a controller. The method includes:

[0007] When receiving a torque request, obtaining a current torque of the first motor, a current torque of the second motor, a vehicle speed, and a road surface type;

[0008] determining a torque control parameter according to the target total torque in the torque request, the current torque of the first motor, the current torque of the second motor, the vehicle speed, and the road type, the torque control parameter including a current operating condition, a target operating condition, a current total torque, a target torque change rate, a target sub-torque of the second motor, and a target sub-torque change rate of the second motor;

[0009] The first motor and the second motor are controlled according to the target total torque and the torque control parameter; wherein, during the control of the first motor and the second motor, the sum of the torque change rate of the first motor and the torque change rate of the second motor is equal to the target torque change rate.

[0010] In a specific implementation, the current operating condition and the target operating condition are one of a braking condition, a coasting condition, a low-torque driving condition, and a high-torque driving condition.

[0011] In a specific implementation manner, determining the torque control parameter according to the target total torque in the torque request, the current torque of the first motor, the current torque of the second motor, the vehicle speed, and the road type includes:

[0012] taking the sum of the current torque of the first motor and the current torque of the second motor as the current total torque;

[0013] Determining the current operating condition according to the current torque of the first motor and the current torque of the second motor;

[0014] determining the target operating condition according to the vehicle speed, the road type, and the target total torque;

[0015] Determining a target sub-torque of the second motor according to the target total torque and a preset distribution ratio;

[0016] Determining the target torque change rate according to the current operating condition, the target operating condition, the target total torque, the current total torque, and a preset torque change rate correspondence relationship;

[0017] The target torque change rate of the second motor is determined according to the target torque change rate and the preset allocation ratio.

[0018] In a specific implementation manner, determining the current operating condition according to the current torque of the first motor and the current torque of the second motor includes:

[0019] If the current torque of the first motor and the current torque of the second motor are both greater than 0, determining that the current operating condition is a high-torque driving condition;

[0020] If the current torque of the first motor and the current torque of the second motor are both less than 0, determining that the current operating condition is a braking condition;

[0021] If the current torque of the first motor is a preset first gear torque, and the current torque of the second motor is less than a preset second gear torque, it is determined that the current operating condition is a coasting condition, the preset first gear torque is greater than 0, and the preset second gear torque is less than 0;

[0022] If the current torque of the first motor is greater than the preset first gear torque, and the current torque of the second motor is the preset second gear torque, it is determined that the current operating condition is a low-torque operating condition.

[0023] In a specific implementation manner, determining the target operating condition according to the vehicle speed, the road surface type, and the target total torque includes:

[0024] Determining a corresponding first torque threshold according to the vehicle speed and the road type, wherein the first torque threshold is greater than 0;

[0025] Determining a corresponding second torque threshold according to the vehicle speed, wherein the second torque threshold is less than 0;

[0026] If the target total torque is greater than the first torque threshold, determining that the target operating condition is a high-torque driving condition;

[0027] If the target total torque is less than or equal to the first torque threshold and greater than 0, determining that the target operating condition is a low-torque driving condition;

[0028] If the target total torque is less than or equal to 0 and greater than the second torque threshold, determining that the target operating condition is a coasting operating condition;

[0029] If the target total torque is less than or equal to the second torque threshold, it is determined that the target operating condition is a braking operating condition.

[0030] In a specific implementation, if the current operating condition is a coasting condition and the target operating condition is a low-torque driving condition, controlling the first motor and the second motor according to the target total torque and the torque control parameter includes:

[0031] Controlling the torque of the second motor to increase according to the target torque change rate, and controlling the torque of the first motor to remain unchanged, until the torque of the second motor increases to a preset second gear-relying torque, and the preset second gear-relying torque is less than 0;

[0032] The torque of the first motor is controlled to increase according to the target torque change rate, and the torque of the second motor is controlled to remain unchanged until the torque of the first motor increases to a first torque, which is the difference between the target total torque and the preset second gear torque.

[0033] In a specific implementation, if the current operating condition is a high torque driving condition and the target operating condition is a low torque driving condition, controlling the first motor and the second motor according to the target total torque and the torque control parameter includes:

[0034] Controlling the torque of the second motor to decrease according to the target sub-torque change rate of the second motor, and controlling the torque of the first motor to decrease according to the target sub-torque change rate of the first motor, until the torque of the second motor decreases to 0, the target sub-torque change rate of the first motor being the difference between the target torque change rate and the target sub-torque change rate of the second motor;

[0035] controlling the torque of the second motor to remain unchanged, and controlling the torque of the first motor to decrease according to the target torque change rate until the torque of the first motor decreases to a first torque, where the first torque is a difference between the target total torque and a preset second gear-relying torque, and the preset second gear-relying torque is less than 0;

[0036] The torque of the first motor is controlled to remain unchanged, and the torque of the second motor is controlled to decrease according to the target torque change rate until the torque of the second motor is reduced to the preset second gear torque.

[0037] In a specific implementation, if the current operating condition is a braking condition and the target operating condition is a low-torque driving condition, controlling the first motor and the second motor according to the target total torque and the torque control parameter includes:

[0038] Controlling the torque of the first motor to increase according to the target sub-torque change rate of the first motor, and controlling the torque of the second motor to increase according to the target sub-torque change rate of the second motor, until the torque of the first motor increases to 0, the target sub-torque change rate of the first motor being the difference between the target torque change rate and the target sub-torque change rate of the second motor;

[0039] Controlling the torque of the first motor to remain unchanged, and controlling the torque of the second motor to increase according to the target torque change rate, until the torque of the second motor increases to a preset second gear-relying torque, and the preset second gear-relying torque is less than 0;

[0040] The torque of the second motor is controlled to remain unchanged, and the torque of the first motor is controlled to increase according to the target torque change rate until the torque of the first motor increases to a first torque, where the first torque is the difference between the target total torque and the preset second gear torque.

[0041] In a specific implementation, if the current operating condition is a coasting condition and the target operating condition is a braking condition, controlling the first motor and the second motor according to the target total torque and the torque control parameter includes:

[0042] Controlling the torque of the first motor to decrease according to the target torque change rate, and controlling the torque of the second motor to remain unchanged, until the torque of the first motor decreases to 0;

[0043] Within a preset zero-crossing time, controlling the torque of the first motor to remain unchanged, and controlling the torque of the second motor to decrease according to the target torque change rate;

[0044] The torque of the second motor is controlled to be reduced according to the target sub-torque change rate of the second motor, and the torque of the first motor is controlled to be reduced according to the target sub-torque change rate of the first motor until the torque of the second motor is reduced to the target sub-torque of the second motor, and the target sub-torque change rate of the first motor is the difference between the target torque change rate and the target sub-torque change rate of the second motor.

[0045] In a specific implementation, if the current operating condition is a high-torque driving condition and the target operating condition is a braking condition, controlling the first motor and the second motor according to the target total torque and the torque control parameter includes:

[0046] Controlling the torque of the second motor to decrease according to the target sub-torque change rate of the second motor, and controlling the torque of the first motor to decrease according to the target sub-torque change rate of the first motor, until the torque of the second motor decreases to 0, the target sub-torque change rate of the first motor being the difference between the target torque change rate and the target sub-torque change rate of the second motor;

[0047] controlling the torque of the second motor to remain unchanged, and controlling the torque of the first motor to decrease according to the target torque change rate until the torque of the first motor decreases to 0;

[0048] Within a preset zero-crossing time, controlling the torque of the first motor to remain unchanged, and controlling the torque of the second motor to decrease according to the target torque change rate;

[0049] The torque of the second motor is controlled to be reduced according to the target sub-torque change rate of the second motor, and the torque of the first motor is controlled to be reduced according to the target sub-torque change rate of the first motor until the torque of the second motor is reduced to the target sub-torque of the second motor.

[0050] In a specific implementation, if the current operating condition is a low-torque driving condition and the target operating condition is a braking condition, controlling the first motor and the second motor according to the target total torque and the torque control parameter includes:

[0051] controlling the torque of the second motor to remain unchanged, and controlling the torque of the first motor to decrease according to the target torque change rate until the torque of the first motor decreases to 0;

[0052] Within a preset zero-crossing time, controlling the torque of the first motor to remain unchanged, and controlling the torque of the second motor to decrease according to the target torque change rate;

[0053] The torque of the second motor is controlled to be reduced according to the target sub-torque change rate of the second motor, and the torque of the first motor is controlled to be reduced according to the target sub-torque change rate of the first motor until the torque of the second motor is reduced to the target sub-torque of the second motor, and the target sub-torque change rate of the first motor is the difference between the target torque change rate and the target sub-torque change rate of the second motor.

[0054] In a specific implementation, if the current operating condition is a coasting condition and the target operating condition is a high torque driving condition, controlling the first motor and the second motor according to the target total torque and the torque control parameter includes:

[0055] Controlling the torque of the second motor to increase according to the target torque change rate, and controlling the torque of the first motor to remain unchanged, until the torque of the second motor increases to 0;

[0056] Within a preset zero-crossing time, controlling the torque of the second motor to remain unchanged, and controlling the torque of the first motor to increase according to the target torque change rate;

[0057] The torque of the second motor is controlled to increase according to the target sub-torque change rate of the second motor, and the torque of the first motor is controlled to increase according to the target sub-torque change rate of the first motor until the torque of the second motor increases to the target sub-torque of the second motor, and the target sub-torque change rate of the first motor is the difference between the target torque change rate and the target sub-torque change rate of the second motor.

[0058] In a specific implementation, if the current operating condition is a braking condition and the target operating condition is a high torque driving condition, controlling the first motor and the second motor according to the target total torque and the torque control parameter includes:

[0059] Controlling the torque of the second motor to increase according to the target sub-torque change rate of the second motor, and controlling the torque of the first motor to increase according to the target sub-torque change rate of the first motor, until the torque of the first motor increases to 0, the target sub-torque change rate of the first motor being the difference between the target torque change rate and the target sub-torque change rate of the second motor;

[0060] Controlling the torque of the first motor to remain unchanged, and controlling the torque of the second motor to increase according to the target torque change rate until the torque of the second motor increases to 0;

[0061] Within a preset zero-crossing time, controlling the torque of the second motor to remain unchanged, and controlling the torque of the first motor to increase according to the target torque change rate;

[0062] The torque of the second motor is controlled to increase according to the target sub-torque change rate of the second motor, and the torque of the first motor is controlled to increase according to the target sub-torque change rate of the first motor until the torque of the second motor increases to the target sub-torque of the second motor.

[0063] In a specific implementation, if the current operating condition is a low-torque driving condition and the target operating condition is a high-torque driving condition, controlling the first motor and the second motor according to the target total torque and the torque control parameter includes:

[0064] Controlling the torque of the second motor to increase according to the target torque change rate, and controlling the torque of the first motor to remain unchanged, until the torque of the second motor increases to 0;

[0065] Within a preset zero-crossing time, controlling the torque of the second motor to remain unchanged, and controlling the torque of the second motor to change according to the target torque change rate;

[0066] The torque of the second motor is controlled to increase according to the target sub-torque change rate of the second motor, and the torque of the first motor is controlled to increase according to the target sub-torque change rate of the first motor until the torque of the second motor increases to the target sub-torque of the second motor, and the target sub-torque change rate of the first motor is the difference between the target torque change rate and the target sub-torque change rate of the second motor.

[0067] In a specific implementation, if the current operating condition is a high torque driving condition and the target operating condition is a coasting condition, controlling the first motor and the second motor according to the target total torque and the torque control parameter includes:

[0068] Controlling the torque of the second motor to decrease according to the target sub-torque change rate of the second motor, and controlling the torque of the first motor to decrease according to the target sub-torque change rate of the first motor, until the torque of the second motor decreases to 0, the target sub-torque change rate of the first motor being the difference between the target torque change rate and the target sub-torque change rate of the second motor;

[0069] Controlling the torque of the second motor to remain unchanged, and controlling the torque of the first motor to decrease according to the target torque change rate, until the torque of the first motor decreases to a preset first gear-relying torque, and the preset first gear-relying torque is greater than 0;

[0070] The torque of the first motor is controlled to remain unchanged, and the torque of the second motor is controlled to decrease according to the target torque change rate until the torque of the second motor is reduced to a second torque, where the second torque is the difference between the target total torque and the preset first gear torque.

[0071] In a specific implementation, if the current operating condition is a braking condition and the target operating condition is a coasting condition, controlling the first motor and the second motor according to the target total torque and the torque control parameter includes:

[0072] Controlling the torque of the first motor to increase according to the target sub-torque change rate of the first motor, and controlling the torque of the second motor to increase according to the target sub-torque change rate of the second motor, until the torque of the first motor increases to 0, the target sub-torque change rate of the first motor being the difference between the target torque change rate and the target sub-torque change rate of the second motor;

[0073] Controlling the torque of the first motor to remain unchanged, and controlling the torque of the second motor to increase according to the target torque change rate until the torque of the second motor increases to a second torque, where the second torque is a difference between the target total torque and a preset first gear-relying torque, and the preset first gear-relying torque is greater than 0;

[0074] The torque of the first motor is controlled to increase according to the target torque change rate, and the torque of the second motor is controlled to remain unchanged until the torque of the first motor is increased to the preset first gear torque.

