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

Abstract

The application provides a dual-motor torque control method, device, equipment, vehicle, medium and product, which can be used in the technical field of vehicles. In the method, after receiving a torque request, a torque control parameter is determined according to a target total torque in the torque request and obtained current torque of a first motor, current torque of a second motor, vehicle speed and road type. Then, the first motor and the second motor are controlled in combination with the target total torque, so that in 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. According to the present application, the first motor and the second motor are controlled by the target total torque and the torque control parameter, so 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, and the stability of the vehicle is improved.

Description

TECHNICAL FIELD

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

[0002] With the development of science and technology, electric vehicles have emerged. In order to better control electric vehicles, electric vehicles have developed from single motor to dual motor, one motor is used to control the rotation of the front wheel, and the other motor is used to control the rotation of the rear wheel. 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 (Noise, Vibration, Harshness, abbreviated as: NVH) problems.

[0003] In order to reduce the influence 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 after the torque passes 0, the original torque change rate is restored. In the prior art, there are various working conditions of the vehicle. During the conversion of the vehicle from one working condition to another, the torque of the two motors changes, and torque zero crossing occurs, and torque zero crossing processing is performed.

[0004] However, due to the torque zero crossing processing of the electrode, the torque change rate of the motor changes, and then the change rate of the total torque of the vehicle changes, and the stability of the vehicle driving is poor. SUMMARY

[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 of poor stability of vehicle driving caused by the change of the change rate of the total torque of the vehicle during the conversion of the working condition of the vehicle in the prior art.

[0006] In a first aspect, the embodiments of the present application provide a dual-motor torque control method applied to a controller, the method comprising:

[0007] When a torque request is received, the current torque of a first motor, the current torque of a second motor, the vehicle speed and the road type are obtained;

[0008] 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, a torque control parameter is determined, the torque control parameter comprising a current working condition, a target working 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] 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.

[0010] In a specific embodiment, the current working condition and the target working condition are one of braking condition, coasting condition, small torque driving condition and large torque driving condition.

[0011] In a specific embodiment, the determination of 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 surface type, comprises:

[0012] 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;

[0013] the current working condition is determined according to the current torque of the first motor and the current torque of the second motor;

[0014] the target working condition is determined according to the vehicle speed, the road surface type and the target total torque;

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

[0016] the target torque change rate is determined according to the current working condition, the target working condition, the target total torque, the current total torque and a preset torque change rate corresponding relationship;

[0017] the target sub-torque change rate of the second motor is determined according to the target torque change rate and the preset distribution ratio.

[0018] In a specific embodiment, the determination of the current working condition according to the current torque of the first motor and the current torque of the second motor, comprises:

[0019] if the current torque of the first motor and the current torque of the second motor are both greater than 0, the current working condition is determined as large 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, the current working condition is determined as braking condition;

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

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

[0023] In a specific embodiment, the target working condition is determined according to the vehicle speed, the road surface type, and the target total torque, including:

[0024] A corresponding first torque threshold is determined according to the vehicle speed and the road surface type, the first torque threshold being greater than 0;

[0025] A corresponding second torque threshold is determined according to the vehicle speed, the second torque threshold being less than 0;

[0026] If the target total torque is greater than the first torque threshold, it is determined that the target working condition is a large torque driving working condition;

[0027] If the target total torque is less than or equal to the first torque threshold and greater than 0, it is determined that the target working condition is a small torque driving working condition;

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

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

[0030] In a specific embodiment, if the current working condition is a coasting working condition and the target working condition is a small torque driving working condition, the first motor and the second motor are controlled according to the target total torque and the torque control parameter, including:

[0031] The torque of the second motor is controlled to increase at a target torque change rate, while the torque of the first motor is controlled to be unchanged, until the torque of the second motor increases to a preset second gear engagement torque, the preset second gear engagement torque being less than 0;

[0032] The torque of the first motor is controlled to increase at the target torque change rate, while the torque of the second motor is controlled to be unchanged, until the torque of the first motor increases to a first torque, the first torque being the difference between the target total torque and the preset second gear engagement torque.

[0033] In a specific implementation, if the current working condition is a large-torque driving working condition and the target working condition is a small-torque driving working condition, the control of the first motor and the second motor according to the target total torque and the torque control parameter comprises:

[0034] controlling the torque of the second motor to decrease according to a target sub-torque change rate of the second motor, and controlling the torque of the first motor to decrease according to a 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 a 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 be 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, the first torque being a difference between the target total torque and a preset second gear engagement torque, the preset second gear engagement torque being less than 0;

[0036] controlling the torque of the first motor to be unchanged, and controlling the torque of the second motor to decrease according to the target torque change rate, until the torque of the second motor decreases to the preset second gear engagement torque.

[0037] In a specific implementation, if the current working condition is a braking working condition and the target working condition is a small-torque driving working condition, the control of the first motor and the second motor according to the target total torque and the torque control parameter comprises:

[0038] controlling the torque of the first motor to increase according to a target sub-torque change rate of the first motor, and controlling the torque of the second motor to increase according to a 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 a 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 be 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 engagement torque, the preset second gear engagement torque being less than 0;

[0040] controlling the torque of the second motor to be unchanged, and controlling the torque of the first motor to increase according to the target torque change rate, until the torque of the first motor increases to a first torque, the first torque being a difference between the target total torque and the preset second gear engagement torque.

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

[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 be constant until the torque of the first motor decreases to 0;

[0043] controlling the torque of the first motor to be constant, and controlling the torque of the second motor to decrease according to the target torque change rate within a preset zero-crossing time length;

[0044] controlling the torque of the second motor to decrease according to a target sub-torque change rate of the second motor, and controlling the torque of the first motor to decrease according to a 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 being a difference between the target torque change rate and the target sub-torque change rate of the second motor.

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

[0046] controlling the torque of the second motor to decrease according to a target sub-torque change rate of the second motor, and controlling the torque of the first motor to decrease according to a 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 a 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 be constant, 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] controlling the torque of the first motor to be constant, and controlling the torque of the second motor to decrease according to the target torque change rate within a preset zero-crossing time length;

[0049] controlling the torque of the second motor to decrease according to a target sub-torque change rate of the second motor, and controlling the torque of the first motor to decrease according to a 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.

[0050] In an embodiment, if the current working condition is a small-torque driving working condition and the target working condition is a braking working condition, the controlling the first motor and the second motor according to the target total torque and the torque control parameter comprises:

[0051] controlling the torque of the second motor to be 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] controlling the torque of the first motor to be unchanged and controlling the torque of the second motor to decrease according to the target torque change rate within a preset zero-crossing time length;

[0053] controlling the torque of the second motor to decrease according to a target sub-torque change rate of the second motor and controlling the torque of the first motor to decrease according to a 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 being a difference between the target torque change rate and the target sub-torque change rate of the second motor.

[0054] In an embodiment, if the current working condition is a coasting working condition and the target working condition is a large-torque driving working condition, the controlling the first motor and the second motor according to the target total torque and the torque control parameter comprises:

[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 be unchanged until the torque of the second motor increases to 0;

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

[0057] controlling the torque of the second motor to increase according to a target sub-torque change rate of the second motor and controlling the torque of the first motor to increase according to a 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 being a difference between the target torque change rate and the target sub-torque change rate of the second motor.

[0058] In an embodiment, if the current working condition is a braking working condition and the target working condition is a large-torque driving working condition, the controlling the first motor and the second motor according to the target total torque and the torque control parameter comprises:

[0059] controlling the torque of the second motor to increase according to a target sub-torque change rate of the second motor, and controlling the torque of the first motor to increase according to a 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 a 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 be 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] controlling the torque of the first motor to be 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;

[0062] controlling the torque of the second motor to increase according to a target sub-torque change rate of the second motor, and controlling the torque of the first motor to increase according to a 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 embodiment, if the current working condition is a small-torque driving working condition and the target working condition is a large-torque driving working condition, the control of the first motor and the second motor according to the target total torque and the torque control parameter comprises:

[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 be unchanged, until the torque of the second motor increases to 0;

[0065] controlling the torque of the first motor to be 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;

[0066] controlling the torque of the second motor to increase according to a target sub-torque change rate of the second motor, and controlling the torque of the first motor to increase according to a 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 being a difference between the target torque change rate and the target sub-torque change rate of the second motor.

[0067] In a specific embodiment, if the current working condition is a large-torque driving working condition and the target working condition is a coasting working condition, the control of the first motor and the second motor according to the target total torque and the torque control parameter comprises:

[0068] controlling the torque of the second motor to decrease according to a target sub-torque change rate of the second motor, and controlling the torque of the first motor to decrease according to a 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 a 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 be 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 engagement torque, the preset first gear engagement torque being greater than 0;

[0070] controlling the torque of the first motor to be unchanged, and controlling the torque of the second motor to decrease according to the target torque change rate, until the torque of the second motor decreases to a second torque, the second torque being a difference between the target total torque and the preset first gear engagement torque.

