Motor torque control method and device, electronic equipment and vehicle

Abstract

The invention provides a motor torque control method and device, electronic equipment and a vehicle, belongs to the technical field of vehicles, and aims to determine a safe direction judgment rotating speed with increased rotating speed redundancy as a standard for positive and negative direction judgment of a motor rotating speed, so that the torque reversing difficulty is improved, and the frequent reversing of the torque is avoided. And when the torque control risk exists, active zero clearing processing is carried out on the current request torque according to the preset torque change rate, the torque change amplitude when the torque is reversed is reduced through the active zero clearing processing, and the degree of rotating speed fluctuation generated when the rotating speed direction changes is reduced, so that the pause feeling is weakened. By adding control means of rotating speed redundancy and active zero clearing processing, under the condition that the rotating speed of the motor is influenced by braking force interference and changes in positive and negative directions, fluctuation of the rotating speed of the motor is not aggravated due to reverse torque reversing processing, so that the problem of continuous jerking of the motor is avoided, and the driving feeling is improved.

Description

Technical Field

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

[0002] The vehicle controller of new energy vehicles needs to constantly judge whether the requested torque needs to be reversed based on the gear status and the actual motor speed direction to ensure that the actual driving direction of the vehicle is consistent with the gear status. However, since the motor speed will change under certain conditions, the motor will jump back and forth between positive and negative speeds, and then the torque will be frequently reversed, causing the motor to stutter, and the motor stutter further aggravates the fluctuation of the motor speed, causing the motor to stutter repeatedly, giving users a poor driving experience. Summary of the invention

[0003] In view of this, the purpose of the present application is to propose a method, device, electronic equipment and vehicle for controlling motor torque, so as to avoid repeated motor stuttering caused by frequent switching of direction during torque control.

[0004] Based on the above purpose, the present application provides a method for controlling motor torque, including:

[0005] The default direction determination speed is adjusted according to the preset speed redundancy to obtain the safe direction determination speed;

[0006] Determine a current speed direction of the current motor speed according to the safe direction determination speed, and determine a current torque direction of the current requested torque according to the default direction determination torque;

[0007] In response to monitoring that the brake pedal is activated and the current master cylinder pressure value satisfies the pre-risk condition, in the current gear, determining whether there is a torque control risk according to the current torque direction and the current speed direction;

[0008] In response to the torque control risk existing, the current requested torque is actively cleared according to a preset torque change rate.

[0009] Optionally, the safe direction determination speed includes a first direction determination speed and a second direction determination speed; and the step of adjusting the default direction determination speed according to a preset speed redundancy and a current gear to obtain the safe direction determination speed includes:

[0010] In response to the current gear being a forward gear, determining a difference between the default direction determination speed and the speed redundancy as the first direction determination speed;

[0011] In response to the current gear being the reverse gear, a sum of the default direction determination speed and the speed redundancy is determined as the second direction determination speed.

[0012] Under different gears, a new critical value for judging the direction of the motor speed is determined by adding redundancy to the default direction determination speed, so as to increase the difficulty of torque reversal and avoid frequent torque reversal.

[0013] Optionally, the safe direction determination speed includes a first direction determination speed and a second direction determination speed; and determining the current speed direction of the current motor speed according to the safe direction determination speed and the current gear position includes:

[0014] In response to the current gear being a forward gear and the current motor speed being greater than or equal to the first direction determination speed, determining a positive direction as the current speed direction;

[0015] In response to the current gear being a forward gear and the current motor speed being less than the first direction determination speed, determining a negative direction as the current speed direction;

[0016] In response to the current gear being a reverse gear and the current motor speed being less than or equal to the second direction determination speed, determining a negative direction as the current speed direction;

[0017] In response to the current gear being the reverse gear and the current motor speed being greater than the second direction determination speed, the positive direction is determined as the current speed direction.

[0018] Under different gears, the safe direction determination speed with increased speed redundancy is determined as the standard for determining the positive and negative directions of the motor speed, which increases the difficulty of torque reversal to avoid frequent torque reversal.

[0019] Optionally, determining the current torque direction of the current requested torque according to the default direction torque determination includes:

[0020] In response to the current requested torque being less than the default direction determination torque, determining a negative direction as the current torque direction;

[0021] In response to the current requested torque being greater than or equal to the default direction determination torque, a positive direction is determined as the current torque direction.

[0022] The torque direction is determined by judging the torque in the default direction, thereby ensuring the sensitivity of torque direction monitoring and improving the accuracy of torque reversing monitoring.