[0075] In a specific implementation, if the current operating condition is a low-torque driving condition and the target operating condition is a coasting condition, controlling the first motor and the second motor according to the target total torque and the torque control parameter includes:

[0076] Controlling the torque of the second motor to remain unchanged, and controlling the torque of the first motor to decrease according to the target torque change rate, until the torque of the first motor decreases to a preset first gear-relying torque, wherein the preset first gear-relying torque is greater than 0;

[0077] The torque of the first motor is controlled to remain unchanged, and the torque of the second motor is controlled to decrease according to the target torque change rate until the torque of the second motor is reduced to a second torque, where the second torque is the difference between the target total torque and a preset first gear torque.

[0078] In a second aspect, an embodiment of the present application provides a dual-motor torque control device, comprising:

[0079] an acquisition module, configured to acquire, upon receiving a torque request, a current torque of the first motor, a current torque of the second motor, a vehicle speed, and a road surface type;

[0080] a processing module, configured to determine a torque control parameter according to the target total torque in the torque request, the current torque of the first motor, the current torque of the second motor, the vehicle speed, and the road type, wherein the torque control parameter includes a current operating condition, a target operating condition, a current total torque, a target torque change rate, a target sub-torque of the second motor, and a target sub-torque change rate of the second motor;

[0081] A control module is used to control the first motor and the second motor according to the target total torque and the torque control parameter; wherein, during the control of the first motor and the second motor, the sum of the torque change rate of the first motor and the torque change rate of the second motor is equal to the target torque change rate.

[0082] In a third aspect, an embodiment of the present application provides a controller, including:

[0083] Processor, memory, communication interface;

[0084] The memory is used to store executable instructions of the processor;

[0085] Wherein, the processor is configured to execute the dual-motor torque control method described in any one of claims 1 to 17 by executing the executable instructions.

[0086] In a fourth aspect, an embodiment of the present application provides a vehicle, including:

[0087] A controller, a first motor, and a second motor;

[0088] The controller is used to execute the dual-motor torque control method described in any one of the first aspects above.

[0089] In a fifth aspect, an embodiment of the present application provides a readable storage medium having a computer program stored thereon, and when the computer program is executed by a processor, the dual-motor torque control method described in any one of the first aspects is implemented.

[0090] In a sixth aspect, an embodiment of the present application provides a computer program product, including a computer program, which, when executed by a processor, is used to implement the dual-motor torque control method described in any one of the first aspects.

[0091] The dual-motor torque control method, device, equipment, vehicle, medium and product provided in the embodiment of the present application, after receiving the torque request, determines the torque control parameter according to the target total torque in the torque request and the current torque of the first motor, the current torque of the second motor, the vehicle speed and the road type. Then, the first motor and the second motor are controlled in combination with the target total torque, so that during the control process of the first motor and the second motor, the sum of the torque change rate of the first motor and the torque change rate of the second motor is equal to the target torque change rate in the torque control parameter. This scheme controls the first motor and the second motor through the target total torque and the torque control parameter, ensuring that the sum of the torque change rate of the first motor and the torque change rate of the second motor is constant, that is, the change rate of the total torque of the vehicle is constant, thereby improving the stability of the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0092] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, a brief introduction will be given below to the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative labor.

[0093] Figure 1a A schematic diagram of torque variation when the torque passes through zero provided by this application;

[0094] Figure 1b A schematic diagram of the change of motor torque in the prior art provided by this application;

[0095] Figure 2 A schematic diagram of a flow chart of a first embodiment of a dual-motor torque control method provided in the present application;

[0096] Figure 3 A schematic diagram of torque change when the gliding condition is converted to a low-torque driving condition provided in this application;

[0097] Figure 4 A schematic diagram of torque change when a high-torque driving condition is converted to a low-torque driving condition provided in this application;

[0098] Figure 5A schematic diagram of torque change when the braking condition provided in this application is converted to a low-torque driving condition;

[0099] Figure 6 A schematic diagram of torque change when the sliding condition is converted to the braking condition provided in this application;

[0100] Figure 7 A schematic diagram of torque change when a high-torque driving condition is converted to a braking condition provided in this application;

[0101] Figure 8 A schematic diagram of torque change when a low-torque driving condition is converted to a braking condition provided in this application;

[0102] Fig. 9 A schematic diagram of torque change when the sliding working condition is converted to a high torque driving working condition provided in the present application;

[0103] Fig.10 A schematic diagram of torque change when the braking condition provided in this application is converted to a high-torque driving condition;

[0104] Fig.11 A schematic diagram of torque change when a low-torque driving condition is converted to a high-torque driving condition provided in this application;

[0105] Fig.12 A schematic diagram of torque change when a large torque driving condition is converted to a sliding condition provided in the present application;

[0106] Fig.13 A schematic diagram of torque change when the braking condition is converted to the sliding condition provided in the present application;

[0107] Fig.14 A schematic diagram of torque change from a low-torque driving condition to a gliding condition provided in this application;

[0108] Fig.15 A schematic diagram of the structure of an embodiment of a dual-motor torque control device provided in this application;

[0109] Fig.16 A schematic diagram of the structure of a controller provided in this application. DETAILED DESCRIPTION

[0110] In order to make the purpose, technical solution and advantages of the embodiments of the present application clearer, the technical solution in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments made by ordinary technicians in this field under the enlightenment of the embodiments belong to the scope of protection of the present application.

[0111] The terms "first", "second", "third", "fourth", etc. (if any) in the specification and claims of the present application and the above-mentioned drawings are used to distinguish similar objects, and are not necessarily used to describe a specific order or sequence. It should be understood that the data used in this way can be interchangeable where appropriate, so that the embodiments of the present application described herein can be implemented in an order other than those illustrated or described herein. In addition, the terms "including" and "having" and any of their variations are intended to cover non-exclusive inclusions, for example, a process, method, system, product or device that includes a series of steps or units is not necessarily limited to those steps or units that are clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0112] With the development of technology, electric vehicles have evolved from single motors to dual motors to achieve more precise control of the vehicle. One of the dual motors is used to control the rotation of the front wheels, and the other motor is used to control the rotation of the rear wheels. During the operation of the motor, torque zero crossing is a common phenomenon, which refers to the moment when the motor torque changes from positive to negative, or from negative to positive. Torque zero crossing will cause noise, vibration and harshness (NVH) problems.

[0113] For example, Figure 1a The torque variation diagram of the torque zero-crossing provided by this application is as follows: Figure 1a As shown, when the torque changes from negative to positive, the torque change rate remains unchanged. The torque passes through zero at the moment from negative to positive, which will cause NVH problems.

[0114] In order to reduce the impact of torque zero crossing, torque zero crossing processing is usually performed, that is, when the torque of the motor has not reached 0, the torque change rate is slowed down, and the original torque change rate is restored after the torque passes 0. In the prior art, vehicles may have multiple operating conditions. When the vehicle is converted from one operating condition to another, the torque of the two motors changes, and the torque will cross zero, and torque zero crossing processing will be performed.

[0115] For example, Figure 1b The schematic diagram of the motor torque change in the prior art provided by this application is as follows: Figure 1b As shown, the thin solid line represents the torque of the first motor, the dotted line represents the torque of the second motor, and the thick solid line represents the total torque of the vehicle, which is the sum of the torque of the first motor and the torque of the second motor. It can be seen that when the second motor performs torque zero-crossing processing, the rate of change of the total torque of the vehicle slows down, which will cause the acceleration of the vehicle to change, the speed of the vehicle to change unstably, and the driving stability of the vehicle to be poor.

[0116] In view of the problems existing in the prior art, the inventors found in the process of studying the dual-motor torque control method that in order to ensure that the change rate of the total torque of the vehicle does not change, when the torque change rate of one motor changes, the torque change rate of the other motor also changes accordingly, so that the change rate of the total torque of the vehicle is constant. The two motors can be controlled by the target total torque and the torque control parameter to achieve a constant sum of the torque changes of the two motors. Based on the above inventive concept, the dual-motor torque control scheme in this application is designed.

[0117] The following is an example of an application scenario of the dual-motor torque control method provided in this application.

[0118] For example, in this application scenario, a user is driving a dual-motor electric vehicle, and the vehicle is currently in a coasting state. The user finds an obstacle in front of him and steps on the brake pedal. The brake assembly transmits a torque request to the controller, and the torque request includes a target total torque.

[0119] When the controller receives a torque request, it obtains the current torque of the first motor, the current torque of the second motor, the vehicle speed, and the road type; at this time, the current torque of the first motor is greater than 0, and the current torque of the second motor is less than 0.

[0120] The controller determines the torque control parameters based on the target total torque, the current torque of the first motor, the current torque of the second motor, the vehicle speed, and the road type. The torque control parameters include the current operating condition, the target operating condition, the current total torque, the target torque change rate, the target sub-torque of the second motor, and the target sub-torque change rate of the second motor.

[0121] Then, according to the target total torque and torque control parameters, the first motor and the second motor are controlled. Since the current torque of the first motor is greater than 0, the torques of the two motors need to be less than 0 when braking, so the first motor needs to undergo torque zero-crossing processing. First, the torque of the first motor is controlled to decrease, and the sum of the torque change rates of the two motors is equal to the target torque change rate. Then, the torque of the first motor is subjected to torque zero-crossing processing, and at the same time, the torque change rate of the second motor is adjusted so that the sum of the torque change rates of the two motors is equal to the target torque change rate. After the torque of the first motor is subjected to torque zero-crossing processing, the torque change rates of the two motors are adjusted so that the sum of the torque change rates of the two motors is equal to the target torque change rate, until the torque of the second motor is reduced to the target sub-torque of the second motor, the operating condition conversion is completed, and the torque of the two motors is subsequently controlled to remain unchanged.

[0122] During the control of the first motor and the second motor, the sum of the torque change rate of the first motor and the torque change rate of the second motor is constant and equal to the target torque change rate, that is, the change in the total torque of the vehicle remains unchanged, and the driving stability of the vehicle is improved.

[0123] It should be noted that the above scenario is only an example of an application scenario provided by an embodiment of the present application. The embodiment of the present application does not limit the actual form of the various devices included in the scenario, nor does it limit the interaction method between the devices. In the specific application of the solution, it can be set according to actual needs.

[0124] The technical solution of the present application is described in detail below through specific embodiments. It should be noted that the following specific embodiments can be combined with each other, and the same or similar concepts or processes may not be described in detail in some embodiments.

[0125] Figure 2 This is a flow chart of the first embodiment of the dual motor torque control method provided by the present application. The present embodiment of the present application describes the situation in which the controller controls the first motor and the second motor according to the determined target total torque and torque control parameters after receiving the torque request. The method in this embodiment can be implemented by software, hardware, or a combination of software and hardware. Figure 2 As shown, the dual-motor torque control method specifically includes the following steps:

[0126] S201: upon receiving a torque request, obtaining the current torque of the first motor, the current torque of the second motor, the vehicle speed, and the road type.

[0127] When the user operates the brake pedal or the accelerator pedal, the corresponding pedal assembly determines the corresponding target total torque according to the depth of the pedal, and then transmits a torque request to the controller, where the torque request includes the target total torque.

[0128] In this step, when the controller receives a torque request, in order to control the first motor and the second motor, it is necessary to obtain the current torque of the first motor, the current torque of the second motor, the vehicle speed, and the road type.

[0129] Since a speed sensor is installed in the vehicle and the speed sensor is in communication with the controller, the controller can obtain the vehicle speed. The controller can determine the road surface type according to the vehicle driving parameters, and can also obtain the road surface type input by the user. The vehicle driving parameters may include at least one of the vehicle speed, weather, and the shock absorption level of the shock absorber.

[0130] S202: Determine a torque control parameter according to the target total torque in the torque request, the current torque of the first motor, the current torque of the second motor, the vehicle speed, and the road type.

[0131] In this step, after the controller obtains the current torque of the first motor, the current torque of the second motor, the vehicle speed, and the road type, it determines the torque control parameters in combination with the target total torque in the torque request.

[0132] Among them, the torque control parameters include the current operating condition, the target operating condition, the current total torque, the target torque change rate, the target sub-torque of the second motor, and the target sub-torque change rate of the second motor.

[0133] The current operating condition and the target operating condition are one of a braking condition, a coasting condition, a small torque driving condition, and a large torque driving condition.

[0134] Specifically, the sum of the current torque of the first motor and the current torque of the second motor is taken as the current total torque.

[0135] The current operating condition is determined according to the current torque of the first motor and the current torque of the second motor.