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

[0072] controlling the torque of the first motor to increase according to a target sub-torque change rate of the first motor, and controlling the torque of the second motor to increase according to a 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 a 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 be 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, the second torque being a difference between the target total torque and a preset first gear engagement torque, the preset first gear engagement torque being greater than 0;

[0074] controlling the torque of the first motor to increase according to the target torque change rate, and controlling the torque of the second motor to be unchanged, until the torque of the first motor increases to the preset first gear engagement torque.

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

[0076] control the torque of the second motor to decrease according to the target torque change rate until the torque of the second motor decreases to a second torque, the second torque being a difference between the target total torque and a preset first gear engagement torque.

[0077] control the torque of the second motor to decrease according to the target torque change rate until the torque of the second motor decreases to a second torque, the second torque being a difference between the target total torque and a preset first gear engagement torque.

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

[0079] The acquisition module is configured to, when a torque request is received, acquire a current torque of a first motor, a current torque of a second motor, a vehicle speed, and a road surface type.

[0080] The processing module is configured to determine torque control parameters according to a 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 surface type, the torque control parameters comprising a current working condition, a target working 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] The control module is configured to control the first motor and the second motor according to the target total torque and the torque control parameters, wherein, during the control of the first motor and the second motor, a sum of a torque change rate of the first motor and a 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, comprising:

[0083] a processor, a memory, and a communication interface;

[0084] The memory is configured to store executable instructions of the processor.

[0085] The processor is configured to execute the dual-motor torque control method according to 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, comprising:

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

[0088] The controller is configured to execute the dual-motor torque control method according to any one of the first aspect.

[0089] In a fifth aspect, an embodiment of the present application provides a readable storage medium, which stores a computer program, and the computer program is executed by a processor to implement the dual-motor torque control method in any of the first aspect.

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

[0091] The dual-motor torque control method, device, equipment, vehicle, medium and product provided by the embodiments of the present application can determine 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 after receiving the torque request. 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 parameter in the control process of the first motor and the second motor. The first motor and the second motor are controlled by the target total torque and the torque control parameter, which ensures 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, and the stability of the vehicle is improved. BRIEF DESCRIPTION OF DRAWINGS

[0092] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the prior art, the drawings needed in the embodiments or the prior art description will be briefly introduced below. Obviously, the drawings in the following description are some embodiments of the present application, and other drawings can also be obtained by those skilled in the art without creative labor.

[0093] Figure 1a The torque change diagram of torque zero crossing provided by the present application;

[0094] Figure 1b The motor torque change diagram in the prior art provided by the present application;

[0095] Figure 2 The flowchart of the dual-motor torque control method embodiment one provided by the present application;

[0096] Figure 3 The torque change diagram of the coasting operating mode switching to the small torque driving operating mode provided by the present application;

[0097] Figure 4 The torque change diagram of the large torque driving operating mode switching to the small torque driving operating mode provided by the present application;

[0098] Figure 5A torque change schematic diagram provided by the application for converting the braking condition to the small torque driving condition;

[0099] Figure 6 A torque change schematic diagram provided by the application for converting the coasting condition to the braking condition;

[0100] Figure 7 A torque change schematic diagram provided by the application for converting the large torque driving condition to the braking condition;

[0101] Figure 8 A torque change schematic diagram provided by the application for converting the small torque driving condition to the braking condition;

[0102] Figure 9 A torque change schematic diagram provided by the application for converting the coasting condition to the large torque driving condition;

[0103] Figure 10 A torque change schematic diagram provided by the application for converting the braking condition to the large torque driving condition;

[0104] Figure 11 A torque change schematic diagram provided by the application for converting the small torque driving condition to the large torque driving condition;

[0105] Figure 12 A torque change schematic diagram provided by the application for converting the large torque driving condition to the coasting condition;

[0106] Figure 13 A torque change schematic diagram provided by the application for converting the braking condition to the coasting condition;

[0107] Figure 14 A torque change schematic diagram provided by the application for converting the small torque driving condition to the coasting condition;

[0108] Figure 15 A structure schematic diagram of an embodiment of the double-motor torque control device provided by the application;

[0109] Figure 16 A structure schematic diagram of a controller provided by the application. DETAILED DESCRIPTION

[0110] In order to make the purpose, technical solutions and advantages of the embodiments of the application clearer, the technical solutions in the embodiments of the application will be described clearly and completely below with reference to the drawings in the embodiments of the application. Obviously, the described embodiments are some embodiments of the application, rather than all the embodiments of the application. Based on the embodiments in the application, all other embodiments made by those skilled in the art according to the inspiration of the embodiments of the application belong to the scope of protection of the application.

[0111] The terms “first,” “second,” “third,” “fourth,” etc. (if present) in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a particular order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this application described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms “comprising” and “having,” and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0112] With the development of technology, electric vehicles have evolved from single-motor to dual-motor systems to achieve more precise vehicle control. In a dual-motor system, one motor controls the front wheels, and the other controls the rear wheels. During motor operation, torque crossing to zero is a common phenomenon, referring to the instantaneous change in motor torque from positive to negative, or vice versa. Torque crossing to zero can lead to noise, vibration, and harshness (NVH) problems.

[0113] For example, Figure 1a This application provides a schematic diagram of torque variation at zero torque crossing, as shown below. Figure 1a As shown, the torque changes from negative to positive at a constant rate. However, the torque crosses zero at the instant it changes from negative to positive, which can lead to NVH (noise, vibration, and harshness) problems.

[0114] To mitigate the impact of torque zero crossing, torque zero crossing processing is typically implemented. This involves slowing down the rate of torque change before the motor torque reaches zero, and then restoring the original rate of torque change after the torque has crossed zero. In current technology, vehicles operate under various conditions. During the transition from one condition to another, the torque of the two motors changes, potentially leading to torque zero crossing, which is then addressed through torque zero crossing processing.

[0115] For example, Figure 1b The prior art provided in this application is a schematic diagram of motor torque variation, such as... Figure 1b As shown, the thin solid line represents the torque of the first motor, the dashed 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 torques of the first and second motors. It can be seen that when the second motor performs torque zero-crossing processing, the rate of change of the total vehicle torque slows down. This causes changes in vehicle acceleration and unstable vehicle speed, resulting in poor vehicle stability.

[0116] In view of the problems in the prior art, the inventors found, in the process of researching the dual-motor torque control method, that in order to ensure that the rate of change of the total torque of the vehicle does not change, when the rate of change of the torque of one motor changes, the rate of change of the torque of the other motor also changes, so that the rate of change 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 change amounts of the two motors. Based on the above inventive concept, the dual-motor torque control scheme in the present application is designed.

[0117] The application scenario of the dual-motor torque control method provided in the present application is exemplarily described below.

[0118] For example, in this application scenario, a user drives a dual-motor electric vehicle, and the vehicle is currently in a coasting operating mode. The user finds an obstacle in front 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 the torque request, the current torque of the first motor, the current torque of the second motor, the vehicle speed, and the road type are obtained. 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 a torque control parameter according to 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 parameter includes a current operating mode, a target operating mode, 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.

[0121] Then, the first motor and the second motor are controlled according to the target total torque and the torque control parameter. Since the current torque of the first motor is greater than 0, the torque of both motors needs to be less than 0 when braking, so the first motor needs to be torque zero processing. The torque of the first motor is first 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 torque zero processing, and 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 zero processing of the first motor is completed, 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 decreases to the target sub-torque of the second motor, the operating mode is converted, and the torque of the two motors is not changed in subsequent control.

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

[0123] It should be noted that the above scenario is only an example of an application scenario provided by the embodiments of the present application, and the embodiments of the present application do not limit the actual form of various devices included in the scenario, nor the interaction mode between the devices. In the specific application of the scheme, the actual needs can be set according to the actual needs.

[0124] The technical scheme of the present application will be described in detail 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 can not be described in detail in some embodiments.

[0125] Figure 2 The flowchart of the dual-motor torque control method provided by the embodiments of the present application is shown in the figure. The embodiments of the present application explain the situation of controlling the first motor and the second motor according to the determined target total torque and torque control parameters after the controller receives the torque request. The method in this embodiment can be realized by software, hardware or a combination of software and hardware. As shown in the figure, the dual-motor torque control method specifically includes the following steps: Figure 2

[0126] S201: When receiving the torque request, the current torque of the first motor, the current torque of the second motor, the vehicle speed and the road type are obtained.

[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 the torque request to the controller, which includes the target total torque.

[0128] In this step, when the controller receives the torque request, in order to control the first motor and the second motor, the current torque of the first motor, the current torque of the second motor, the vehicle speed and the road type need to be obtained.

[0129] Since the vehicle is provided with a speed sensor, the speed sensor is in communication connection with the controller, so the controller can obtain the vehicle speed. The controller can determine the road type according to the vehicle driving parameter, and can also obtain the road type input by the user. The vehicle driving parameter can include at least one of the vehicle speed, the weather, the shock absorbing level of the shock absorber, etc.