[0023] Optionally, determining whether there is a torque control risk according to the current torque direction and the current speed direction in the current gear position includes:

[0024] The preset default speed threshold is corrected according to the current driving slope to obtain a corrected speed threshold; wherein the corrected speed threshold includes a forward gear correction threshold and a reverse gear correction threshold;

[0025] In response to the current gear being a forward gear, the current torque direction being a negative direction, the current speed direction being a positive direction, and the current motor speed being less than or equal to the forward gear correction threshold, determining that the torque control risk exists;

[0026] In response to the current gear being the reverse gear, the current torque direction being the negative direction, the current speed direction being the negative direction, and the current motor speed being greater than or equal to the reverse gear correction threshold, it is determined that the torque control risk exists.

[0027] The preset default speed threshold is corrected by the current driving slope to ensure the accuracy of risk judgment. The current torque direction and current motor speed are used to identify the torque reversal in different gears, and then the torque control risk is identified, providing a basis for subsequent wind direction control.

[0028] Optionally, determining whether the current master cylinder pressure value satisfies the pre-risk condition includes:

[0029] Determine the current driving slope and the default pressure threshold;

[0030] Determining a slope correction coefficient corresponding to the current driving slope according to a preset slope coefficient relationship, and correcting the default pressure threshold according to the slope correction coefficient to obtain a corrected pressure threshold;

[0031] In response to the current master cylinder pressure value being greater than or equal to the modified pressure threshold, determining that the pre-risk condition is satisfied;

[0032] In response to the current master cylinder pressure value being less than the modified pressure threshold, it is determined that the pre-risk condition is not satisfied.

[0033] The default pressure threshold is modified according to the slope to ensure the accuracy of the pre-risk condition judgment. Frequent torque reversal will only occur when the braking force is large enough, so the current master cylinder pressure value and the modified pressure threshold can be used to identify the working conditions that will cause frequent torque reversal and avoid invalid torque control.

[0034] Optionally, the motor torque control method further includes:

[0035] In response to the current gear being a forward gear and the current motor speed switching from a positive direction to a negative direction, determining a final processing torque, inverting the final processing torque to obtain a final inverted torque, and switching the final processing torque to the final inverted torque according to a preset torque gradient;

[0036] In response to the current gear being the reverse gear and the current motor speed switching from a negative direction to a positive direction, a final processing torque is determined, and the final processing torque is reversed to obtain a final reverse torque, and the final processing torque is switched to the final reverse torque according to a preset torque gradient.

[0037] The torque is smoothly adjusted through the torque gradient. Even if the motor speed is affected by the braking force and exceeds the safe direction determination speed, and the requested negative torque has not dropped to 0Nm, the vehicle controller will not aggravate the sense of frustration due to too fast torque changes when performing torque commutation reversal processing, thereby improving the user experience.

[0038] Based on the same inventive concept, the present disclosure also provides a motor torque control device, comprising:

[0039] The critical adjustment module is configured to: adjust the default direction determination speed according to the preset speed margin and the current gear position to obtain the safe direction determination speed;

[0040] a direction determination module configured to: determine a current speed direction of a current motor speed according to the safe direction determination speed and the current gear, and determine a current torque direction of a current requested torque according to a default direction determination torque;

[0041] The risk judgment module is configured to: in response to monitoring that the brake pedal is activated and the current master cylinder pressure value meets the pre-risk condition, determine whether there is a torque control risk in the current gear according to the current torque direction, the current speed direction and the current motor speed;

[0042] The zeroing processing module is configured to: in response to the existence of the torque control risk, actively clear the current requested torque according to a preset torque change rate.

[0043] Based on the same inventive concept, the present disclosure also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable by the processor, wherein the processor implements the method as described above when executing the computer program.

[0044] Based on the same inventive concept, the present disclosure also provides a vehicle, comprising the electronic device as described above.

[0045] From the above, it can be seen that the motor torque control method, device, electronic device and vehicle provided by the present application determine the safe direction judgment speed with increased speed redundancy as the standard for determining the positive and negative directions of the motor speed, thereby increasing the difficulty of torque reversal to avoid frequent torque reversal. When there is a risk of torque control, the current requested torque is actively cleared according to the preset torque change rate, and the torque change amplitude when the torque is reversed is reduced by active clearing, and the degree of speed fluctuation caused by the change in speed direction is reduced to reduce the sense of frustration. By adding speed redundancy and active clearing control means, when the motor speed is affected by the braking force intervention and changes in the positive and negative directions, the motor speed fluctuation will not be aggravated by the torque reversal process, thereby avoiding the problem of continuous motor frustration and improving the driving experience. BRIEF DESCRIPTION OF THE DRAWINGS

[0046] In order to more clearly illustrate the technical solutions in the present application or related technologies, the drawings required for use in the embodiments or related technical descriptions are briefly introduced below. Obviously, the drawings described below are only embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0047] Figure 1 This is a schematic diagram of a single brake pedal deceleration state in an embodiment of the present application;

[0048] Figure 2 This is a schematic diagram of the change of the motor speed and final torque in the embodiment of the present application;