[0136] If the current torque of the first motor and the current torque of the second motor are both greater than 0, it means that both motors are driven, and the current operating condition is determined to be a high-torque driving condition.

[0137] If the current torque of the first motor and the current torque of the second motor are both less than 0, it means that both motors are performing energy recovery, that is, braking, and the current operating condition is determined to be a braking condition.

[0138] If the current torque of the first motor is the preset first gear torque, and the current torque of the second motor is less than the preset second gear torque, the preset first gear torque is a positive number close to 0, and the preset second gear torque is a negative number close to 0. The second motor performs energy recovery, and the torque of the first motor is close to 0, and it will not drive, so it is determined that the current working condition is a coasting condition.

[0139] If the current torque of the first motor is greater than the preset first gear torque, and the current torque of the second motor is the preset second gear torque, it means that the first motor is driving, the torque of the second motor is close to 0, and no energy recovery is performed, so the current operating condition is determined to be a low torque condition.

[0140] It should be noted that the preset first gear torque is a positive number close to 0, which may be 1Nm, 5Nm, 10Nm, etc. The preset second gear torque is a negative number close to 0, which may be -1Nm, -5Nm, -10Nm, etc. The embodiment of the present application does not limit the preset first gear torque and the preset second gear torque, which may be determined according to actual conditions.

[0141] Determine the target operating condition based on vehicle speed, road type, and target total torque.

[0142] Since the controller stores the correspondence between the vehicle speed, the road surface type and the torque threshold, the corresponding first torque threshold can be determined according to the acquired vehicle speed and road surface type, and the first torque threshold is greater than 0.

[0143] It should be noted that the road surface type can be a gravel road surface, an asphalt road surface, a dirt road surface, a slippery road surface, etc. The embodiment of the present application does not limit the road surface type and can be determined according to actual conditions.

[0144] Since the corresponding relationship between the vehicle speed and the torque threshold is stored in the controller, the corresponding second torque threshold can be determined according to the acquired vehicle speed, and the second torque threshold is less than 0.

[0145] If the target total torque is greater than the first torque threshold, it means that the vehicle requires dual-motor drive, and the target operating condition is determined to be a high-torque driving condition.

[0146] If the target total torque is less than or equal to the first torque threshold and greater than 0, it means that the vehicle needs to be driven by a single motor, and the target operating condition is determined to be a low-torque driving condition;

[0147] If the target total torque is less than or equal to 0 and greater than the second torque threshold, it means that the vehicle needs to coast, and the target operating condition is determined to be a coasting condition.

[0148] If the target total torque is less than or equal to the second torque threshold, it means that the vehicle needs to be braked, and the target operating condition is determined to be a braking operating condition.

[0149] The target sub-torque of the second motor is determined according to the target total torque and the preset distribution ratio. The target total torque is multiplied by the preset distribution ratio to obtain the target sub-torque of the second motor.

[0150] It should be noted that the preset allocation ratio may be 20%, 30%, 50%, 70%, etc. The embodiment of the present application does not limit the preset allocation ratio, which may be determined according to actual conditions.

[0151] Since the controller stores the correspondence between the previous operating condition, target operating condition, target total torque, current total torque and the torque change rate, that is, the preset torque change rate correspondence, the corresponding target torque change rate can be obtained based on the determined current operating condition, target operating condition, target total torque and current total torque.

[0152] The target sub-torque change rate of the second motor is determined according to the target torque change rate and the preset allocation ratio. The target sub-torque change rate of the second motor is obtained by multiplying the target torque change rate by the preset allocation ratio.

[0153] S203: Control the first motor and the second motor according to the target total torque and the torque control parameter.

[0154] In this step, after the controller determines the torque control parameters, it controls the first motor and the second motor according to the target total torque and the torque control parameters. When the torque change rate of one motor changes, the torque change of the other motor changes accordingly, so that in the process of controlling the first motor and the second motor, the sum of the torque change rate of the first motor and the torque change rate of the second motor is constant and equal to the target torque change rate.

[0155] The dual-motor torque control method provided in this embodiment determines the torque control parameters according to the target total torque in the torque request and the current torque of the first motor, the current torque of the second motor, the vehicle speed, and the road type after receiving the torque request. Then, the first motor and the second motor are controlled in combination with the target total torque, so that during the control of the first motor and the second motor, the sum of the torque change rate of the first motor and the torque change rate of the second motor is equal to the target torque change rate in the torque control parameter. This scheme controls the first motor and the second motor through the target total torque and the torque control parameter, ensuring that the sum of the torque change rate of the first motor and the torque change rate of the second motor is constant, that is, the change rate of the total torque of the vehicle is constant, thereby improving the stability of the vehicle.

[0156] On the basis of the above embodiments, the following describes the second embodiment of the dual-motor torque control method provided by the present application, which illustrates the situation in which the controller controls the first motor and the second motor when the current operating condition is a gliding condition and the target operating condition is a small torque driving condition.

[0157] Since the target operating condition is a small torque driving condition, it means that only one motor is needed for driving. The current operating condition is a gliding condition, which means that the current torque of the first motor is greater than 0 and the current torque of the second motor is less than 0. In order to avoid the torque crossing zero at this time, the first motor can be used for driving, and the torque of the second motor is increased to the preset second gear torque, so that the torque of the first motor and the second motor will not cross zero.

[0158] For example, Figure 3 The torque change diagram for converting the gliding condition to the low torque driving condition provided in this application is as follows: Figure 3 As shown, the thin solid line represents the torque of the first motor, the dotted line represents the torque of the second motor, and the thick solid line represents the total torque of the vehicle.

[0159] First, the torque of the second motor is controlled to increase according to the target torque change rate, and at the same time, the torque of the first motor is controlled to remain unchanged until the torque of the second motor is increased to the preset second gear torque.

[0160] Then, the torque of the first motor is controlled to increase according to the target torque change rate, and the torque of the second motor is controlled to remain unchanged until the torque of the first motor increases to the first torque. Subsequently, the torques of the first motor and the second motor are controlled to be constant.

[0161] The first torque is the difference between the target total torque and the preset second gear torque.

[0162] In the process of the torque of the second motor being increased to the preset second gear torque, the torque change rate of the second motor is the target torque change rate, and the torque change rate of the first motor is 0, so the sum of the torque change rates of the two is equal to the target torque change rate.

[0163] When the torque of the first motor is increased to the first torque, the torque change rate of the first motor is the target torque change rate, and the torque change rate of the second motor is 0, so the sum of the torque change rates of the two motors is equal to the target torque change rate.

[0164] Therefore, during the control of the first motor and the second motor, the sum of the torque change rate of the first motor and the torque change rate of the second motor is constant and equal to the target torque change rate, that is, the change rate of the total torque of the vehicle is constant, which improves the vehicle driving stability.

[0165] When the torque of the first motor is increased to the first torque, the torque of the second motor is the preset second gear torque, and the sum of the two torques is the target total torque, indicating that the vehicle as a whole has reached the torque corresponding to the small torque condition.

[0166] The dual-motor torque control method provided in this embodiment first controls the torque of the second motor to increase to the preset second gear torque according to the target torque change rate, and then controls the torque of the first motor to increase to the first torque according to the target torque change rate, thereby ensuring that the sum of the torque change rate of the first motor and the torque change rate of the second motor is constant. Compared with the prior art that requires torque zero crossing, this solution not only does not cause torque zero crossing, but also ensures that the change rate of the total torque of the vehicle is constant, thereby improving the driving stability of the vehicle and reducing the occurrence of NVH problems.

[0167] Based on the above embodiments, the following describes the control of the first motor and the second motor by the controller when the current working condition is a large torque driving condition and the target working condition is a small torque driving condition through the dual motor torque control method embodiment 3 provided in the present application.

[0168] Since the target operating condition is a small torque driving condition, it means that only one motor is needed for driving. The current operating condition is a large torque driving condition, which means that the current torque of the first motor is greater than 0, and the current torque of the second motor is greater than 0. The first motor can drive the second motor, and the second motor needs to perform torque zero crossing processing.

[0169] For example, Figure 4 The torque change schematic diagram of the conversion from a high torque driving condition to a low torque driving condition provided in this application is as follows: Figure 4As shown, the thin solid line represents the torque of the first motor, the dotted line represents the torque of the second motor, and the thick solid line represents the total torque of the vehicle.

[0170] First, the torque of the second motor is controlled to decrease according to the target sub-torque change rate of the second motor, and at the same time, the torque of the first motor is controlled to decrease according to the target sub-torque change rate of the first motor until the torque of the second motor is reduced to 0. The target sub-torque change rate of the first motor is the difference between the target torque change rate and the target sub-torque change rate of the second motor.

[0171] The torque of the second motor is then controlled to remain unchanged, and the torque of the first motor is controlled to decrease according to the target torque change rate until the torque of the first motor is reduced to the first torque, which is the difference between the target total torque and the preset second gear torque.

[0172] Finally, the torque of the first motor is controlled to remain unchanged, and the torque of the second motor is controlled to decrease according to the target torque change rate until the torque of the second motor decreases to the preset second gear torque. Subsequently, the torques of the first motor and the second motor are controlled to remain constant.

[0173] In the process of the torque of the second motor being reduced to 0, the torque change rate of the first motor is the target sub-torque change rate of the first motor, and the torque change rate of the second motor is the target sub-torque change rate of the second motor, so the sum of the torque change rates of the two is equal to the target torque change rate.

[0174] In the process of reducing the torque of the first motor to the first torque, the torque change rate of the first motor is the target torque change rate, and the torque change rate of the second motor is 0, so the sum of the torque change rates of the two is equal to the target torque change rate.

[0175] In the process of reducing the torque of the second motor to the preset second gear torque, the torque change rate of the first motor is 0, and the torque change rate of the second motor is the target torque change rate, so the sum of the torque change rates of the two is equal to the target torque change rate.

[0176] Therefore, during the control of the first motor and the second motor, the sum of the torque change rate of the first motor and the torque change rate of the second motor is constant and equal to the target torque change rate, that is, the change rate of the total torque of the vehicle is constant, which improves the vehicle driving stability.

[0177] When the torque of the second motor is reduced to the preset second gear torque, the torque of the first motor is the first torque, and the sum of the two torques is the target total torque, indicating that the vehicle as a whole has reached the torque corresponding to the small torque condition.

[0178] When the torque of the second motor drops to 0, it remains for a period of time and then continues to drop, thus achieving torque zero-crossing processing.

[0179] Compared with the prior art in which the torque of one motor is not adjusted when the torque of the other motor is undergoing zero-crossing processing, the dual-motor torque control method provided in this embodiment ensures that the change rate of the total torque of the vehicle is constant and improves the driving stability of the vehicle by synchronously adjusting the torque change rate of the first motor during the zero-crossing processing of the torque of the second motor.

[0180] Based on the above embodiments, the following describes the fourth embodiment of the dual-motor torque control method provided by the present application, which illustrates the situation in which the controller controls the first motor and the second motor when the current operating condition is a braking condition and the target operating condition is a small torque driving condition.

[0181] Since the target operating condition is a small torque driving condition, it means that only one motor is needed for driving. The current operating condition is a braking condition, which means that the current torque of the first motor is less than 0 and the current torque of the second motor is less than 0. It can be driven by the first motor and torque zero crossing processing is required. The second motor is increased to the preset second gear torque.

[0182] For example, Figure 5 The torque change diagram for converting the braking condition to the low torque driving condition provided in this application is as follows: Figure 5 As shown, the thin solid line represents the torque of the first motor, the dotted line represents the torque of the second motor, and the thick solid line represents the total torque of the vehicle.

[0183] First, the torque of the first motor is controlled to increase according to the target sub-torque change rate of the first motor, and at the same time, the torque of the second motor is controlled to increase according to the target sub-torque change rate of the second motor until the torque of the first motor is increased to 0. The target sub-torque change rate of the first motor is the difference between the target torque change rate and the target sub-torque change rate of the second motor.

[0184] The torque of the first motor is then controlled to remain unchanged, and the torque of the second motor is controlled to increase according to the target torque change rate until the torque of the second motor increases to a preset second gear torque.

[0185] Finally, the torque of the second motor is controlled to remain unchanged, and the torque of the first motor is controlled to increase according to the target torque change rate until the torque of the first motor increases to the first torque, which is the difference between the target total torque and the preset second gear torque. Subsequently, the torques of the first motor and the second motor are controlled to be constant.

[0186] In the process of the torque of the first motor being increased to 0, the torque change rate of the first motor is the target sub-torque change rate of the first motor, and the torque change rate of the second motor is the target sub-torque change rate of the second motor, so the sum of the torque change rates of the two is equal to the target torque change rate.

[0187] In the process of the torque of the second motor being increased to the preset second gear torque, the torque change rate of the first motor is 0, and the torque change rate of the second motor is the target torque change rate, so the sum of the torque change rates of the two is equal to the target torque change rate.