[0130] S202: 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, the torque control parameter is determined.

[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, the torque control parameter is determined in combination with the target total torque in the torque request.

[0132] ​The torque control parameter includes a current working condition, a target working 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.

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

[0134] Specifically, a 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 working 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 indicates that both the motors are driving, and the current working condition is determined as the large-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 indicates that both the motors are energy recovering, that is, braking, and the current working condition is determined as the braking condition.

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

[0139] If the current torque of the first motor is greater than the preset first gear-tooth torque, and the current torque of the second motor is the preset second gear-tooth torque, it indicates that the first motor is driving, and the torque of the second motor is close to 0 and will not energy recover, so the current working condition is determined as the small-torque driving condition.

[0140] It should be noted that the preset first gear-tooth torque is a positive number close to 0, which can be 1 Nm, 5 Nm, 10 Nm, etc.; and the preset second gear-tooth torque is a negative number close to 0, which can be -1 Nm, -5 Nm, -10 Nm, etc. The preset first gear-tooth torque and the preset second gear-tooth torque are not limited in the embodiments of the present application, and can be determined according to actual conditions.

[0141] The target working condition is determined according to the vehicle speed, the road type, and the target total torque.

[0142] Since the controller stores the corresponding relationship between the vehicle speed, the road type, and the torque threshold value, the corresponding first torque threshold value can be determined according to the obtained vehicle speed and road type, and the first torque threshold value 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 soil road surface, a wet and slippery road surface, etc. The road surface type is not limited in the embodiments of the present application, and can be determined according to actual conditions.

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

[0145] If the target total torque is greater than the first torque threshold value, it indicates that the vehicle needs to be driven by dual motors, and it is determined that the target working condition is a large-torque driving working condition.

[0146] If the target total torque is less than or equal to the first torque threshold value and greater than 0, it indicates that the vehicle needs to be driven by a single motor, and it is determined that the target working condition is a small-torque driving working condition.

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

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

[0149] According to the target total torque and the preset distribution ratio, the target sub-torque of the second motor is determined. 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 distribution ratio can be 20%, 30%, 50%, 70%, etc. The preset distribution ratio is not limited in the embodiments of the present application, and can be determined according to actual conditions.

[0151] Since the controller stores the corresponding relationship between the previous working condition, the target working condition, the target total torque, the current total torque and the torque change rate, that is, the preset torque change rate corresponding relationship, the corresponding target torque change rate can be obtained according to the determined current working condition, target working condition, target total torque and current total torque.

[0152] According to the target torque change rate and the preset distribution ratio, the target sub-torque change rate of the second motor is determined. The target torque change rate is multiplied by the preset distribution ratio to obtain the target sub-torque change rate of the second motor.

[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 during the control of the first motor and the second motor, the sum of the torque change rates of the first motor and the second motor is constant and equal to the target torque change rate.

[0155] The dual-motor torque control method provided in this embodiment, upon receiving a torque request, determines torque control parameters based on the target total torque in the torque request and the current torque of the first motor, the current torque of the second motor, vehicle speed, and road surface type. Then, it controls the first and second motors in conjunction with the target total torque, ensuring that the sum of the torque change rates of the first and second motors during the control process is equal to the target torque change rate in the torque control parameters. This solution, by controlling the first and second motors using the target total torque and torque control parameters, guarantees a constant sum of the torque change rates of the first and second motors, thus ensuring a constant rate of change in the vehicle's total torque and improving vehicle stability.

[0156] Based on the above embodiments, the following describes the controller's control of the first and second motors when the current operating condition is a coasting condition and the target operating condition is a low-torque drive condition, using the second embodiment of the dual-motor torque control method provided in this application.

[0157] Since the target operating condition is a low-torque drive condition, it means that only one motor is needed for driving. 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. In order to avoid the torque crossing zero, the first motor can drive the second motor, and the torque of the second motor is increased to the preset second tooth torque. In this way, neither the first motor nor the second motor will experience the torque crossing zero.

[0158] For example, Figure 3 This application provides a schematic diagram illustrating the torque change during the transition from coasting to low-torque drive conditions. Figure 3 As shown, the thin solid line represents the torque of the first motor, the dashed line represents the torque of the second motor, and the thick solid line represents the total torque of the vehicle.

[0159] First, control the torque of the second motor to increase according to the target torque change rate, while keeping the torque of the first motor unchanged, until the torque of the second motor increases to the preset second tooth torque.

[0160] Then, 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 kept constant, until the torque of the first motor increases to the target torque. Afterwards, the torques of the first and second motors are kept constant.

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

[0162] During the process of increasing the torque of the second motor to the preset second tooth-engaging 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 motors is equal to the target torque change rate.

[0163] During the process of increasing 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 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 rates of the first motor and 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 driving stability of the vehicle.

[0165] When the torque of the first motor is increased to the first torque, the torque of the second motor is the preset second tooth-engaging torque, and the sum of the torques of the two motors is the target total torque, which indicates that the vehicle as a whole reaches the torque corresponding to the small torque working condition.

[0166] The double-motor torque control method provided in the embodiment controls the torque of the second motor to increase to the preset second tooth-engaging torque according to the target torque change rate first, and then controls the torque of the first motor to increase to the first torque according to the target torque change rate, so as to ensure that the sum of the torque change rates of the first motor and the second motor is constant. Compared with the prior art which needs to pass through zero torque, the present solution not only does not pass through zero torque, but also ensures that the change rate of the total torque of the vehicle is constant, improves the driving stability of the vehicle, and reduces the occurrence of NVH problems.

[0167] On the basis of the above-mentioned embodiments, the following describes the case where the controller controls the first motor and the second motor when the current working condition is a large torque driving working condition and the target working condition is a small torque driving working condition according to the double-motor torque control method provided in the present application.

[0168] Since the target working condition is a small torque driving working condition, it is indicated that only one motor needs to be driven. Since the current working condition is a large torque driving working condition, it is indicated that the current torque of the first motor is greater than 0, and the current torque of the second motor is greater than 0, so the first motor can be driven, and the second motor needs to be processed to pass through zero torque.

[0169] Exemplarily, Figure 4 The torque change schematic diagram for the conversion of the large torque driving working condition to the small torque driving working condition provided in the present application is as follows: Figure 4As shown, the solid line represents the torque of the first motor, the dashed 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 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 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] Further, the torque of the second motor is controlled to be 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 decreases to the first torque, which is the difference between the target total torque and the preset second gear engagement torque.

[0172] Finally, the torque of the first motor is controlled to be 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 engagement torque. Subsequently, the torques of the first motor and the second motor are controlled to be constant.

[0173] During the process in which the torque of the second motor decreases 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 motors is equal to the target torque change rate.

[0174] During the process in which the torque of the first motor decreases 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.

[0175] During the process in which the torque of the second motor decreases to the preset second gear engagement 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 motors is equal to the target torque change rate.

[0176] Therefore, during the control process of the first motor and the second motor, the sum of the torque change rates of the first motor and 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 driving stability of the vehicle.

[0177] When the torque of the second motor decreases to the preset second gear engagement torque, the torque of the first motor is the first torque, and the sum of the torques of the two motors is the target total torque, indicating that the vehicle as a whole reaches the torque corresponding to the small torque working condition.

[0178] When the torque of the second motor decreases to 0, it is maintained for a period of time before continuing to decrease, realizing the torque zero-crossing processing.

[0179] Compared with the prior art, the torque control method of the double motors provided in the embodiment does not adjust the torque of the other motor when the torque of one motor is processed to pass through zero, and the torque change rate of the first motor is adjusted synchronously in the process of processing the torque of the second motor to pass through zero, so that the change rate of the total torque of the vehicle is constant, and the stability of the vehicle in driving is improved.

[0180] On the basis of the above embodiment, the following describes the case where the controller controls the first motor and the second motor when the current working condition is the braking working condition and the target working condition is the small-torque driving working condition according to the fourth embodiment of the torque control method of the double motors provided in the present application.

[0181] Since the target working condition is the small-torque driving working condition, it is indicated that only one motor is needed to drive, and since the current working condition is the braking working condition, it is indicated that the current torque of the first motor is less than 0 and the current torque of the second motor is less than 0, and the first motor can be driven and needs to be processed to pass through zero, and the second motor is boosted to the preset second gear engagement torque.

[0182] Exemplarily, Figure 5 The torque change schematic diagram when the braking working condition is converted to the small-torque driving working condition provided in the present application is shown in FIG. 3. Figure 5 As shown in FIG. 3, the solid line represents the torque of the first motor, the dashed line represents the torque of the second motor, and the thick solid line represents the total torque of the vehicle.

[0183] The torque of the first motor is first controlled to be boosted according to the target sub-torque change rate of the first motor, and the torque of the second motor is controlled to be boosted according to the target sub-torque change rate of the second motor at the same time, until the torque of the first motor is boosted 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] Then, the torque of the first motor is controlled to be constant, and the torque of the second motor is controlled to be boosted according to the target torque change rate, until the torque of the second motor is boosted to the preset second gear engagement torque.