[0049] Figure 3 This is a flow chart of a method for controlling motor torque according to an embodiment of the present application;

[0050] Figure 4 A schematic diagram of requesting torque reversal control in an embodiment of the present application;

[0051] Figure 5 A flow chart of determining a current torque direction of a current requested torque according to an embodiment of the present application;

[0052] Figure 6 A flow chart for determining whether there is a torque control risk in an embodiment of the present application;

[0053] Figure 7 A schematic diagram showing whether the embodiment of the present application satisfies the pre-risk condition;

[0054] Figure 8 A flow chart showing a smooth transition of the final torque before and after the reversal according to an embodiment of the present application;

[0055] Fig. 9This is a schematic diagram of the structure of the motor torque control device according to an embodiment of the present application;

[0056] Fig.10 It is a schematic diagram of the structure of an electronic device according to an embodiment of the present application. DETAILED DESCRIPTION

[0057] In order to make the objectives, technical solutions and advantages of the present application more clearly understood, the present application is further described in detail below in combination with specific embodiments and with reference to the accompanying drawings.

[0058] It should be noted that, unless otherwise defined, the technical terms or scientific terms used in the embodiments of the present application should be the usual meanings understood by people with ordinary skills in the field to which the present application belongs. The "first", "second" and similar words used in the embodiments of the present application do not represent any order, quantity or importance, but are only used to distinguish different components. "Including" or "comprising" and similar words mean that the elements or objects appearing in front of the word cover the elements or objects listed after the word and their equivalents, without excluding other elements or objects. "Connect" or "connected" and similar words are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. "Up", "down", "left", "right" and the like are only used to indicate relative positional relationships. When the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0059] It should be understood herein that any number of elements in the drawings is for illustration rather than limitation, and any naming is only for distinction rather than having any limiting meaning.

[0060] Based on the description of the above background technology, the related technology also has the following situations:

[0061] The vehicle controller of new energy vehicles needs to constantly judge whether the requested torque needs to be reversed based on the gear status and the actual motor speed direction to ensure that the actual driving direction of the vehicle is consistent with the gear status. According to the direction of the vehicle's front, when the vehicle is driving in the front direction, it is defined as the positive direction of forward travel (Forward); when the vehicle is driving in the opposite direction of the front, it is defined as the negative direction of reverse travel (Reverse); at the same time, the user's desired driving direction is determined according to the gear. The forward gear represents the driver's desired direction as the positive direction, and the reverse gear represents the driver's desired direction as the negative direction.

[0062] In order to avoid the actual driving direction of the vehicle being inconsistent with the gear state, the requested torque under specific working conditions needs to be inverted, that is, the final torque = requested torque × (-1) to ensure that the vehicle control meets the user's expectations.

[0063] However, when executing reverse control, the motor speed will change under certain conditions, causing the motor to jump back and forth between positive and negative speeds, and then causing the torque to frequently switch directions, resulting in motor stuttering. The motor stuttering further aggravates the fluctuation of the motor speed, causing the motor to stutter repeatedly, giving users a poor driving experience.

[0064] For example, Figure 1 The single brake pedal deceleration state shown in the figure, when the driver accelerates in the forward gear, releases the accelerator pedal to let the vehicle enter the coasting deceleration state, at this time the motor outputs negative torque (driving the motor to rotate for energy recovery), but because the vehicle is decelerating and coasting forward, the motor speed is in the positive direction at this time. If during the forward deceleration coasting process, the driver steps on the brake pedal in order to stop more quickly, the vehicle enters the following state Figure 1 In the single brake pedal deceleration state shown, the vehicle speed will drop rapidly.

[0065] After the driver steps on the brake pedal, the motor speed and final torque change as follows: Figure 2 As shown, the motor speed will drop to 0 ahead of the requested torque (the final torque in the forward gear = requested torque × 1), and then based on inertia, the motor speed continues to rotate in the negative direction (corresponding to Figure 2 The red circle part in the middle), and the requested torque is still in a negative torque state, then the vehicle controller needs to invert the requested torque in order to avoid the vehicle from driving in the reverse direction (the final torque in the forward gear = requested torque × -1), then the final torque will be as follows Figure 2 As shown in the figure, the final torque quickly changes from negative to positive. It is precisely because the change rate of the final torque is too fast that the motor speed fluctuates violently, repeatedly fluctuating around 0rpm. The fluctuation of the motor speed causes the final torque to fluctuate back and forth, causing the motor to have a continuous sense of frustration (that is, Figure 2 The motor speed and final torque fluctuate like a sawtooth) until the vehicle stops by braking.

[0066] The reason for the jerking is that when the gear position does not change (it has always been in D gear or R gear), the vehicle controller only considers the principle when judging whether the requested torque needs to be reversed, but ignores the fluctuation of the motor speed at the critical point of 0 rpm caused by the interference of other forces (such as braking force) during vehicle driving, resulting in frequent reversal fluctuations in the requested torque, further accelerating the fluctuation of the motor speed, and thus causing the motor to frequently jerk.