[0188] In the process of the torque of the first motor being increased to the first torque, the torque change rate of the first motor is the target torque change rate, and the torque change rate of the second motor is 0, so the sum of the torque change rates of the two is equal to the target torque change rate.

[0189] Therefore, during the control of the first motor and the second motor, the sum of the torque change rate of the first motor and the torque change rate of the second motor is constant and equal to the target torque change rate, that is, the change rate of the total torque of the vehicle is constant, which improves the vehicle driving stability.

[0190] When the torque of the first motor is increased to the first torque, the torque of the second motor is the second gear torque, and the sum of the two torques is the target total torque, indicating that the vehicle as a whole has reached the torque corresponding to the small torque condition.

[0191] When the torque of the first motor increases to 0, it is maintained for a period of time and then continues to increase, thus achieving torque zero-crossing processing.

[0192] Compared with the prior art in which the torque of one motor is not adjusted when the torque of the other motor is undergoing zero-crossing processing, the dual-motor torque control method provided in this embodiment ensures that the change rate of the total torque of the vehicle is constant and improves the driving stability of the vehicle by synchronously adjusting the torque change rate of the second motor during the zero-crossing processing of the torque of the first motor.

[0193] On the basis of the above embodiments, the fifth embodiment of the dual-motor torque control method provided by the present application is used below to illustrate the situation in which the controller controls the first motor and the second motor when the current operating condition is a gliding condition and the target operating condition is a braking condition.

[0194] Since the target operating condition is a braking condition, the torques of both motors need to be less than 0. The current operating condition is a coasting condition, which means that the current torque of the first motor is greater than 0 and the current torque of the second motor is less than 0. The first motor needs to perform torque zero crossing processing and the second motor needs to reduce the torque.

[0195] For example, Figure 6 The torque change diagram for the transition from the coasting condition to the braking condition provided in this application is as follows: Figure 6 As shown, the thin solid line represents the torque of the first motor, the dotted line represents the torque of the second motor, and the thick solid line represents the total torque of the vehicle.

[0196] First, the torque of the first motor is controlled to decrease according to the target torque change rate, and at the same time, the torque of the second motor is controlled to remain unchanged until the torque of the first motor is reduced to 0.

[0197] Then, within the preset zero-crossing time, the torque of the first motor is controlled to remain unchanged, and at the same time, the torque of the second motor is controlled to decrease according to the target torque change rate.

[0198] It should be noted that the preset zero-crossing time length can be 50 milliseconds, 100 milliseconds, 300 milliseconds, etc. The embodiment of the present application does not limit the preset zero-crossing time length, which can be determined according to actual conditions.

[0199] Finally, the torque of the second motor is controlled to decrease according to the target sub-torque change rate of the second motor, and the torque of the first motor is controlled to decrease according to the target sub-torque change rate of the first motor until the torque of the second motor decreases to the target sub-torque of the second motor. The target sub-torque change rate of the first motor is the difference between the target torque change rate and the target sub-torque change rate of the second motor. The torque of the first motor and the second motor can be subsequently controlled to be constant.

[0200] When the torque of the first motor is reduced to 0, the torque change rate of the first motor is the target torque change rate, and the torque change rate of the second motor is 0, so the sum of the torque change rates of the two motors is equal to the target torque change rate.

[0201] Within the preset zero-crossing time, the torque change rate of the first motor is 0, and the torque change rate of the second motor is the target torque change rate, so the sum of the torque change rates of the two is equal to the target torque change rate.

[0202] In the process of reducing the torque of the second motor to the target sub-torque of the second motor, the torque change rate of the first motor is the target sub-torque change rate of the first motor, and the torque change rate of the second motor is the target sub-torque change rate of the second motor, so the sum of the torque change rates of the two is equal to the target torque change rate.

[0203] Therefore, during the control of the first motor and the second motor, the sum of the torque change rate of the first motor and the torque change rate of the second motor is constant and equal to the target torque change rate, that is, the change rate of the total torque of the vehicle is constant, which improves the vehicle driving stability.

[0204] Since the target sub-torque change rate of the first motor is the difference between the target torque change rate and the target sub-torque change rate of the second motor, when the torque of the second motor is reduced to the target sub-torque of the second motor, the torque of the first motor is the difference between the target total torque and the target sub-torque of the second motor, and the sum of the two torques is the target total torque, indicating that the vehicle as a whole has reached the torque corresponding to the braking condition.

[0205] When the torque of the first motor drops to 0, it remains for a period of time and then continues to drop, thus achieving torque zero-crossing processing.

[0206] Compared with the prior art in which the torque of one motor is not adjusted when the torque of the other motor is undergoing zero-crossing processing, the dual-motor torque control method provided in this embodiment ensures that the change rate of the total torque of the vehicle is constant and improves the driving stability of the vehicle by synchronously adjusting the torque change rate of the second motor during the zero-crossing processing of the torque of the first motor.

[0207] Based on the above embodiments, the following describes the sixth embodiment of the dual-motor torque control method provided by the present application, which describes the situation in which the controller controls the first motor and the second motor when the current operating condition is a large torque driving condition and the target operating condition is a braking condition.

[0208] Since the target operating condition is a braking condition, the torques of both motors need to be less than 0. The current operating condition is a high-torque driving condition, which means that the current torque of the first motor is greater than 0 and the current torque of the second motor is greater than 0. Both the first motor and the second motor need to perform torque zero crossing processing.

[0209] For example, Figure 7 The torque change diagram of the high torque driving condition converted to the braking condition provided in this application is as follows: Figure 7 As shown, the thin solid line represents the torque of the first motor, the dotted line represents the torque of the second motor, and the thick solid line represents the total torque of the vehicle.

[0210] First, the torque of the second motor is controlled to decrease according to the target sub-torque change rate of the second motor, and at the same time, the torque of the first motor is controlled to decrease according to the target sub-torque change rate of the first motor until the torque of the second motor is reduced to 0. The target sub-torque change rate of the first motor is the difference between the target torque change rate and the target sub-torque change rate of the second motor.

[0211] Then control the torque of the second motor to remain unchanged, and at the same time control the torque of the first motor to decrease according to the target torque change rate until the torque of the first motor is reduced to 0.

[0212] Then, within the preset zero-crossing time, the torque of the first motor is controlled to remain unchanged, and at the same time, the torque of the second motor is controlled to decrease according to the target torque change rate.

[0213] Finally, the torque of the second motor is controlled to decrease according to the target sub-torque change rate of the second motor, and the torque of the first motor is controlled to decrease according to the target sub-torque change rate of the first motor until the torque of the second motor decreases to the target sub-torque of the second motor. Subsequently, the torques of the first motor and the second motor are controlled to be constant.

[0214] In the process of the torque of the second motor being reduced to 0, the torque change rate of the first motor is the target sub-torque change rate of the first motor, and the torque change rate of the second motor is the target sub-torque change rate of the second motor, so the sum of the torque change rates of the two is equal to the target torque change rate.

[0215] When the torque of the first motor is reduced to 0, the torque change rate of the first motor is the target torque change rate, and the torque change rate of the second motor is 0, so the sum of the torque change rates of the two motors is equal to the target torque change rate.

[0216] Within the preset zero-crossing time, the torque change rate of the first motor is 0, and the torque change rate of the second motor is the target torque change rate, so the sum of the torque change rates of the two is equal to the target torque change rate.

[0217] In the process of reducing the torque of the second motor to the target sub-torque of the second motor, the torque change rate of the first motor is the target sub-torque change rate of the first motor, and the torque change rate of the second motor is the target sub-torque change rate of the second motor, so the sum of the torque change rates of the two is equal to the target torque change rate.

[0218] Therefore, during the control of the first motor and the second motor, the sum of the torque change rate of the first motor and the torque change rate of the second motor is constant and equal to the target torque change rate, that is, the change rate of the total torque of the vehicle is constant, which improves the vehicle driving stability.

[0219] Since the target sub-torque change rate of the first motor is the difference between the target torque change rate and the target sub-torque change rate of the second motor, when the torque of the second motor is reduced to the target sub-torque of the second motor, the torque of the first motor is the difference between the target total torque and the target sub-torque of the second motor, and the sum of the two torques is the target total torque, indicating that the vehicle as a whole has reached the torque corresponding to the braking condition.

[0220] When the torque of the first motor drops to 0, it is kept for a period of time and then continues to drop, thus realizing the torque zero-crossing processing. When the torque of the second motor drops to 0, it is kept for a period of time and then continues to drop, thus realizing the torque zero-crossing processing.

[0221] The first motor and the second motor do not perform torque zero-crossing processing at the same time, and the change rate of the total torque of the vehicle will not be 0, ensuring that the sum of the torque change rate of the first motor and the torque change rate of the second motor is equal to the target torque change rate.

[0222] Compared with the prior art in which the torque of one motor is not adjusted when the torque of the other motor is subjected to zero-crossing processing, the dual-motor torque control method provided in the present embodiment synchronously adjusts the torque change rate of the second motor during the zero-crossing processing of the torque of the first motor; and synchronously adjusts the torque change rate of the first motor during the zero-crossing processing of the torque of the second motor, thereby ensuring a constant change rate of the total torque of the vehicle and improving the driving stability of the vehicle.

[0223] Based on the above embodiments, the following describes the seventh embodiment of the dual-motor torque control method provided by the present application, which describes the situation in which the controller controls the first motor and the second motor when the current operating condition is a small torque driving condition and the target operating condition is a braking condition.

[0224] Since the target operating condition is a braking condition, the torques of both motors need to be less than 0. The current operating condition is a small torque driving condition, which means that the current torque of the first motor is greater than 0 and the current torque of the second motor is less than 0. The first motor needs to perform torque zero crossing processing.

[0225] For example, Figure 8 The torque change diagram of the small torque driving condition converted to the braking condition provided by this application is as follows: Figure 8 As shown, the thin solid line represents the torque of the first motor, the dotted line represents the torque of the second motor, and the thick solid line represents the total torque of the vehicle.

[0226] First, the torque of the second motor is controlled to remain unchanged, and at the same time, the torque of the first motor is controlled to decrease according to the target torque change rate until the torque of the first motor is reduced to 0.

[0227] Then, within the preset zero-crossing time, the torque of the first motor is controlled to remain unchanged, and at the same time, the torque of the second motor is controlled to decrease according to the target torque change rate.

[0228] Finally, the torque of the second motor is controlled to decrease according to the target sub-torque change rate of the second motor, and the torque of the first motor is controlled to decrease according to the target sub-torque change rate of the first motor until the torque of the second motor decreases to the target sub-torque of the second motor. The target sub-torque change rate of the first motor is the difference between the target torque change rate and the target sub-torque change rate of the second motor. Subsequently, the torques of the first motor and the second motor can be controlled to be constant.

[0229] When the torque of the first motor is reduced to 0, the torque change rate of the first motor is the target torque change rate, and the torque change rate of the second motor is 0, so the sum of the torque change rates of the two motors is equal to the target torque change rate.

[0230] Within the preset zero-crossing time, the torque change rate of the first motor is 0, and the torque change rate of the second motor is the target torque change rate, so the sum of the torque change rates of the two is equal to the target torque change rate.

[0231] In the process of reducing the torque of the second motor to the target sub-torque of the second motor, the torque change rate of the first motor is the target sub-torque change rate of the first motor, and the torque change rate of the second motor is the target sub-torque change rate of the second motor, so the sum of the torque change rates of the two is equal to the target torque change rate.

[0232] Therefore, during the control of the first motor and the second motor, the sum of the torque change rate of the first motor and the torque change rate of the second motor is constant and equal to the target torque change rate, that is, the change rate of the total torque of the vehicle is constant, which improves the vehicle driving stability.

[0233] Since the target sub-torque change rate of the first motor is the difference between the target torque change rate and the target sub-torque change rate of the second motor, when the torque of the second motor is reduced to the target sub-torque of the second motor, the torque of the first motor is the difference between the target total torque and the target sub-torque of the second motor, and the sum of the two torques is the target total torque, indicating that the vehicle as a whole has reached the torque corresponding to the braking condition.

[0234] When the torque of the first motor drops to 0, it remains for a period of time and then continues to drop, thus achieving torque zero-crossing processing.

[0235] Compared with the prior art in which the torque of one motor is not adjusted when the torque of the other motor is undergoing zero-crossing processing, the dual-motor torque control method provided in this embodiment ensures that the change rate of the total torque of the vehicle is constant and improves the driving stability of the vehicle by synchronously adjusting the torque change rate of the second motor during the zero-crossing processing of the torque of the first motor.

[0236] On the basis of the above embodiments, the following describes the eighth embodiment of the dual-motor torque control method provided by the present application, which describes the situation in which the controller controls the first motor and the second motor when the current operating condition is a sliding condition and the target operating condition is a high-torque driving condition.

[0237] Since the target operating condition is a high-torque driving condition, the torques of both motors need to be greater than 0. The current operating condition is a coasting condition, which means that the current torque of the first motor is greater than 0 and the current torque of the second motor is less than 0. The second motor needs to perform torque zero crossing processing.