[0185] Finally, the torque of the second motor is controlled to be constant, and the torque of the first motor is controlled to be boosted according to the target torque change rate, until the torque of the first motor is boosted to the first torque, and the first torque is the difference between the target total torque and the preset second gear engagement torque. The torques of the first motor and the second motor can be controlled to be constant subsequently.

[0186] During the process in which the torque of the first motor is boosted 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 motors is equal to the target torque change rate.

[0187] In the process of the torque of the second motor increasing to the preset second gear engagement 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 motors is equal to the target torque change rate.

[0188] In the process of the torque of the first motor increasing 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.

[0189] Therefore, in the process of controlling the first motor and the second motor, the sum of the torque change rates of the first motor and 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, and the driving stability of the vehicle is improved.

[0190] When the torque of the first motor increases to the first torque, the torque of the second motor is the second gear engagement torque, and the sum of the torques of the two motors is the target total torque, which indicates that the vehicle as a whole reaches the torque corresponding to the small torque working condition.

[0191] When the torque of the first motor increases to 0, the torque of the first motor is kept for a period of time and then continues to increase, so that the torque zero-crossing processing is realized.

[0192] Compared with the prior art in which the torque zero-crossing processing is performed on one motor without adjusting the torque of the other motor, the double-motor torque control method provided in the embodiment synchronously adjusts the torque change rate of the second motor in the process of torque zero-crossing processing of the first motor, so that the change rate of the total torque of the vehicle is constant, and the driving stability of the vehicle is improved.

[0193] On the basis of the above embodiment, the following describes the case where the controller controls the first motor and the second motor when the current working condition is the coasting working condition and the target working condition is the braking working condition according to the double-motor torque control method provided in the present application.

[0194] Since the target working condition is the braking working condition, the torques of the two motors need to be less than 0, and the current working condition is the coasting working condition, which indicates that the current torque of the first motor is greater than 0 and the current torque of the second motor is less than 0, so the first motor needs to perform torque zero-crossing processing, and the second motor needs to reduce the torque.

[0195] Exemplarily, Figure 6 The torque change diagram when the coasting working condition is converted to the braking working condition is shown in FIG. 2. Figure 6 As shown in FIG. 2, the solid line represents the torque of the first motor, the dashed line represents the torque of the second motor, and the thick solid line represents the total torque of the vehicle.

[0196] The torque of the first motor is controlled to decrease according to a target torque change rate, and the torque of the second motor is controlled to be unchanged until the torque of the first motor decreases to 0.

[0197] Further, within a preset zero-crossing time length, the torque of the first motor is controlled to be unchanged, and 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., and the preset zero-crossing time length is not limited in the embodiment of the application and can be determined according to actual conditions.

[0199] Finally, the torque of the second motor is controlled to decrease according to a target sub-torque change rate of the second motor, and the torque of the first motor is controlled to decrease according to a 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 torque of the second motor are controlled to be constant subsequently.

[0200] In the process that the torque of the first motor decreases 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] In the preset zero-crossing time length, 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.

[0202] In the process that the torque of the second motor decreases 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 motors is equal to the target torque change rate.

[0203] Therefore, in the control process of the first motor and the second motor, the sum of the torque change rates of the first motor and 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 driving stability of the vehicle.

[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 decreases 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 torques of the two motors is the target total torque, which indicates that the vehicle as a whole reaches the torque corresponding to the braking working condition.

[0205] When the torque of the first motor drops to 0, it remains at that position for a period of time before continuing to decrease, thus achieving zero-torque processing.

[0206] The dual-motor torque control method provided in this embodiment, compared with the prior art where the torque of one motor is not adjusted when the torque of the other motor is zero-crossing, ensures that the torque change rate of the second motor is kept constant by synchronously adjusting the torque change rate of the second motor during the torque zero-crossing process of the first motor, thereby improving the stability of vehicle driving.

[0207] Based on the above embodiments, the following describes the controller's control of the first and second motors when the current operating condition is a high-torque drive condition and the target operating condition is a braking condition, using the sixth embodiment of the dual-motor torque control method provided in this application.

[0208] Since the target operating condition is braking, the torque of both motors needs to be less than 0. The current operating condition is high torque drive, 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 undergo torque zero-crossing processing.

[0209] For example, Figure 7 This application provides a schematic diagram of torque change during the transition from high-torque drive mode to braking mode, as shown in the figure. Figure 7 As shown, the thin solid line represents the torque of the first motor, the dashed line represents the torque of the second motor, and the thick solid line represents the total torque of the vehicle.

[0210] First, control the torque of the second motor to decrease according to the target sub-torque change rate of the second motor, while simultaneously 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 is the difference between the target torque change rate and the target sub-torque change rate of the second motor.

[0211] Then, the torque of the second motor is kept constant, while the torque of the first motor is reduced 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 kept constant, while the torque of the second motor is reduced 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, while 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. Afterwards, the torques of the first and second motors can be kept constant.

[0214] In the process of the torque of the second motor decreasing 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 motors is equal to the target torque change rate.

[0215] In the process of the torque of the first motor decreasing 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] In the preset zero-crossing time length, 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.

[0217] In the process of the torque of the second motor decreasing 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 motors is equal to the target torque change rate.

[0218] Therefore, 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, that is, the change rate of the total torque of the vehicle is constant, and the driving stability of the vehicle is improved.

[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 decreases 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 torques of the two motors is the target total torque, which indicates that the vehicle as a whole reaches the torque corresponding to the braking working condition.

[0220] When the torque of the first motor decreases to 0, it remains for a period of time and then continues to decrease, realizing the torque zero-crossing processing. When the torque of the second motor decreases to 0, it remains for a period of time and then continues to decrease, realizing the torque zero-crossing processing.

[0221] The first motor and the second motor do not simultaneously perform torque zero-crossing processing, and the change rate of the total torque of the vehicle is not 0, which ensures 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, the torque control method of the double motors provided in the embodiment does not adjust the torque of the other motor when the torque of one motor is processed to pass through zero, and the torque change rate of the second motor is synchronously adjusted in the torque zero-crossing processing of the first motor, and the torque change rate of the first motor is synchronously adjusted in the torque zero-crossing processing of the second motor, so that the change rate of the total torque of the vehicle is constant, and the stability of the vehicle in driving is improved.

[0223] Based on the above embodiment, the following embodiment seven of the torque control method of the double motors provided in the present application is used to describe the case where the controller controls the first motor and the second motor when the current working condition is the small torque driving working condition and the target working condition is the braking working condition.

[0224] Since the target working condition is the braking working condition, the torque of the two motors needs to be less than 0, and the current working condition is the small torque driving working condition, which indicates that the current torque of the first motor is greater than 0 and the current torque of the second motor is less than 0, and the first motor needs to be processed to pass through zero.

[0225] Exemplarily, Figure 8 The torque change schematic diagram when the small torque driving working condition is converted to the braking working condition provided in the present application is shown in Figure 8 The solid line represents the torque of the first motor, the dashed 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 be constant, 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 decreases to 0.

[0227] Then, within the preset zero-crossing time length, the torque of the first motor is controlled to be constant, and 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, 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. The torques of the first motor and the second motor can be controlled to be constant subsequently.

[0229] During the process in which the torque of the first motor decreases 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 length, 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.

[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, 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, that is, the change rate of the total torque of the vehicle is constant, thereby improving the driving stability of the vehicle.

[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 torques of the two is the target total torque, which indicates that the vehicle as a whole reaches the torque corresponding to the braking working condition.

[0234] The torque of the first motor is reduced to 0, and then is kept for a period of time before being continuously reduced, thereby realizing the torque zero-crossing processing.

[0235] Compared with the prior art in which the torque zero-crossing processing is performed on one motor without adjusting the torque of the other motor, the double-motor torque control method provided in the embodiment synchronously adjusts the torque change rate of the second motor in the process of torque zero-crossing processing of the first motor, thereby ensuring the constant change rate of the total torque of the vehicle and improving the driving stability of the vehicle.

[0236] Based on the above embodiment, the following describes the case where the controller controls the first motor and the second motor when the current working condition is the sliding working condition and the target working condition is the large-torque driving working condition according to the double-motor torque control method provided in the embodiment eight.

[0237] Since the target working condition is the large-torque driving working condition, the torques of the two motors need to be greater than 0, and the current working condition is the sliding working condition, which indicates that the current torque of the first motor is greater than 0 and the current torque of the second motor is less than 0, and the second motor needs to perform the torque zero-crossing processing.

[0238] Exemplarily, Figure 9 The torque change diagram when the sliding working condition is converted to the large-torque driving working condition is shown in FIG. 8. Figure 9 As shown in FIG. 8, the solid line represents the torque of the first motor, the dashed line represents the torque of the second motor, and the thick solid line represents the total torque of the vehicle.

[0239] The torque of the second motor is controlled to increase according to a target torque change rate, and the torque of the first motor is controlled to be constant until the torque of the second motor increases to 0.

[0240] Further, within a preset zero-crossing time length, the torque of the second motor is controlled to be constant, and the torque of the first motor is controlled to increase according to a target torque change rate.

[0241] Finally, the torque of the second motor is controlled to increase according to a target sub-torque change rate of the second motor, and the torque of the first motor is controlled to increase according to a 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 are controlled to be constant.

[0242] During the process in which the torque of the second motor increases 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] During the process in which the torque of the second motor increases 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.

[0244] During the process in which the torque of the second motor increases 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 motors is equal to the target torque change rate.

[0245] Therefore, during the control process of the first motor and the second motor, the sum of the torque change rates of the first motor and 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 driving stability of the vehicle.

[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 increases 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 torques of the two motors is the target total torque, which indicates that the vehicle as a whole reaches the torque corresponding to the braking working condition.

[0247] The torque of the second motor is kept for a period of time after increasing to 0 and then continues to increase, realizing the torque zero-crossing processing.

[0248] Compared with the prior art, the torque control method of the double motors provided in the embodiment does not adjust the torque of the other motor when the torque of one motor is processed to pass through zero, and the torque change rate of the vehicle total torque is kept constant by synchronously adjusting the torque change rate of the first motor in the torque zero-passing process of the second motor, thereby improving the stability of vehicle driving.

[0249] On the basis of the above embodiment, the following describes the case where the controller controls the first motor and the second motor when the current working condition is the braking working condition and the target working condition is the large-torque driving working condition according to Embodiment Nine of the torque control method of the double motors provided in the present application.

[0250] Since the target working condition is the large-torque driving working condition, the torque of both the motors needs to be greater than 0, and the current working condition is the braking working condition, which indicates that the current torque of the first motor is greater than 0 and the current torque of the second motor is greater than 0, and the torque of both the first motor and the second motor needs to be processed to pass through zero.

[0251] Exemplarily, Figure 10 The torque change schematic diagram when the braking working condition is converted to the large-torque driving working condition is shown in FIG. 6. Figure 10 As shown in FIG. 6, the solid line represents the torque of the first motor, the dashed line represents the torque of the second motor, and the thick solid line represents the vehicle total torque.

[0252] First, the torque of the second motor is controlled to increase at the target sub-torque change rate of the second motor, and the torque of the first motor is controlled to increase at the target sub-torque change rate of the first motor until the torque of the first motor increases to 0, 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.

[0253] Then, the torque of the first motor is controlled to be constant, and the torque of the second motor is controlled to increase at the target torque change rate until the torque of the second motor increases to 0.

[0254] Further, within the preset zero-passing time length, the torque of the second motor is controlled to be constant, and the torque of the first motor is controlled to increase at the target torque change rate.

[0255] Finally, the torque of the second motor is controlled to increase at the target sub-torque change rate of the second motor, and the torque of the first motor is controlled to increase at 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] During the process in which the torque of the first motor increases 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 motors is equal to the target torque change rate.

[0257] In the process of the torque of the second motor rising 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] In the preset zero-crossing time length, 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.

[0259] In the process of the torque of the second motor rising 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 motors is equal to the target torque change rate.

[0260] Therefore, in the process of controlling the first motor and the second motor, the sum of the torque change rates of the first motor and 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, and the driving stability of the vehicle is improved.

[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 rises 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 torques of the two motors is the target total torque, which indicates that the vehicle as a whole reaches the torque corresponding to the braking working condition.

[0262] When the torque of the first motor rises to 0, it is maintained for a period of time and then continues to rise, realizing the torque zero-crossing processing. When the torque of the second motor rises to 0, it is maintained for a period of time and then continues to rise, 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 is not 0, which ensures that the sum of the torque change rates of the first motor and the second motor is equal to the target torque change rate.

[0264] The double-motor torque control method provided in the embodiment, compared with the prior art in which the torque of one motor is adjusted when the torque of the other motor is adjusted, the present scheme synchronously adjusts the torque change rate of the second motor in the process of torque zero-crossing processing of the first motor, and synchronously adjusts the torque change rate of the first motor in the process of torque zero-crossing processing of the second motor, thereby ensuring that the change rate of the total torque of the vehicle is constant and improving the driving stability of the vehicle.

[0265] On the basis of the above embodiments, the following will be described by the double-motor torque control method embodiment ten provided in the present application. When the current working condition is a small torque driving working condition and the target working condition is a large torque driving working condition, the controller controls the first motor and the second motor.

[0266] Since the target working condition is a large torque driving working condition, the torque of the two motors needs to be greater than 0, and the current working condition is a small torque driving working condition, which indicates that the current torque of the first motor is greater than 0 and the current torque of the second motor is less than 0, and the second motor needs to be subjected to torque zero-crossing processing.

[0267] Exemplarily, Figure 11 The torque change schematic diagram provided in the present application for the small torque driving working condition to the large torque driving working condition is shown in FIG. 6. Figure 11 As shown in FIG. 6, the solid line represents the torque of the first motor, the dashed line represents the torque of the second motor, and the thick solid line represents the total torque of the vehicle.

[0268] The torque of the second motor is first controlled to increase at a target torque change rate, and the torque of the first motor is controlled to be constant until the torque of the second motor increases to 0.

[0269] Then, within a preset zero-crossing duration, the torque of the second motor is controlled to be constant, and the torque of the second motor is controlled to increase at a target torque change rate.

[0270] Finally, the torque of the second motor is controlled to increase at a target sub-torque change rate of the second motor, and the torque of the first motor is controlled to increase at a 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] During the process in which the torque of the second motor increases 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 duration, 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.

[0273] During the process in which the torque of the second motor increases 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 motors is equal to the target torque change rate.

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

[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, and the sum of the torques of the two is the target total torque, which indicates that the vehicle as a whole reaches the torque corresponding to the braking working condition.

[0276] The torque of the second motor is kept at 0 for a period of time and then continues to increase, thereby realizing the torque zero-crossing processing.

[0277] Compared with the prior art in which the torque zero-crossing processing is performed on one motor without adjusting the torque of the other motor, the double-motor torque control method provided in the embodiment synchronously adjusts the torque change rate of the first motor during the torque zero-crossing processing of the second motor, thereby ensuring the constant change rate of the total torque of the vehicle and improving the driving stability of the vehicle.

[0278] On the basis of the above embodiment, the following describes the case where the controller controls the first motor and the second motor when the current working condition is the large-torque driving working condition and the target working condition is the sliding working condition according to the double-motor torque control method provided in Embodiment Eleven of the application.

[0279] Since the target working condition is the sliding working condition, the torque of the first motor needs to be greater than 0 and the torque of the second motor needs to be less than 0, and the current working condition is the large-torque driving working condition, which indicates that the current torque of the first motor is greater than 0 and the current torque of the second motor is greater than 0, and the torque of the second motor needs to be processed to zero.

[0280] Exemplarily, Figure 12 The torque change diagram when the large-torque driving working condition is converted to the sliding working condition is shown in FIG. 6. Figure 12 As shown in FIG. 6, the solid line represents the torque of the first motor, the dashed line represents the torque of the second motor, and the thick solid line represents the total torque of the vehicle.

[0281] The torque of the second motor is controlled to decrease at the target sub-torque change rate of the second motor, and the torque of the first motor is controlled to decrease at the target sub-torque change rate of the first motor, until the torque of the second motor is reduced to 0, 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.

[0282] Further, the torque of the second motor is controlled to be 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 decreases to a preset first gear engagement torque, which is greater than 0.

[0283] Finally, the torque of the first motor is controlled to be 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 a second torque, which is the difference between the target total torque and the preset first gear engagement torque. The torques of the first motor and the second motor are then controlled to be constant.

[0284] During the process in which the torque of the second motor decreases 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 motors is equal to the target torque change rate.

[0285] During the process in which the torque of the first motor decreases to the preset first gear engagement 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.

[0286] During the process in which the torque of the second motor decreases 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 motors 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 rates of the first motor and 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 driving stability of the vehicle.

[0288] When the torque of the second motor decreases to the second torque, the torque of the first motor is the preset first gear engagement torque, and the sum of the torques of the two motors is the target total torque, which indicates that the vehicle as a whole reaches the torque corresponding to the coasting operating condition.

[0289] The torque of the second motor decreases to 0, remains unchanged for a period of time, and then continues to increase, which realizes the zero-crossing processing of the torque.

[0290] Compared with the prior art in which the zero-crossing processing of the torque is performed on one motor without adjusting the torque of the other motor, the double-motor torque control method provided in the embodiment synchronously adjusts the torque change rate of the first motor during the zero-crossing processing of the torque of the second motor, so as to ensure that the change rate of the total torque of the vehicle is constant and improve the driving stability of the vehicle.