[0238] For example, Fig. 9 The torque change diagram of the sliding working condition converted to the high torque driving working condition provided in this application is as follows: Fig. 9 As shown, the thin solid line represents the torque of the first motor, the dotted line represents the torque of the second motor, and the thick solid line represents the total torque of the vehicle.

[0239] First, the torque of the second motor is controlled to increase according to the target torque change rate, and at the same time, the torque of the first motor is controlled to remain unchanged until the torque of the second motor is increased to 0.

[0240] Then, within the preset zero-crossing time, the torque of the second motor is controlled to remain unchanged, and at the same time, the torque of the first motor is controlled to increase according to the target torque change rate.

[0241] Finally, the torque of the second motor is controlled to increase according to the target sub-torque change rate of the second motor, and the torque of the first motor is controlled to increase according to the target sub-torque change rate of the first motor until the torque of the second motor increases to the target sub-torque of the second motor. The target sub-torque change rate of the first motor is the difference between the target torque change rate and the target sub-torque change rate of the second motor. Subsequently, the torques of the first motor and the second motor can be controlled to be constant.

[0242] When the torque of the second motor is increased to 0, the torque change rate of the first motor is 0, and the torque change rate of the second motor is the target torque change rate, so the sum of the torque change rates of the two motors is equal to the target torque change rate.

[0243] Within the preset zero-crossing time, the torque change rate of the first motor is the target torque change rate, and the torque change rate of the second motor is 0, so the sum of the torque change rates of the two is equal to the target torque change rate.

[0244] In the process of increasing the torque of the second motor to the target sub-torque of the second motor, the torque change rate of the first motor is the target sub-torque change rate of the first motor, and the torque change rate of the second motor is the target sub-torque change rate of the second motor, so the sum of the torque change rates of the two is equal to the target torque change rate.

[0245] Therefore, during the control of the first motor and the second motor, the sum of the torque change rate of the first motor and the torque change rate of the second motor is constant and equal to the target torque change rate, that is, the change rate of the total torque of the vehicle is constant, which improves the vehicle driving stability.

[0246] Since the target sub-torque change rate of the first motor is the difference between the target torque change rate and the target sub-torque change rate of the second motor, when the torque of the second motor is increased to the target sub-torque of the second motor, the torque of the first motor is the difference between the target total torque and the target sub-torque of the second motor. The sum of the two torques is the target total torque, indicating that the vehicle as a whole has reached the torque corresponding to the braking condition.

[0247] When the torque of the second motor increases to 0, it maintains for a period of time and then continues to increase, thus achieving torque zero-crossing processing.

[0248] Compared with the prior art in which the torque of one motor is not adjusted when the torque of the other motor is undergoing zero-crossing processing, the dual-motor torque control method provided in this embodiment ensures that the change rate of the total torque of the vehicle is constant and improves the driving stability of the vehicle by synchronously adjusting the torque change rate of the first motor during the zero-crossing processing of the torque of the second motor.

[0249] Based on the above embodiments, the following describes the ninth embodiment of the dual-motor torque control method provided by the present application, which describes the situation in which the controller controls the first motor and the second motor when the current operating condition is a braking condition and the target operating condition is a high-torque driving condition.

[0250] Since the target operating condition is a high-torque driving condition, the torques of both motors need to be greater than 0. The current operating condition is a braking condition, which means that the current torque of the first motor is greater than 0 and the current torque of the second motor is greater than 0. Both the first motor and the second motor need to perform torque zero crossing processing.

[0251] For example, Fig.10 The torque change diagram for converting the braking condition to the high torque driving condition provided in this application is as follows: Fig.10 As shown, the thin solid line represents the torque of the first motor, the dotted line represents the torque of the second motor, and the thick solid line represents the total torque of the vehicle.

[0252] First, the torque of the second motor is controlled to increase according to the target sub-torque change rate of the second motor, and at the same time, the torque of the first motor is controlled to increase according to the target sub-torque change rate of the first motor until the torque of the first motor is increased to 0. The target sub-torque change rate of the first motor is the difference between the target torque change rate and the target sub-torque change rate of the second motor.

[0253] Then control the torque of the first motor to remain unchanged, and at the same time control the torque of the second motor to increase according to the target torque change rate until the torque of the second motor increases to 0.

[0254] Then, within the preset zero-crossing time, the torque of the second motor is controlled to remain unchanged, and at the same time, the torque of the first motor is controlled to increase according to the target torque change rate.

[0255] Finally, the torque of the second motor is controlled to increase according to the target sub-torque change rate of the second motor, and the torque of the first motor is controlled to increase according to the target sub-torque change rate of the first motor until the torque of the second motor increases to the target sub-torque of the second motor. Subsequently, the torques of the first motor and the second motor are controlled to be constant.

[0256] In the process of the torque of the first motor being increased to 0, the torque change rate of the first motor is the target sub-torque change rate of the first motor, and the torque change rate of the second motor is the target sub-torque change rate of the second motor, so the sum of the torque change rates of the two is equal to the target torque change rate.

[0257] When the torque of the second motor is increased to 0, the torque change rate of the first motor is 0, and the torque change rate of the second motor is the target torque change rate, so the sum of the torque change rates of the two motors is equal to the target torque change rate.

[0258] Within the preset zero-crossing time, the torque change rate of the first motor is 0, and the torque change rate of the second motor is the target torque change rate, so the sum of the torque change rates of the two is equal to the target torque change rate.

[0259] In the process of increasing the torque of the second motor to the target sub-torque of the second motor, the torque change rate of the first motor is the target sub-torque change rate of the first motor, and the torque change rate of the second motor is the target sub-torque change rate of the second motor, so the sum of the torque change rates of the two is equal to the target torque change rate.

[0260] Therefore, during the control of the first motor and the second motor, the sum of the torque change rate of the first motor and the torque change rate of the second motor is constant and equal to the target torque change rate, that is, the change rate of the total torque of the vehicle is constant, which improves the vehicle driving stability.

[0261] Since the target sub-torque change rate of the first motor is the difference between the target torque change rate and the target sub-torque change rate of the second motor, when the torque of the second motor is increased to the target sub-torque of the second motor, the torque of the first motor is the difference between the target total torque and the target sub-torque of the second motor. The sum of the two torques is the target total torque, indicating that the vehicle as a whole has reached the torque corresponding to the braking condition.

[0262] When the torque of the first motor is increased to 0, it is maintained for a period of time and then continued to increase, thus realizing the torque zero-crossing processing. When the torque of the second motor is increased to 0, it is maintained for a period of time and then continued to increase, thus realizing the torque zero-crossing processing.

[0263] The first motor and the second motor do not perform torque zero-crossing processing at the same time, and the change rate of the total torque of the vehicle will not be 0, ensuring that the sum of the torque change rate of the first motor and the torque change rate of the second motor is equal to the target torque change rate.

[0264] Compared with the prior art in which the torque of one motor is not adjusted when the torque of the other motor is subjected to zero-crossing processing, the dual-motor torque control method provided in the present embodiment synchronously adjusts the torque change rate of the second motor during the zero-crossing processing of the torque of the first motor; and synchronously adjusts the torque change rate of the first motor during the zero-crossing processing of the torque of the second motor, thereby ensuring a constant change rate of the total torque of the vehicle and improving the driving stability of the vehicle.

[0265] On the basis of the above embodiments, the following describes the tenth embodiment of the dual-motor torque control method provided by the present application, which illustrates the situation in which the controller controls the first motor and the second motor when the current operating condition is a small torque driving condition and the target operating condition is a large torque driving condition.

[0266] Since the target operating condition is a high-torque driving condition, the torques of both motors need to be greater than 0. The current operating condition is a low-torque driving condition, which means that the current torque of the first motor is greater than 0 and the current torque of the second motor is less than 0. The second motor needs to perform torque zero crossing processing.

[0267] For example, Fig.11 The torque change schematic diagram of the conversion from a low torque driving condition to a high torque driving condition provided in this application is as follows: Fig.11 As shown, the thin solid line represents the torque of the first motor, the dotted line represents the torque of the second motor, and the thick solid line represents the total torque of the vehicle.

[0268] First, the torque of the second motor is controlled to increase according to the target torque change rate, and at the same time, the torque of the first motor is controlled to remain unchanged until the torque of the second motor is increased to 0.

[0269] Then, within the preset zero-crossing time, the torque of the second motor is controlled to remain unchanged, and at the same time, the torque of the second motor is controlled to change according to the target torque rate;

[0270] Finally, the torque of the second motor is controlled to increase according to the target sub-torque change rate of the second motor, and the torque of the first motor is controlled to increase according to the target sub-torque change rate of the first motor until the torque of the second motor increases to the target sub-torque of the second motor. The target sub-torque change rate of the first motor is the difference between the target torque change rate and the target sub-torque change rate of the second motor. Subsequently, the torques of the first motor and the second motor can be controlled to be constant.

[0271] When the torque of the second motor is increased to 0, the torque change rate of the first motor is 0, and the torque change rate of the second motor is the target torque change rate, so the sum of the torque change rates of the two motors is equal to the target torque change rate.

[0272] Within the preset zero-crossing time, the torque change rate of the first motor is the target torque change rate, and the torque change rate of the second motor is 0, so the sum of the torque change rates of the two is equal to the target torque change rate.

[0273] In the process of increasing the torque of the second motor to the target sub-torque of the second motor, the torque change rate of the first motor is the target sub-torque change rate of the first motor, and the torque change rate of the second motor is the target sub-torque change rate of the second motor, so the sum of the torque change rates of the two is equal to the target torque change rate.

[0274] Therefore, during the control of the first motor and the second motor, the sum of the torque change rate of the first motor and the torque change rate of the second motor is constant and equal to the target torque change rate, that is, the change rate of the total torque of the vehicle is constant, which improves the vehicle driving stability.

[0275] Since the target sub-torque change rate of the first motor is the difference between the target torque change rate and the target sub-torque change rate of the second motor, when the torque of the second motor is increased to the target sub-torque of the second motor, the torque of the first motor is the difference between the target total torque and the target sub-torque of the second motor. The sum of the two torques is the target total torque, indicating that the vehicle as a whole has reached the torque corresponding to the braking condition.

[0276] When the torque of the second motor increases to 0, it maintains for a period of time and then continues to increase, thus achieving torque zero-crossing processing.

[0277] Compared with the prior art in which the torque of one motor is not adjusted when the torque of the other motor is undergoing zero-crossing processing, the dual-motor torque control method provided in this embodiment ensures that the change rate of the total torque of the vehicle is constant and improves the driving stability of the vehicle by synchronously adjusting the torque change rate of the first motor during the zero-crossing processing of the torque of the second motor.

[0278] On the basis of the above embodiments, the following describes the eleventh embodiment of the dual-motor torque control method provided by the present application, which describes the situation in which the controller controls the first motor and the second motor when the current working condition is a large torque driving condition and the target working condition is a sliding condition.

[0279] Since the target operating condition is a sliding condition, the torque of the first motor is required to be greater than 0, and the torque of the second motor is required to be less than 0. The current operating condition is a high-torque driving condition, which means that the current torque of the first motor is greater than 0, and the current torque of the second motor is greater than 0. The second motor needs to perform torque zero crossing processing.

[0280] For example, Fig.12 The torque change schematic diagram of the conversion from the high torque driving condition to the sliding condition provided in this application is as follows: Fig.12 As shown, the thin solid line represents the torque of the first motor, the dotted line represents the torque of the second motor, and the thick solid line represents the total torque of the vehicle.

[0281] First, the torque of the second motor is controlled to be reduced according to the target sub-torque change rate of the second motor, and at the same time, the torque of the first motor is controlled to be reduced according to the target sub-torque change rate of the first motor until the torque of the second motor is reduced to 0. The target sub-torque change rate of the first motor is the difference between the target torque change rate and the target sub-torque change rate of the second motor.

[0282] Then, the torque of the second motor is controlled to remain unchanged, and the torque of the first motor is controlled to decrease according to the target torque change rate, until the torque of the first motor is reduced to a preset first gear torque, and the preset first gear torque is greater than 0.

[0283] Finally, the torque of the first motor is controlled to remain unchanged, and the torque of the second motor is controlled to decrease according to the target torque change rate until the torque of the second motor is reduced to the second torque, which is the difference between the target total torque and the preset first gear torque. Subsequently, the torques of the first motor and the second motor are controlled to remain constant.

[0284] In the process of the torque of the second motor being reduced to 0, the torque change rate of the first motor is the target sub-torque change rate of the first motor, and the torque change rate of the second motor is the target sub-torque change rate of the second motor, so the sum of the torque change rates of the two is equal to the target torque change rate.

[0285] In the process of reducing the torque of the first motor to the preset first gear torque, the torque change rate of the first motor is the target torque change rate, and the torque change rate of the second motor is 0, so the sum of the torque change rates of the two is equal to the target torque change rate.