[0291] On the basis of the above embodiments, the following will be described by the twelfth embodiment of the double-motor torque control method provided in the present application, which describes the case where the controller controls the first motor and the second motor when the current working condition is the braking working condition and the target working condition is the sliding working condition.

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

[0293] Exemplarily, Figure 13 The torque change schematic diagram when the braking working condition is converted to the sliding working condition provided in the present application is shown in FIG. 6. Figure 13 As shown in FIG. 6, the solid line represents the torque of the first motor, the dashed 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 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 increases to 0, 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.

[0295] Then, the torque of the first motor is controlled to be constant, 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, and the second torque is the difference between the target total torque and the preset first gear engagement torque, and the preset first gear engagement torque is greater than 0.

[0296] Finally, 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 be constant, until the torque of the first motor increases to the preset first gear engagement torque. Subsequently, the torques of the first motor and the second motor can be controlled to be constant.

[0297] During the process in which the torque of the first motor increases 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] During the process in which the torque of the second motor increases 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] During the process in which the torque of the first motor increases to the preset first gear engagement 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, the sum of the torque change rate of the first motor and the torque change rate of the second motor is constant during the control of the first motor and the second motor, and is equal to the target torque change rate, that is, the change rate of the total torque of the vehicle is constant, thereby improving the driving stability of the vehicle.

[0301] When the torque of the first motor is increased to the preset first gear engagement torque, the torque of the second motor is the second torque, and the sum of the torques of the two motors is the target total torque, which indicates that the vehicle as a whole reaches the torque corresponding to the coasting working condition.

[0302] The torque of the first motor is kept at 0 for a period of time and then continues to increase, thereby realizing the torque zero-crossing processing.

[0303] Compared with the prior art in which the torque of one motor is processed to cross zero without adjusting the torque of the other motor, the double-motor torque control method provided in the embodiment synchronously adjusts the torque change rate of the second motor during the torque zero-crossing processing of the first motor, thereby ensuring the constant change rate of the total torque of the vehicle and improving the driving stability of the vehicle.

[0304] Based on the above embodiment, the following describes the case where the controller controls the first motor and the second motor when the current working condition is the small-torque driving working condition and the target working condition is the coasting working condition according to the double-motor torque control method provided in the present application.

[0305] Since the target working condition is the coasting working condition, the torque of the first motor needs to be greater than 0 and the torque of the second motor needs to be less than 0, and the current working condition is the small-torque driving working condition, which indicates 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, the two motors do not need to be processed to cross zero.

[0306] Exemplarily, Figure 14 The torque change diagram when the small-torque driving working condition is converted to the coasting working condition is shown in FIG. 2. Figure 14 As shown in FIG. 2, the solid line represents the torque of the first motor, the dashed line represents the torque of the second motor, and the thick solid line represents the total torque of the vehicle.

[0307] The torque of the second motor is controlled to be constant, and the torque of the first motor is controlled to decrease at the target torque change rate until the torque of the first motor decreases to the preset first gear engagement torque, which is greater than 0.

[0308] Then, the torque of the first motor is controlled to be constant, and the torque of the second motor is controlled to decrease at the target torque change rate until the torque of the second motor decreases to the second torque, which is the difference between the target total torque and the preset first gear engagement torque. Subsequently, the torques of the first motor and the second motor are controlled to be 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 motors 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 motors is equal to the target torque change rate.

[0311] Therefore, 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, that is, the change rate of the total torque of the vehicle is constant, and the driving stability of the vehicle is improved.

[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 torques of the two motors is the target total torque, which indicates that the vehicle as a whole reaches the torque corresponding to the coasting working condition.

[0313] The double-motor torque control method provided by the embodiment can ensure that the sum of the torque change rate of the first motor and the torque change rate of the second motor is constant by first controlling the torque of the first motor to decrease to the preset first gear torque at the target torque change rate, and then controlling the torque of the second motor to decrease to the second torque at the target torque change rate. Compared with the prior art which needs to pass through zero torque, the present solution not only does not pass through zero torque, but also ensures that the change rate of the total torque of the vehicle is constant, improves the driving stability of the vehicle, and reduces the occurrence of NVH problems.

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

[0315] Figure 15 The structure diagram of the double-motor torque control device embodiment provided by the present application is shown in the following figure. The device can be integrated in the controller in the above-mentioned method embodiments, or can be realized by the controller in the above-mentioned method embodiments. As shown in the figure, the double-motor torque control device 150 comprises: Figure 15

[0316] The acquisition module 151 is configured to, when a torque request is received, acquire the current torque of the first motor, the current torque of the second motor, the vehicle speed, and the road surface type.

[0317] ​The processing module 152 is configured to determine a 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 surface type, the torque control parameter including a current working condition, a target working 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 configured to control the first motor and the second motor according to the target total torque and the torque control parameter, and 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 working condition and the target working condition are one of a braking working condition, a coasting working condition, a small-torque driving working condition, and a large-torque driving working condition.

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

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

[0322] determine the current working condition according to the current torque of the first motor and the current torque of the second motor;

[0323] determine the target working condition according to the vehicle speed, the road surface type, and the target total torque;

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

[0325] determine the target torque change rate according to the current working condition, the target working condition, the target total torque, the current total torque, and a preset torque change rate correspondence;

[0326] determine the target sub-torque change rate of the second motor according to the target torque change rate and the preset distribution ratio.

[0327] Further, the processing module 152 is specifically configured to:

[0328] if the current torque of the first motor and the current torque of the second motor are both greater than 0, determine that the current working condition is a large-torque driving working condition;

[0329] if the current torque of the first motor and the current torque of the second motor are both less than 0, determine that the current working condition is a braking working 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 working condition is a coasting working 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 working condition is a small torque working condition.

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

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

[0334] determine a corresponding second torque threshold according to the vehicle speed, the second torque threshold being less than 0;

[0335] If the target total torque is greater than the first torque threshold, it is determined that the target working condition is a large torque driving working condition.

[0336] If the target total torque is less than or equal to the first torque threshold and greater than 0, it is determined that the target working condition is a small torque driving working condition.

[0337] If the target total torque is less than or equal to 0 and greater than the second torque threshold, it is determined that the target working condition is a coasting working condition.

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

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

[0340] control the torque of the second motor to increase at the target torque change rate while controlling the torque of the first motor to be unchanged until the torque of the second motor increases to a preset second gear torque, the preset second gear torque being less than 0;

[0341] control the torque of the first motor to increase at the target torque change rate while controlling the torque of the second motor to be unchanged until the torque of the first motor increases to a first torque, the first torque being a difference between the target total torque and the preset second gear torque.

[0342] Further, if the current working condition is a large torque driving working condition and the target working condition is a small torque driving working condition, the control module 153 is specifically configured to:

[0343] control the torque of the second motor to decrease according to a target sub-torque change rate of the second motor, and control the torque of the first motor to decrease according to a 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 a difference between the target torque change rate and the target sub-torque change rate of the second motor;

[0344] control the torque of the second motor to be unchanged, and control 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, the first torque being a difference between the target total torque and a preset second gear engagement torque, the preset second gear engagement torque being less than 0;

[0345] control the torque of the second motor to be unchanged, and control 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, the first torque being a difference between the target total torque and a preset second gear engagement torque, the preset second gear engagement torque being less than 0;

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

[0347] control the torque of the second motor to decrease according to a target sub-torque change rate of the second motor, and control the torque of the first motor to decrease according to a 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 a difference between the target torque change rate and the target sub-torque change rate of the second motor;

[0348] control the torque of the second motor to be unchanged, and control 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, the first torque being a difference between the target total torque and a preset second gear engagement torque, the preset second gear engagement torque being less than 0;

[0349] control the torque of the second motor to be unchanged, and control 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, the first torque being a difference between the target total torque and a preset second gear engagement torque, the preset second gear engagement torque being less than 0;

[0350] Further, if the current working condition is the braking working condition and the target working condition is the small-torque driving working condition, the control module 153 is specifically configured to:

[0351] control the torque of the second motor to decrease according to a target sub-torque change rate of the second motor, and control the torque of the first motor to decrease according to a 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 a difference between the target torque change rate and the target sub-torque change rate of the second motor;

[0352] In a preset zero-crossing duration, the torque of the first motor is controlled to be unchanged, and the torque of the second motor is controlled to decrease according to the target torque change rate;

[0353] The torque of the second motor is controlled to decrease according to a target sub-torque change rate of the second motor, and the torque of the first motor is controlled to decrease according to a 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.

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

[0355] The torque of the second motor is controlled to decrease according to a target sub-torque change rate of the second motor, and the torque of the first motor is controlled to decrease according to a target sub-torque change rate of the first motor, until the torque of the second motor decreases to 0, 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.

[0356] The torque of the second motor is controlled to be 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 decreases to 0.

[0357] In a preset zero-crossing duration, the torque of the first motor is controlled to be unchanged, and the torque of the second motor is controlled to decrease according to the target torque change rate.

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

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

[0360] The torque of the second motor is controlled to be 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 decreases to 0.

[0361] In a preset zero-crossing duration, the torque of the first motor is controlled to be unchanged, and the torque of the second motor is controlled to decrease according to the target torque change rate.

[0362] control the torque of the second motor to decrease according to a target sub-torque change rate of the second motor, and control the torque of the first motor to decrease according to a target sub-torque change rate of the first motor, until the torque of the second motor decreases to a target sub-torque of the second motor, the target sub-torque change rate of the first motor being a difference between the target torque change rate and the target sub-torque change rate of the second motor.

[0363] Further, if the current working condition is the coasting working condition and the target working condition is the large-torque driving working condition, the control module 153 is specifically configured to:

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

[0365] control the torque of the second motor to be unchanged, and control the torque of the first motor to increase according to the target torque change rate, within a preset zero-crossing time length;

[0366] control the torque of the second motor to increase according to a target sub-torque change rate of the second motor, and control the torque of the first motor to increase according to a target sub-torque change rate of the first motor, until the torque of the second motor increases to a target sub-torque of the second motor, the target sub-torque change rate of the first motor being a 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 the braking working condition and the target working condition is the large-torque driving working condition, the control module 153 is specifically configured to:

[0368] control the torque of the second motor to increase according to a target sub-torque change rate of the second motor, and control the torque of the first motor to increase according to a 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 a difference between the target torque change rate and the target sub-torque change rate of the second motor;

[0369] control the torque of the first motor to be unchanged, and 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;

[0370] control the torque of the second motor to be unchanged, and control the torque of the first motor to increase according to the target torque change rate, within a preset zero-crossing time length;

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

[0372] Further, if the current working condition is a small-torque driving working condition and the target working condition is a large-torque driving working condition, the control module 153 is specifically configured to:

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

[0374] control the torque of the second motor to be unchanged, and control the torque of the second motor to decrease according to the target torque change rate within a preset zero-crossing time length;

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

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

[0377] control the torque of the second motor to decrease according to a target sub-torque change rate of the second motor, and control the torque of the first motor to decrease according to a 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 a difference between the target torque change rate and the target sub-torque change rate of the second motor.

[0378] control the torque of the second motor to be unchanged, and control 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 engagement torque, the preset first gear engagement torque being greater than 0.

[0379] control the torque of the first motor to be unchanged, and control the torque of the second motor to decrease according to the target torque change rate, until the torque of the second motor decreases to a second torque, the second torque being a difference between the target total torque and the preset first gear engagement torque.

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

[0381] controlling the torque of the first motor to increase according to a target sub-torque change rate of the first motor, and controlling the torque of the second motor to increase according to a 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 a 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 be 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, the second torque being a difference between the target total torque and a preset first gear engagement torque, the preset first gear engagement torque being greater than 0;

[0383] controlling the torque of the first motor to increase according to the target torque change rate, and controlling the torque of the second motor to be unchanged, until the torque of the first motor increases to the preset first gear engagement torque.

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

[0385] controlling the torque of the second motor to be 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 engagement torque, the preset first gear engagement torque being greater than 0;

[0386] controlling the torque of the first motor to be unchanged, and controlling the torque of the second motor to decrease according to the target torque change rate, until the torque of the second motor decreases to a second torque, the second torque being a difference between the target total torque and a preset first gear engagement torque.

[0387] The dual-motor torque control device provided in the embodiment is used to execute the technical solution of the controller in any of the foregoing method embodiments, and has similar implementation principles and technical effects, which will not be described herein again.

[0388] Figure 16 A structural schematic diagram of a controller provided in the present application is shown in FIG. 8. Figure 16 As shown in FIG. 8, the controller 160 includes:

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

[0390] The memory 162 is configured 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 foregoing method embodiments by executing the executable instructions.

[0392] Optionally, the memory 162 can 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 can further include:

[0394] The bus 164, the memory 162 and the communication interface 163 are connected with the processor 161 through the bus 164 and complete communication among each other, and the communication interface 163 is used for communication with other devices.

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

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

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

[0398] The controller is used for executing the technical solutions of the controller in any of the preceding method embodiments, and the implementation principles and technical effects are similar, which will not be repeated here.

[0399] The embodiment of the present application further provides a vehicle, comprising:

[0400] The controller, the first motor and the second motor;

[0401] The controller is used for executing the technical solutions in any of the preceding method embodiments, and the implementation principles and technical effects are similar, which will not be repeated here.

[0402] The embodiment of the present application further provides a readable storage medium, which stores a computer program, and the computer program is executed by a processor to realize the technical solution provided by any of the preceding method embodiments.

[0403] The embodiment of the present application further provides a computer program product, which comprises a computer program, and the computer program is executed by a processor to realize the technical solution provided by any of the preceding method embodiments.

[0404] Those skilled in the art can understand that all or part of the steps of the above-mentioned method embodiments can be completed by a program instruction related hardware. The foregoing program can be stored in a computer readable storage medium. The program is executed to perform the steps of the above-mentioned method embodiments; and the foregoing storage medium includes: ROM, RAM, magnetic disk or optical disk and various 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, and not to limit them; although the present application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that: it can still modify the technical solutions recorded in the foregoing embodiments, or make equivalent replacement for part or all of the technical features; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the scope of the technical solutions of the embodiments of the present application.

Claims

1. A dual-motor torque control method, characterized by, The method is applied to a controller and comprises the following steps: When a torque request is received, the current torque of a first motor, the current torque of a second motor, the vehicle speed and the road surface type are obtained; a torque control parameter is determined 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 surface type, wherein the torque control parameter comprises a current working condition, a target working 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 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 during the control of the first motor and the second motor; the determination of 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 surface type comprises the following steps: 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; the current working condition is determined according to the current torque of the first motor and the current torque of the second motor; the target working condition is determined according to the vehicle speed, the road surface type and the target total torque; the target sub-torque of the second motor is determined according to the target total torque and a preset distribution ratio; the target torque change rate is determined according to the current working condition, the target working condition, the target total torque, the current total torque and a preset torque change rate corresponding relationship, wherein the preset torque change rate corresponding relationship represents the corresponding relationship between the current working condition, the target working condition, the target total torque, the current total torque and the torque change rate; the target sub-torque change rate of the second motor is determined according to the target torque change rate and the preset distribution ratio.

2. The method of claim 1, wherein, the current working condition and the target working condition are one of a braking working condition, a coasting working condition, a small-torque driving working condition and a large-torque driving working condition.

3. The method of claim 1, wherein, the determination of the current working condition according to the current torque of the first motor and the current torque of the second motor comprises the following steps: if the current torque of the first motor and the current torque of the second motor are both greater than 0, it is determined that the current working condition is the large-torque driving working condition; if the current torque of the first motor and the current torque of the second motor are both less than 0, it is determined that the current working condition is the braking working condition; if the current torque of the first motor is a preset first gear engagement torque which is greater than 0 and the current torque of the second motor is a preset second gear engagement torque which is less than 0, it is determined that the current working condition is the coasting working condition; if the current torque of the first motor is greater than the preset first gear engagement torque and the current torque of the second motor is the preset second gear engagement torque, it is determined that the current working condition is the small-torque driving working condition.

4. The method of claim 1, wherein, The target working condition is determined according to the vehicle speed, the road surface type and the target total torque, and the method comprises the steps of: determining a corresponding first torque threshold according to the vehicle speed and the road surface 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 working condition is a large-torque driving working condition; if the target total torque is less than or equal to the first torque threshold and greater than 0, determining that the target working condition is a small-torque driving working condition; if the target total torque is less than or equal to 0 and greater than the second torque threshold, determining that the target working condition is a coasting working condition; if the target total torque is less than or equal to the second torque threshold, determining that the target working condition is a braking working condition.

5. The method of claim 2, wherein, if the current working condition is a coasting working condition and the target working condition is a small-torque driving working condition, the method of controlling the first motor and the second motor according to the target total torque and the torque control parameter comprises the steps of: controlling the torque of the second motor to increase at a target torque change rate while controlling the torque of the first motor to remain unchanged until the torque of the second motor increases to a preset second gear engagement torque, wherein the preset second gear engagement torque is less than 0; controlling the torque of the first motor to increase at the target torque change rate while controlling the torque of the second motor to remain unchanged until the torque of the first motor increases to a first torque, wherein the first torque is the difference between the target total torque and the preset second gear engagement torque.

6. The method of claim 2, wherein, if the current working condition is a large-torque driving working condition and the target working condition is a small-torque driving working condition, the method of controlling the first motor and the second motor according to the target total torque and the torque control parameter comprises the steps of: controlling the torque of the second motor to decrease at a target sub-torque change rate of the second motor while controlling the torque of the first motor to decrease at a target sub-torque change rate of the first motor until the torque of the second motor decreases to 0, wherein 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; controlling the torque of the second motor to remain unchanged while controlling the torque of the first motor to decrease at the target torque change rate until the torque of the first motor decreases to a first torque, wherein the first torque is the difference between the target total torque and a preset second gear engagement torque, and the preset second gear engagement torque is less than 0; controlling the torque of the first motor to remain unchanged while controlling the torque of the second motor to decrease at the target torque change rate until the torque of the second motor decreases to the preset second gear engagement torque.