[0286] In the process of reducing the torque of the second motor to the second torque, the torque change rate of the first motor is 0, and the torque change rate of the second motor is the target torque change rate, so the sum of the torque change rates of the two is equal to the target torque change rate.

[0287] Therefore, during the control of the first motor and the second motor, the sum of the torque change rate of the first motor and the torque change rate of the second motor is constant and equal to the target torque change rate, that is, the change rate of the total torque of the vehicle is constant, which improves the vehicle driving stability.

[0288] When the torque of the second motor is reduced to the second torque, the torque of the first motor is the preset first gear torque, and the sum of the two torques is the target total torque, indicating that the vehicle as a whole has reached the torque corresponding to the gliding condition.

[0289] When the torque of the second motor is reduced to 0, it is maintained for a period of time and then continues to increase, realizing the torque zero-crossing processing.

[0290] Compared with the prior art in which the torque of one motor is not adjusted when the torque of the other motor is undergoing zero-crossing processing, the dual-motor torque control method provided in this embodiment ensures that the change rate of the total torque of the vehicle is constant and improves the driving stability of the vehicle by synchronously adjusting the torque change rate of the first motor during the zero-crossing processing of the torque of the second motor.

[0291] On the basis of the above embodiments, the following describes the twelfth embodiment of the dual-motor torque control method provided by the present application, which describes the situation in which the controller controls the first motor and the second motor when the current operating condition is a braking condition and the target operating condition is a sliding condition.

[0292] Since the target operating condition is a sliding condition, the torque of the first motor is required to be greater than 0 and the torque of the second motor is required to be less than 0. The current operating condition is a braking condition, which means that the current torque of the first motor is less than 0 and the current torque of the second motor is less than 0. The first motor needs to perform torque zero crossing processing.

[0293] For example, Fig.13 The torque change diagram for the conversion from the braking condition to the sliding condition provided in this application is as follows: Fig.13 As shown, the thin solid line represents the torque of the first motor, the dotted line represents the torque of the second motor, and the thick solid line represents the total torque of the vehicle.

[0294] First, the torque of the first motor is controlled to increase according to the target sub-torque change rate of the first motor, and at the same time, the torque of the second motor is controlled to increase according to the target sub-torque change rate of the second motor until the torque of the first motor is increased to 0. The target sub-torque change rate of the first motor is the difference between the target torque change rate and the target sub-torque change rate of the second motor.

[0295] The torque of the first motor is then controlled to remain unchanged, and the torque of the second motor is controlled to increase according to the target torque change rate until the torque of the second motor increases to the second torque, where the second torque is the difference between the target total torque and the preset first gear torque, and the preset first gear torque is greater than 0.

[0296] Finally, the torque of the first motor is controlled to increase according to the target torque change rate, while the torque of the second motor is controlled to remain unchanged until the torque of the first motor is increased to the preset first gear torque. Subsequently, the torques of the first motor and the second motor are controlled to be constant.

[0297] In the process of the torque of the first motor being increased to 0, the torque change rate of the first motor is the target sub-torque change rate of the first motor, and the torque change rate of the second motor is the target sub-torque change rate of the second motor, so the sum of the torque change rates of the two is equal to the target torque change rate.

[0298] In the process of the torque of the second motor being increased to the second torque, the torque change rate of the first motor is 0, and the torque change rate of the second motor is the target torque change rate, so the sum of the torque change rates of the two is equal to the target torque change rate.

[0299] In the process of the torque of the first motor being increased to the preset first gear torque, the torque change rate of the first motor is the target torque change rate, and the torque change rate of the second motor is 0, so the sum of the torque change rates of the two is equal to the target torque change rate.

[0300] Therefore, during the control of the first motor and the second motor, the sum of the torque change rate of the first motor and the torque change rate of the second motor is constant and equal to the target torque change rate, that is, the change rate of the total torque of the vehicle is constant, which improves the vehicle driving stability.

[0301] When the torque of the first motor is increased to the preset first gear torque, the torque of the second motor is the second torque, and the sum of the two torques is the target total torque, indicating that the vehicle as a whole has reached the torque corresponding to the gliding condition.

[0302] When the torque of the first motor increases to 0, it is maintained for a period of time and then continues to increase, thus realizing the torque zero-crossing processing.

[0303] Compared with the prior art in which the torque of one motor is not adjusted when the torque of the other motor is undergoing zero-crossing processing, the dual-motor torque control method provided in this embodiment ensures that the change rate of the total torque of the vehicle is constant and improves the driving stability of the vehicle by synchronously adjusting the torque change rate of the second motor during the zero-crossing processing of the torque of the first motor.

[0304] On the basis of the above embodiments, the following describes the thirteenth embodiment of the dual-motor torque control method provided by the present application, which describes the situation in which the controller controls the first motor and the second motor when the current operating condition is a small torque driving condition and the target operating condition is a sliding condition.

[0305] Since the target operating condition is a sliding condition, the torque of the first motor is required to be greater than 0, and the torque of the second motor is required to be less than 0. The current operating condition is a small torque drive condition, which means that the current torque of the first motor is greater than 0, and the current torque of the second motor is less than 0. At this time, neither motor needs to perform torque zero crossing processing.

[0306] For example, Fig.14 The torque change diagram of the small torque driving condition converted to the gliding condition provided in this application is as follows: Fig.14 As shown, the thin solid line represents the torque of the first motor, the dotted line represents the torque of the second motor, and the thick solid line represents the total torque of the vehicle.

[0307] First, the torque of the second motor is controlled to remain unchanged, and at the same time, the torque of the first motor is controlled to decrease according to the target torque change rate, until the torque of the first motor is reduced to a preset first gear torque, and the preset first gear torque is greater than 0.

[0308] Then, the torque of the first motor is controlled to remain unchanged, and the torque of the second motor is controlled to decrease according to the target torque change rate until the torque of the second motor is reduced to the second torque, which is the difference between the target total torque and the preset first gear torque. Subsequently, the torques of the first motor and the second motor can be controlled to remain constant.

[0309] In the process of reducing the torque of the first motor to the preset first gear torque, the torque change rate of the first motor is the target torque change rate, and the torque change rate of the second motor is 0, so the sum of the torque change rates of the two is equal to the target torque change rate.

[0310] In the process of reducing the torque of the second motor to the second torque, the torque change rate of the first motor is 0, and the torque change rate of the second motor is the target torque change rate, so the sum of the torque change rates of the two is equal to the target torque change rate.

[0311] Therefore, during the control of the first motor and the second motor, the sum of the torque change rate of the first motor and the torque change rate of the second motor is constant and equal to the target torque change rate, that is, the change rate of the total torque of the vehicle is constant, which improves the vehicle driving stability.

[0312] When the torque of the second motor is reduced to the second torque, the torque of the first motor is the preset first gear torque, and the sum of the two torques is the target total torque, indicating that the vehicle as a whole has reached the torque corresponding to the gliding condition.

[0313] The dual-motor torque control method provided in this embodiment first controls the torque of the first motor to be reduced to a preset first gear torque according to the target torque change rate, and then controls the torque of the second motor to be reduced to the second torque according to the target torque change rate, thereby ensuring that the sum of the torque change rate of the first motor and the torque change rate of the second motor is constant. Compared with the prior art that requires torque zero crossing, this solution not only does not cause torque zero crossing, but also ensures that the change rate of the total torque of the vehicle is constant, thereby improving the driving stability of the vehicle and reducing the occurrence of NVH problems.

[0314] The following is an embodiment of the device of the present application, which can be used to execute the embodiment of the method of the present application. For details not disclosed in the embodiment of the device of the present application, please refer to the embodiment of the method of the present application.

[0315] Fig.15 This is a schematic diagram of the structure of an embodiment of the dual-motor torque control device provided in this application; the device can be integrated into the controller in the above method embodiment, or can be implemented by the controller in the above method embodiment. Fig.15 As shown, the dual-motor torque control device 150 includes:

[0316] An acquisition module 151 is used to acquire the current torque of the first motor, the current torque of the second motor, the vehicle speed, and the road type when a torque request is received;

[0317] a processing module 152, configured to determine a torque control parameter according to the target total torque in the torque request, the current torque of the first motor, the current torque of the second motor, the vehicle speed, and the road type, wherein the torque control parameter includes a current operating condition, a target operating condition, a current total torque, a target torque change rate, a target sub-torque of the second motor, and a target sub-torque change rate of the second motor;

[0318] The control module 153 is used to control the first motor and the second motor according to the target total torque and the torque control parameter; wherein, during the control of the first motor and the second motor, the sum of the torque change rate of the first motor and the torque change rate of the second motor is equal to the target torque change rate.

[0319] Further, the current operating condition and the target operating condition are one of a braking condition, a coasting condition, a small torque driving condition and a large torque driving condition.

[0320] Furthermore, the processing module 152 is specifically configured to:

[0321] taking the sum of the current torque of the first motor and the current torque of the second motor as the current total torque;

[0322] Determining the current operating condition according to the current torque of the first motor and the current torque of the second motor;

[0323] determining the target operating condition according to the vehicle speed, the road type, and the target total torque;

[0324] Determining a target sub-torque of the second motor according to the target total torque and a preset distribution ratio;

[0325] Determining the target torque change rate according to the current operating condition, the target operating condition, the target total torque, the current total torque, and a preset torque change rate correspondence relationship;

[0326] The target torque change rate of the second motor is determined according to the target torque change rate and the preset allocation ratio.

[0327] Furthermore, the processing module 152 is further configured to:

[0328] If the current torque of the first motor and the current torque of the second motor are both greater than 0, determining that the current operating condition is a high-torque driving condition;

[0329] If the current torque of the first motor and the current torque of the second motor are both less than 0, determining that the current operating condition is a braking condition;

[0330] If the current torque of the first motor is a preset first gear torque, and the current torque of the second motor is less than a preset second gear torque, it is determined that the current operating condition is a coasting condition, the preset first gear torque is greater than 0, and the preset second gear torque is less than 0;

[0331] If the current torque of the first motor is greater than the preset first gear torque, and the current torque of the second motor is the preset second gear torque, it is determined that the current operating condition is a low-torque operating condition.

[0332] Furthermore, the processing module 152 is further configured to:

[0333] Determining a corresponding first torque threshold according to the vehicle speed and the road type, wherein the first torque threshold is greater than 0;

[0334] Determining a corresponding second torque threshold according to the vehicle speed, wherein the second torque threshold is less than 0;

[0335] If the target total torque is greater than the first torque threshold, determining that the target operating condition is a high-torque driving condition;

[0336] If the target total torque is less than or equal to the first torque threshold and greater than 0, determining that the target operating condition is a low-torque driving condition;

[0337] If the target total torque is less than or equal to 0 and greater than the second torque threshold, determining that the target operating condition is a coasting operating condition;

[0338] If the target total torque is less than or equal to the second torque threshold, it is determined that the target operating condition is a braking operating condition.

[0339] Further, if the current operating condition is a coasting condition and the target operating condition is a low-torque driving condition, the control module 153 is specifically configured to:

[0340] Controlling the torque of the second motor to increase according to the target torque change rate, and controlling the torque of the first motor to remain unchanged, until the torque of the second motor increases to a preset second gear-relying torque, and the preset second gear-relying torque is less than 0;

[0341] The torque of the first motor is controlled to increase according to the target torque change rate, and the torque of the second motor is controlled to remain unchanged until the torque of the first motor increases to a first torque, which is the difference between the target total torque and the preset second gear torque.

[0342] Further, if the current working condition is a high torque driving condition and the target working condition is a low torque driving condition, the control module 153 is specifically used to:

[0343] Controlling the torque of the second motor to decrease according to the target sub-torque change rate of the second motor, and controlling the torque of the first motor to decrease according to the target sub-torque change rate of the first motor, until the torque of the second motor decreases to 0, the target sub-torque change rate of the first motor being the difference between the target torque change rate and the target sub-torque change rate of the second motor;

[0344] controlling the torque of the second motor to remain unchanged, and controlling the torque of the first motor to decrease according to the target torque change rate until the torque of the first motor decreases to a first torque, where the first torque is a difference between the target total torque and a preset second gear-relying torque, and the preset second gear-relying torque is less than 0;

[0345] The torque of the first motor is controlled to remain unchanged, and the torque of the second motor is controlled to decrease according to the target torque change rate until the torque of the second motor is reduced to the preset second gear torque.

[0346] Further, if the current working condition is a braking working condition and the target working condition is a low-torque driving working condition, the control module 153 is specifically used to:

[0347] Controlling the torque of the first motor to increase according to the target sub-torque change rate of the first motor, and controlling the torque of the second motor to increase according to the target sub-torque change rate of the second motor, until the torque of the first motor increases to 0, the target sub-torque change rate of the first motor being the difference between the target torque change rate and the target sub-torque change rate of the second motor;

[0348] Controlling the torque of the first motor to remain unchanged, and controlling the torque of the second motor to increase according to the target torque change rate, until the torque of the second motor increases to a preset second gear-relying torque, and the preset second gear-relying torque is less than 0;

[0349] The torque of the second motor is controlled to remain unchanged, and the torque of the first motor is controlled to increase according to the target torque change rate until the torque of the first motor increases to a first torque, where the first torque is the difference between the target total torque and the preset second gear torque.