7. The method of claim 2, wherein, if the current working condition is a braking working condition and the target working condition is a small-torque driving working condition, the method of controlling the first motor and the second motor according to the target total torque and the torque control parameter comprises the steps of: control the torque of the first motor to increase according to a target sub-torque change rate of the first motor, and control the torque of the second motor to increase according to a 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 a difference between the target torque change rate and the target sub-torque change rate of the second motor; control the torque of the first motor to be unchanged, and 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 a preset second gear engagement torque, the preset second gear engagement torque being less than 0; control the torque of the second motor to be unchanged, and control the torque of the first motor to increase according to the target torque change rate, until the torque of the first motor increases to a first torque, the first torque being a difference between the target total torque and the preset second gear engagement torque.

8. The method of claim 2, wherein, If the current working condition is the coasting working condition and the target working condition is the braking working condition, the control of the first motor and the second motor according to the target total torque and the torque control parameter includes: control the torque of the first motor to decrease according to the target torque change rate, and control the torque of the second motor to be unchanged, until the torque of the first motor decreases to 0; control the torque of the first motor to be unchanged, and control the torque of the second motor to decrease according to the target torque change rate, within a preset zero-crossing time length; control the torque of the second motor to decrease according to a target sub-torque change rate of the second motor, and control the torque of the first motor to decrease according to a 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 being a difference between the target torque change rate and the target sub-torque change rate of the second motor.

9. The method of claim 2, wherein, If the current working condition is the large-torque driving working condition and the target working condition is the braking working condition, the control of the first motor and the second motor according to the target total torque and the torque control parameter includes: control the torque of the second motor to decrease according to a target sub-torque change rate of the second motor, and control the torque of the first motor to decrease according to a 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 a difference between the target torque change rate and the target sub-torque change rate of the second motor; control the torque of the second motor to be unchanged, and control 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; control the torque of the first motor to be unchanged, and control the torque of the second motor to decrease according to the target torque change rate, within a preset zero-crossing time length; control the torque of the second motor to decrease according to a target sub-torque change rate of the second motor, and control the torque of the first motor to decrease according to a 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.

10. The method of claim 2, wherein, If the current working condition is the small-torque driving working condition and the target working condition is the braking working condition, the control of the first motor and the second motor according to the target total torque and the torque control parameter comprises: controlling the torque of the second motor to be 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; controlling the torque of the first motor to be unchanged, and controlling the torque of the second motor to decrease according to the target torque change rate within a preset zero-crossing time length; 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 the target sub-torque of the second motor, 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.

11. The method of claim 2, wherein, If the current working condition is the coasting working condition and the target working condition is the large-torque driving working condition, the control of the first motor and the second motor according to the target total torque and the torque control parameter comprises: 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 be unchanged until the torque of the second motor increases to 0; controlling the torque of the second motor to be unchanged, and controlling the torque of the first motor to increase according to the target torque change rate within a preset zero-crossing time length; 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 second motor increases to the target sub-torque of the second motor, 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.

12. The method of claim 2, wherein, If the current working condition is the braking working condition and the target working condition is the large-torque driving working condition, the control of the first motor and the second motor according to the target total torque and the torque control parameter comprises: 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 be 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; controlling the torque of the second motor to be unchanged, and controlling the torque of the first motor to increase according to the target torque change rate within a preset zero-crossing time length; The torque of the second motor is controlled to increase at a target sub-torque change rate of the second motor, and the torque of the first motor is controlled to increase at a target sub-torque change rate of the first motor, until the torque of the second motor increases to a target sub-torque of the second motor.

13. The method of claim 2, wherein, If the current working condition is a small-torque driving working condition and the target working condition is a large-torque driving working condition, the control of the first motor and the second motor according to the target total torque and the torque control parameter comprises: The torque of the second motor is controlled to increase at a target sub-torque change rate of the second motor, and the torque of the first motor is controlled to increase at a target sub-torque change rate of the first motor, until the torque of the second motor increases to a target sub-torque of the second motor. The torque of the second motor is controlled to increase at a target sub-torque change rate of the second motor, and the torque of the first motor is controlled to increase at a target sub-torque change rate of the first motor, until the torque of the second motor increases to a target sub-torque of the second motor. The torque of the second motor is controlled to increase at a target sub-torque change rate of the second motor, and the torque of the first motor is controlled to increase at a target sub-torque change rate of the first motor, until the torque of the second motor increases to a target sub-torque of the second motor.

14. The method of claim 2, wherein, If the current working condition is a large-torque driving working condition and the target working condition is a coasting working condition, the control of the first motor and the second motor according to the target total torque and the torque control parameter comprises: The torque of the second motor is controlled to increase at a target sub-torque change rate of the second motor, and the torque of the first motor is controlled to increase at a target sub-torque change rate of the first motor, until the torque of the second motor increases to a target sub-torque of the second motor. The torque of the second motor is controlled to increase at a target sub-torque change rate of the second motor, and the torque of the first motor is controlled to increase at a target sub-torque change rate of the first motor, until the torque of the second motor increases to a target sub-torque of the second motor. The torque of the second motor is controlled to increase at a target sub-torque change rate of the second motor, and the torque of the first motor is controlled to increase at a target sub-torque change rate of the first motor, until the torque of the second motor increases to a target sub-torque of the second motor.

15. The method of claim 2, wherein, If the current working condition is a braking working condition and the target working condition is a coasting working condition, the control of the first motor and the second motor according to the target total torque and the torque control parameter comprises: The torque of the second motor is controlled to increase at a target sub-torque change rate of the second motor, and the torque of the first motor is controlled to increase at a target sub-torque change rate of the first motor, until the torque of the second motor increases to a target sub-torque of the second motor. control the torque of the first motor to be unchanged, and control the torque of the second motor to be increased at the target torque change rate until the torque of the second motor is increased to a second torque, the second torque being a difference between the target total torque and a preset first gear engagement torque, the preset first gear engagement torque being greater than 0; control the torque of the first motor to be increased at the target torque change rate, and control the torque of the second motor to be unchanged until the torque of the first motor is increased to the preset first gear engagement torque.

16. The method of claim 2, wherein, If the current working condition is a small torque driving working condition and the target working condition is a coasting working condition, the control of the first motor and the second motor according to the target total torque and the torque control parameter comprises: control the torque of the first motor to be unchanged, and control the torque of the second motor to be increased at the target torque change rate until the torque of the second motor is increased to a second torque, the second torque being a difference between the target total torque and a preset first gear engagement torque, the preset first gear engagement torque being greater than 0; control the torque of the first motor to be unchanged, and control the torque of the second motor to be increased at the target torque change rate until the torque of the second motor is increased to a second torque, the second torque being a difference between the target total torque and a preset first gear engagement torque, the preset first gear engagement torque being greater than 0.

17. A dual-motor torque control apparatus characterized by comprising: comprise: an acquisition module, configured to acquire a current torque of a first motor, a current torque of a second motor, a vehicle speed and a road surface type when a torque request is received; a processing module, configured to determine a torque control parameter according to a 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 surface type, the torque control parameter comprising a current working condition, a target working 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, configured to control the first motor and the second motor according to the target total torque and the torque control parameter; wherein a sum of a torque change rate of the first motor and a torque change rate of the second motor is equal to the target torque change rate during the control of the first motor and the second motor; the processing module is specifically configured to: take a sum of the current torque of the first motor and the current torque of the second motor as the current total torque; determine the current working condition according to the current torque of the first motor and the current torque of the second motor; determine the target working condition according to the vehicle speed, the road surface type and the target total torque; determine the target sub-torque of the second motor according to the target total torque and a preset distribution ratio; determine the target torque change rate according to the current working condition, the target working condition, the target total torque, the current total torque and a preset torque change rate correspondence relationship, wherein the preset torque change rate correspondence relationship represents a correspondence relationship between the current working condition, the target working condition, the target total torque, the current total torque and the torque change rate. According to the target torque change rate and the preset distribution ratio, a target sub-torque change rate of the second motor is determined.

18. A controller characterized by comprising: Comprise: A processor, a memory, a communication interface; The memory is used to store executable instructions of the processor; Wherein, the processor is configured to execute the executable instructions to perform the dual-motor torque control method of any one of claims 1 to 16.

19. A vehicle characterized by comprising: Comprise: A controller, a first motor, a second motor; The controller is used to perform the dual-motor torque control method of any one of claims 1 to 16.

20. A readable storage medium, having stored thereon a computer program, characterized in that, The computer program is executed by the processor to realize the dual-motor torque control method of any one of claims 1 to 16.

21. A computer program product, characterised in that, Comprise a computer program, the computer program is executed by the processor to realize the dual-motor torque control method of any one of claims 1 to 16.

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