[0350] Further, if the current operating condition is a coasting condition and the target operating condition is a braking condition, the control module 153 is specifically configured to:

[0351] Controlling the torque of the first motor to decrease according to the target torque change rate, and controlling the torque of the second motor to remain unchanged, until the torque of the first motor decreases to 0;

[0352] Within a preset zero-crossing time, controlling the torque of the first motor to remain unchanged, and controlling the torque of the second motor to decrease according to the target torque change rate;

[0353] The torque of the second motor is controlled to be reduced according to the target sub-torque change rate of the second motor, and the torque of the first motor is controlled to be reduced according to the target sub-torque change rate of the first motor until the torque of the second motor is reduced to the target sub-torque of the second motor, and the target sub-torque change rate of the first motor is the difference between the target torque change rate and the target sub-torque change rate of the second motor.

[0354] Further, if the current working condition is a high torque driving condition and the target working condition is a braking condition, the control module 153 is specifically used to:

[0355] Controlling the torque of the second motor to decrease according to the target sub-torque change rate of the second motor, and controlling the torque of the first motor to decrease according to the target sub-torque change rate of the first motor, until the torque of the second motor decreases to 0, the target sub-torque change rate of the first motor being the difference between the target torque change rate and the target sub-torque change rate of the second motor;

[0356] controlling the torque of the second motor to remain unchanged, and controlling the torque of the first motor to decrease according to the target torque change rate until the torque of the first motor decreases to 0;

[0357] Within a preset zero-crossing time, controlling the torque of the first motor to remain unchanged, and controlling the torque of the second motor to decrease according to the target torque change rate;

[0358] The torque of the second motor is controlled to be reduced according to the target sub-torque change rate of the second motor, and the torque of the first motor is controlled to be reduced according to the target sub-torque change rate of the first motor until the torque of the second motor is reduced to the target sub-torque of the second motor.

[0359] Further, if the current working condition is a low-torque driving condition and the target working condition is a braking condition, the control module 153 is specifically configured to:

[0360] controlling the torque of the second motor to remain unchanged, and controlling the torque of the first motor to decrease according to the target torque change rate until the torque of the first motor decreases to 0;

[0361] Within a preset zero-crossing time, controlling the torque of the first motor to remain unchanged, and controlling the torque of the second motor to decrease according to the target torque change rate;

[0362] The torque of the second motor is controlled to be reduced according to the target sub-torque change rate of the second motor, and the torque of the first motor is controlled to be reduced according to the target sub-torque change rate of the first motor until the torque of the second motor is reduced to the target sub-torque of the second motor, and the target sub-torque change rate of the first motor is the difference between the target torque change rate and the target sub-torque change rate of the second motor.

[0363] Further, if the current operating condition is a coasting condition and the target operating condition is a high torque driving condition, the control module 153 is specifically configured to:

[0364] Controlling the torque of the second motor to increase according to the target torque change rate, and controlling the torque of the first motor to remain unchanged, until the torque of the second motor increases to 0;

[0365] Within a preset zero-crossing time, controlling the torque of the second motor to remain unchanged, and controlling the torque of the first motor to increase according to the target torque change rate;

[0366] The torque of the second motor is controlled to increase according to the target sub-torque change rate of the second motor, and the torque of the first motor is controlled to increase according to the target sub-torque change rate of the first motor until the torque of the second motor increases to the target sub-torque of the second motor, and the target sub-torque change rate of the first motor is the difference between the target torque change rate and the target sub-torque change rate of the second motor.

[0367] Further, if the current working condition is a braking working condition and the target working condition is a high torque driving working condition, the control module 153 is specifically used to:

[0368] Controlling the torque of the second motor to increase according to the target sub-torque change rate of the second motor, and controlling the torque of the first motor to increase according to the target sub-torque change rate of the first motor, until the torque of the first motor increases to 0, the target sub-torque change rate of the first motor being the difference between the target torque change rate and the target sub-torque change rate of the second motor;

[0369] Controlling the torque of the first motor to remain unchanged, and controlling the torque of the second motor to increase according to the target torque change rate until the torque of the second motor increases to 0;

[0370] Within a preset zero-crossing time, controlling the torque of the second motor to remain unchanged, and controlling the torque of the first motor to increase according to the target torque change rate;

[0371] The torque of the second motor is controlled to increase according to the target sub-torque change rate of the second motor, and the torque of the first motor is controlled to increase according to the target sub-torque change rate of the first motor until the torque of the second motor increases to the target sub-torque of the second motor.

[0372] Furthermore, if the current working condition is a low torque driving condition and the target working condition is a high torque driving condition, the control module 153 is specifically configured to:

[0373] Controlling the torque of the second motor to increase according to the target torque change rate, and controlling the torque of the first motor to remain unchanged, until the torque of the second motor increases to 0;

[0374] Within a preset zero-crossing time, controlling the torque of the second motor to remain unchanged, and controlling the torque of the second motor to change according to the target torque change rate;

[0375] The torque of the second motor is controlled to increase according to the target sub-torque change rate of the second motor, and the torque of the first motor is controlled to increase according to the target sub-torque change rate of the first motor until the torque of the second motor increases to the target sub-torque of the second motor, and the target sub-torque change rate of the first motor is the difference between the target torque change rate and the target sub-torque change rate of the second motor.

[0376] Further, if the current operating condition is a high torque driving condition and the target operating condition is a coasting condition, the control module 153 is specifically configured to:

[0377] Controlling the torque of the second motor to decrease according to the target sub-torque change rate of the second motor, and controlling the torque of the first motor to decrease according to the target sub-torque change rate of the first motor, until the torque of the second motor decreases to 0, the target sub-torque change rate of the first motor being the difference between the target torque change rate and the target sub-torque change rate of the second motor;

[0378] Controlling the torque of the second motor to remain unchanged, and controlling the torque of the first motor to decrease according to the target torque change rate, until the torque of the first motor decreases to a preset first gear-relying torque, and the preset first gear-relying torque is greater than 0;

[0379] The torque of the first motor is controlled to remain unchanged, and the torque of the second motor is controlled to decrease according to the target torque change rate until the torque of the second motor is reduced to a second torque, where the second torque is the difference between the target total torque and the preset first gear torque.

[0380] Further, if the current operating condition is a braking condition and the target operating condition is a coasting condition, the control module 153 is specifically configured to:

[0381] Controlling the torque of the first motor to increase according to the target sub-torque change rate of the first motor, and controlling the torque of the second motor to increase according to the target sub-torque change rate of the second motor, until the torque of the first motor increases to 0, the target sub-torque change rate of the first motor being the difference between the target torque change rate and the target sub-torque change rate of the second motor;

[0382] Controlling the torque of the first motor to remain unchanged, and controlling the torque of the second motor to increase according to the target torque change rate until the torque of the second motor increases to a second torque, where the second torque is a difference between the target total torque and a preset first gear-relying torque, and the preset first gear-relying torque is greater than 0;

[0383] The torque of the first motor is controlled to increase according to the target torque change rate, and the torque of the second motor is controlled to remain unchanged until the torque of the first motor is increased to the preset first gear torque.

[0384] Further, if the current operating condition is a low-torque driving condition and the target operating condition is a coasting condition, the control module 153 is specifically configured to:

[0385] Controlling the torque of the second motor to remain unchanged, and controlling the torque of the first motor to decrease according to the target torque change rate, until the torque of the first motor decreases to a preset first gear-relying torque, wherein the preset first gear-relying torque is greater than 0;

[0386] The torque of the first motor is controlled to remain unchanged, and the torque of the second motor is controlled to decrease according to the target torque change rate until the torque of the second motor is reduced to a second torque, where the second torque is the difference between the target total torque and a preset first gear torque.

[0387] The dual-motor torque control device provided in this embodiment is used to execute the technical solution of the controller in any of the aforementioned method embodiments. Its implementation principle and technical effects are similar and will not be repeated here.

[0388] Fig.16 This is a schematic diagram of the structure of a controller provided in this application. Fig.16 As shown, the controller 160 includes:

[0389] Processor 161, memory 162, and communication interface 163;

[0390] The memory 162 is used to store executable instructions of the processor 161;

[0391] The processor 161 is configured to execute the technical solution of the controller in any of the aforementioned method embodiments by executing the executable instructions.

[0392] Optionally, the memory 162 may be independent or integrated with the processor 161 .

[0393] Optionally, when the memory 162 is a device independent of the processor 161, the controller 160 may further include:

[0394] The bus 164 , the memory 162 and the communication interface 163 are connected to the processor 161 via the bus 164 and communicate with each other. The communication interface 163 is used to communicate with other devices.

[0395] Optionally, the communication interface 163 may be implemented by a transceiver. The communication interface is used to implement communication between the database access device and other devices (such as a client, a read-write library, and a read-only library). The memory may include a random access memory (RAM) and may also include a non-volatile memory (non-volatile memory), such as at least one disk storage.

[0396] The bus 164 may be a peripheral component interconnect (PCI) bus or an extended industry standard architecture (EISA) bus, etc. The bus may be divided into an address bus, a data bus, a control bus, etc. For ease of representation, only one thick line is used in the figure, but it does not mean that there is only one bus or one type of bus.

[0397] The above-mentioned processor can be a general-purpose processor, including a central processing unit CPU, a network processor (NP), etc.; it can also be a digital signal processor DSP, an application-specific integrated circuit ASIC, a field programmable gate array FPGA or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components.

[0398] The controller is used to execute the technical solution of the controller in any of the aforementioned method embodiments, and its implementation principle and technical effect are similar and will not be repeated here.

[0399] The present application also provides a vehicle, including:

[0400] A controller, a first motor, and a second motor;

[0401] The controller is used to execute the technical solution in any of the aforementioned method embodiments, and its implementation principle and technical effect are similar and will not be repeated here.

[0402] An embodiment of the present application also provides a readable storage medium having a computer program stored thereon, and when the computer program is executed by a processor, the technical solution provided by any of the aforementioned method embodiments is implemented.

[0403] An embodiment of the present application also provides a computer program product, including a computer program, which is used to implement the technical solution provided by any of the aforementioned method embodiments when executed by a processor.

[0404] Those skilled in the art can understand that all or part of the steps of implementing the above-mentioned method embodiments can be completed by hardware related to program instructions. The aforementioned program can be stored in a computer-readable storage medium. When the program is executed, the steps of the above-mentioned method embodiments are executed; and the aforementioned storage medium includes: ROM, RAM, disk or optical disk and other media that can store program codes.

[0405] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present application, rather than to limit it. Although the present application has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or replace some or all of the technical features therein with equivalents. However, these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present application.

Claims

1. A dual-motor torque control method, characterized in that: Applied to a controller, the method comprises: When receiving a torque request, obtaining a current torque of the first motor, a current torque of the second motor, a vehicle speed, and a road surface type; determining a torque control parameter according to the target total torque in the torque request, the current torque of the first motor, the current torque of the second motor, the vehicle speed, and the road type, the torque control parameter including a current operating condition, a target operating condition, a current total torque, a target torque change rate, a target sub-torque of the second motor, and a target sub-torque change rate of the second motor; The first motor and the second motor are controlled according to the target total torque and the torque control parameter; wherein, during the control of the first motor and the second motor, the sum of the torque change rate of the first motor and the torque change rate of the second motor is equal to the target torque change rate.

2. The method according to claim 1, characterized in that The current operating condition and the target operating condition are one of a braking condition, a coasting condition, a low-torque driving condition, and a high-torque driving condition.

3. The method according to claim 2, characterized in that The determining of the torque control parameter according to the target total torque in the torque request, the current torque of the first motor, the current torque of the second motor, the vehicle speed, and the road type includes: taking the sum of the current torque of the first motor and the current torque of the second motor as the current total torque; Determining the current operating condition according to the current torque of the first motor and the current torque of the second motor; determining the target operating condition according to the vehicle speed, the road type, and the target total torque; Determining a target sub-torque of the second motor according to the target total torque and a preset distribution ratio; Determining the target torque change rate according to the current operating condition, the target operating condition, the target total torque, the current total torque, and a preset torque change rate correspondence relationship; The target torque change rate of the second motor is determined according to the target torque change rate and the preset allocation ratio.

4. The method according to claim 3, characterized in that The determining the current operating condition according to the current torque of the first motor and the current torque of the second motor includes: If the current torque of the first motor and the current torque of the second motor are both greater than 0, determining that the current operating condition is a high-torque driving condition; If the current torque of the first motor and the current torque of the second motor are both less than 0, determining that the current operating condition is a braking condition; If the current torque of the first motor is a preset first gear torque, and the current torque of the second motor is less than a preset second gear torque, it is determined that the current operating condition is a coasting condition, the preset first gear torque is greater than 0, and the preset second gear torque is less than 0; If the current torque of the first motor is greater than the preset first gear torque, and the current torque of the second motor is the preset second gear torque, it is determined that the current operating condition is a low-torque operating condition.

5. The method according to claim 3, characterized in that: The determining the target operating condition according to the vehicle speed, the road surface type, and the target total torque includes: Determining a corresponding first torque threshold according to the vehicle speed and the road type, wherein the first torque threshold is greater than 0; Determining a corresponding second torque threshold according to the vehicle speed, wherein the second torque threshold is less than 0; If the target total torque is greater than the first torque threshold, determining that the target operating condition is a high-torque driving condition; If the target total torque is less than or equal to the first torque threshold and greater than 0, determining that the target operating condition is a low-torque driving condition; If the target total torque is less than or equal to 0 and greater than the second torque threshold, determining that the target operating condition is a coasting operating condition; If the target total torque is less than or equal to the second torque threshold, it is determined that the target operating condition is a braking operating condition.

6. The method according to claim 2, characterized in that If the current operating condition is a coasting condition and the target operating condition is a low-torque driving condition, controlling the first motor and the second motor according to the target total torque and the torque control parameter includes: Controlling the torque of the second motor to increase according to the target torque change rate, and controlling the torque of the first motor to remain unchanged, until the torque of the second motor increases to a preset second gear-relying torque, and the preset second gear-relying torque is less than 0; The torque of the first motor is controlled to increase according to the target torque change rate, and the torque of the second motor is controlled to remain unchanged until the torque of the first motor increases to a first torque, which is the difference between the target total torque and the preset second gear torque.

7. The method according to claim 2, characterized in that If the current working condition is a large torque driving condition and the target working condition is a small torque driving condition, controlling the first motor and the second motor according to the target total torque and the torque control parameter includes: Controlling the torque of the second motor to decrease according to the target sub-torque change rate of the second motor, and controlling the torque of the first motor to decrease according to the target sub-torque change rate of the first motor, until the torque of the second motor decreases to 0, the target sub-torque change rate of the first motor being the difference between the target torque change rate and the target sub-torque change rate of the second motor; controlling the torque of the second motor to remain unchanged, and controlling the torque of the first motor to decrease according to the target torque change rate until the torque of the first motor decreases to a first torque, where the first torque is a difference between the target total torque and a preset second gear-relying torque, and the preset second gear-relying torque is less than 0; The torque of the first motor is controlled to remain unchanged, and the torque of the second motor is controlled to decrease according to the target torque change rate until the torque of the second motor is reduced to the preset second gear torque.

8. The method according to claim 2, characterized in that: If the current operating condition is a braking condition and the target operating condition is a low-torque driving condition, controlling the first motor and the second motor according to the target total torque and the torque control parameter includes: Controlling the torque of the first motor to increase according to the target sub-torque change rate of the first motor, and controlling the torque of the second motor to increase according to the target sub-torque change rate of the second motor, until the torque of the first motor increases to 0, the target sub-torque change rate of the first motor being the difference between the target torque change rate and the target sub-torque change rate of the second motor; Controlling the torque of the first motor to remain unchanged, and controlling the torque of the second motor to increase according to the target torque change rate, until the torque of the second motor increases to a preset second gear-relying torque, and the preset second gear-relying torque is less than 0; The torque of the second motor is controlled to remain unchanged, and the torque of the first motor is controlled to increase according to the target torque change rate until the torque of the first motor increases to a first torque, where the first torque is the difference between the target total torque and the preset second gear torque.

9. The method according to claim 2, characterized in that: If the current operating condition is a coasting condition and the target operating condition is a braking condition, controlling the first motor and the second motor according to the target total torque and the torque control parameter includes: Controlling the torque of the first motor to decrease according to the target torque change rate, and controlling the torque of the second motor to remain unchanged, until the torque of the first motor decreases to 0; Within a preset zero-crossing time, controlling the torque of the first motor to remain unchanged, and controlling the torque of the second motor to decrease according to the target torque change rate; The torque of the second motor is controlled to be reduced according to the target sub-torque change rate of the second motor, and the torque of the first motor is controlled to be reduced according to the target sub-torque change rate of the first motor until the torque of the second motor is reduced to the target sub-torque of the second motor, and the target sub-torque change rate of the first motor is the difference between the target torque change rate and the target sub-torque change rate of the second motor.

10. The method according to claim 2, characterized in that If the current operating condition is a large torque driving condition and the target operating condition is a braking condition, controlling the first motor and the second motor according to the target total torque and the torque control parameter includes: Controlling the torque of the second motor to decrease according to the target sub-torque change rate of the second motor, and controlling the torque of the first motor to decrease according to the target sub-torque change rate of the first motor, until the torque of the second motor decreases to 0, the target sub-torque change rate of the first motor being the difference between the target torque change rate and the target sub-torque change rate of the second motor; controlling the torque of the second motor to remain unchanged, and controlling the torque of the first motor to decrease according to the target torque change rate until the torque of the first motor decreases to 0; Within a preset zero-crossing time, controlling the torque of the first motor to remain unchanged, and controlling the torque of the second motor to decrease according to the target torque change rate; The torque of the second motor is controlled to be reduced according to the target sub-torque change rate of the second motor, and the torque of the first motor is controlled to be reduced according to the target sub-torque change rate of the first motor until the torque of the second motor is reduced to the target sub-torque of the second motor.

11. The method according to claim 2, characterized in that If the current operating condition is a low-torque driving condition and the target operating condition is a braking condition, controlling the first motor and the second motor according to the target total torque and the torque control parameter includes: controlling the torque of the second motor to remain unchanged, and controlling the torque of the first motor to decrease according to the target torque change rate until the torque of the first motor decreases to 0; Within a preset zero-crossing time, controlling the torque of the first motor to remain unchanged, and controlling the torque of the second motor to decrease according to the target torque change rate; The torque of the second motor is controlled to be reduced according to the target sub-torque change rate of the second motor, and the torque of the first motor is controlled to be reduced according to the target sub-torque change rate of the first motor until the torque of the second motor is reduced to the target sub-torque of the second motor, and the target sub-torque change rate of the first motor is the difference between the target torque change rate and the target sub-torque change rate of the second motor.

12. The method according to claim 2, characterized in that: If the current operating condition is a coasting condition and the target operating condition is a large torque driving condition, controlling the first motor and the second motor according to the target total torque and the torque control parameter includes: Controlling the torque of the second motor to increase according to the target torque change rate, and controlling the torque of the first motor to remain unchanged, until the torque of the second motor increases to 0; Within a preset zero-crossing time, controlling the torque of the second motor to remain unchanged, and controlling the torque of the first motor to increase according to the target torque change rate; The torque of the second motor is controlled to increase according to the target sub-torque change rate of the second motor, and the torque of the first motor is controlled to increase according to the target sub-torque change rate of the first motor until the torque of the second motor increases to the target sub-torque of the second motor, and the target sub-torque change rate of the first motor is the difference between the target torque change rate and the target sub-torque change rate of the second motor.

13. The method according to claim 2, characterized in that If the current operating condition is a braking condition and the target operating condition is a high-torque driving condition, controlling the first motor and the second motor according to the target total torque and the torque control parameter includes: Controlling the torque of the second motor to increase according to the target sub-torque change rate of the second motor, and controlling the torque of the first motor to increase according to the target sub-torque change rate of the first motor, until the torque of the first motor increases to 0, the target sub-torque change rate of the first motor being the difference between the target torque change rate and the target sub-torque change rate of the second motor; Controlling the torque of the first motor to remain unchanged, and controlling the torque of the second motor to increase according to the target torque change rate until the torque of the second motor increases to 0; Within a preset zero-crossing time, controlling the torque of the second motor to remain unchanged, and controlling the torque of the first motor to increase according to the target torque change rate; The torque of the second motor is controlled to increase according to the target sub-torque change rate of the second motor, and the torque of the first motor is controlled to increase according to the target sub-torque change rate of the first motor until the torque of the second motor increases to the target sub-torque of the second motor.

14. The method according to claim 2, characterized in that If the current operating condition is a low-torque driving condition and the target operating condition is a high-torque driving condition, controlling the first motor and the second motor according to the target total torque and the torque control parameter includes: Controlling the torque of the second motor to increase according to the target torque change rate, and controlling the torque of the first motor to remain unchanged, until the torque of the second motor increases to 0; Within a preset zero-crossing time, controlling the torque of the second motor to remain unchanged, and controlling the torque of the second motor to change according to the target torque change rate; The torque of the second motor is controlled to increase according to the target sub-torque change rate of the second motor, and the torque of the first motor is controlled to increase according to the target sub-torque change rate of the first motor until the torque of the second motor increases to the target sub-torque of the second motor, and the target sub-torque change rate of the first motor is the difference between the target torque change rate and the target sub-torque change rate of the second motor.

15. The method according to claim 2, characterized in that If the current operating condition is a large torque driving condition and the target operating condition is a coasting condition, controlling the first motor and the second motor according to the target total torque and the torque control parameter includes: Controlling the torque of the second motor to decrease according to the target sub-torque change rate of the second motor, and controlling the torque of the first motor to decrease according to the target sub-torque change rate of the first motor, until the torque of the second motor decreases to 0, the target sub-torque change rate of the first motor being the difference between the target torque change rate and the target sub-torque change rate of the second motor; Controlling the torque of the second motor to remain unchanged, and controlling the torque of the first motor to decrease according to the target torque change rate, until the torque of the first motor decreases to a preset first gear-relying torque, and the preset first gear-relying torque is greater than 0; The torque of the first motor is controlled to remain unchanged, and the torque of the second motor is controlled to decrease according to the target torque change rate until the torque of the second motor is reduced to a second torque, where the second torque is the difference between the target total torque and the preset first gear torque.

16. The method according to claim 2, characterized in that If the current operating condition is a braking condition and the target operating condition is a coasting condition, controlling the first motor and the second motor according to the target total torque and the torque control parameter includes: Controlling the torque of the first motor to increase according to the target sub-torque change rate of the first motor, and controlling the torque of the second motor to increase according to the target sub-torque change rate of the second motor, until the torque of the first motor increases to 0, the target sub-torque change rate of the first motor being the difference between the target torque change rate and the target sub-torque change rate of the second motor; Controlling the torque of the first motor to remain unchanged, and controlling the torque of the second motor to increase according to the target torque change rate until the torque of the second motor increases to a second torque, where the second torque is a difference between the target total torque and a preset first gear-relying torque, and the preset first gear-relying torque is greater than 0; The torque of the first motor is controlled to increase according to the target torque change rate, and the torque of the second motor is controlled to remain unchanged until the torque of the first motor is increased to the preset first gear torque.

17. The method according to claim 2, characterized in that If the current operating condition is a low-torque driving condition and the target operating condition is a coasting condition, controlling the first motor and the second motor according to the target total torque and the torque control parameter includes: Controlling the torque of the second motor to remain unchanged, and controlling the torque of the first motor to decrease according to the target torque change rate, until the torque of the first motor decreases to a preset first gear-relying torque, wherein the preset first gear-relying torque is greater than 0; The torque of the first motor is controlled to remain unchanged, and the torque of the second motor is controlled to decrease according to the target torque change rate until the torque of the second motor is reduced to a second torque, where the second torque is the difference between the target total torque and a preset first gear torque.

18. A dual-motor torque control device, characterized in that: include: an acquisition module, configured to acquire, upon receiving a torque request, a current torque of the first motor, a current torque of the second motor, a vehicle speed, and a road surface type; a processing module, configured to determine a torque control parameter according to the target total torque in the torque request, the current torque of the first motor, the current torque of the second motor, the vehicle speed, and the road type, wherein the torque control parameter includes a current operating condition, a target operating condition, a current total torque, a target torque change rate, a target sub-torque of the second motor, and a target sub-torque change rate of the second motor; A control module is used to control the first motor and the second motor according to the target total torque and the torque control parameter; wherein, during the control of the first motor and the second motor, the sum of the torque change rate of the first motor and the torque change rate of the second motor is equal to the target torque change rate.

19. A controller, characterized in that: include: Processor, memory, communication interface; The memory is used to store executable instructions of the processor; Wherein, the processor is configured to execute the dual-motor torque control method described in any one of claims 1 to 17 by executing the executable instructions.

20. A vehicle, characterized in that: include: A controller, a first motor, and a second motor; The controller is used to execute the dual-motor torque control method described in any one of claims 1 to 17 above.

21. A readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the dual-motor torque control method according to any one of claims 1 to 17 is implemented.

22. A computer program product, characterized in that It includes a computer program, which, when executed by a processor, is used to implement the dual-motor torque control method described in any one of claims 1 to 17.

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