[0067] The motor torque control method, device, electronic device and vehicle provided in the embodiments of the present application determine the safe direction determination speed with increased speed redundancy as the standard for determining the positive and negative directions of the motor speed, thereby increasing the difficulty of torque reversal to avoid frequent torque reversal. When there is a risk of torque control, the current requested torque is actively cleared according to the preset torque change rate, and the torque change amplitude when the torque is reversed is reduced by active clearing, and the degree of speed fluctuation caused by the change in speed direction is reduced to reduce the sense of frustration. By adding speed redundancy and active clearing control means, when the motor speed is affected by the braking force intervention and changes in the positive and negative directions, the motor speed fluctuation will not be aggravated by the torque reversal process, thereby avoiding the problem of continuous motor frustration and improving the driving experience.

[0068] The motor torque control method provided by the embodiments of the present application is described in detail below with reference to the accompanying drawings.

[0069] In some embodiments, Figure 3 As shown, a method for controlling motor torque includes:

[0070] Step 301: adjusting the default direction determination speed according to the preset speed margin and the current gear to obtain a safe direction determination speed.

[0071] In specific implementation, the reason for the motor to stutter is the reverse control of the requested torque. According to the gear position, motor speed and requested torque, the control process of the reverse commutation of the requested torque is as follows: Figure 4 As shown:

[0072] Figure 4 There are 8 control conditions in total. The forward gear (D gear) and the reverse gear (R gear) correspond to four conditions respectively. For the four conditions corresponding to the forward gear, the requested torque and the final torque are the same, that is, the requested torque = the same final torque × 1, but Figure 4 The fourth working condition of the forward gear (corresponding to Figure 4 (The 4th row of the table in the figure), since the motor speed is in the negative direction at this time, the requested torque is in the negative direction, and the final torque corresponding to the requested torque is a negative torque. At this time, the vehicle will accelerate backward, and the initial driving direction and the final driving direction are both negative. That is, without changing the control command, the vehicle does not have the possibility of driving in the positive direction, and the expected direction corresponding to the forward gear is the positive direction. At this time, the requested torque needs to be reversed, that is, the final torque = requested torque × (-1). After the reverse control, the vehicle changes from accelerating backward to decelerating backward, and accelerates forward after decelerating to a speed of 0. The driving direction changes from the initial negative direction to the final positive direction, which meets the positive direction control expectations of the forward gear.

[0073] For the four situations corresponding to the reverse gear, the requested torque and the final torque have a default inverse relationship, that is, final torque = requested torque × (-1), but Figure 4 The second working condition of the reverse gear (corresponding to Figure 4 In the sixth row of the table in the figure, since the motor speed is in the positive direction and the requested torque is in the negative direction at this time, the final torque after inverting the requested torque is a positive torque. At this time, the vehicle will accelerate forward, and the initial driving direction and the final driving direction are both positive directions, that is, without changing the control command, the vehicle does not have the possibility of driving in the negative direction, and the expected direction corresponding to the reverse gear is the negative direction. At this time, the requested torque needs to be reversed, that is, the final torque = requested torque × 1 (reversing twice is equivalent to keeping the original value). After the reverse control, the vehicle changes from accelerating forward to decelerating forward, and accelerates backward after decelerating to a speed of 0. The driving direction changes from the initial positive direction to the final negative direction, which meets the negative direction control expectations of the reverse gear.

[0074] Therefore, the reverse control Figure 4 As shown, when the current gear is the forward gear, only the requested torque is in the negative direction and the motor speed is in the negative direction (corresponding to Figure 4 When the current gear is the reverse gear, only the requested torque is in the negative direction and the motor speed is in the positive direction (corresponding to Figure 4 In the case of the working condition (row 6 of the table in the figure), the original value of the requested torque is retained, and in the other cases, the requested torque is reversed. Figure 4 The operating conditions corresponding to the 4th, 5th, 7th and 8th rows of the table are used to perform reverse control of the requested torque.

[0075] according to Figure 4 It can be seen that in D gear, when the requested torque is in the positive direction, no matter what the motor speed is, the torque will not be reversed (*-1), so there is no need to consider the impact of the speed direction on the driving direction at this time;

[0076] In the D gear, when the requested torque is in the negative direction, when the motor speed changes between positive and negative, the torque will frequently switch between inverted and non-inverted processing, so the final torque changes frequently, which in turn causes the motor to stutter;

[0077] In R gear, when the requested torque is in the positive direction, the torque will be reversed regardless of the motor speed, so there is no need to consider the impact of the speed direction on the driving direction;

[0078] In R gear, when the requested torque is in the negative direction, when the motor speed changes between positive / negative, the torque will frequently switch between inverted and non-inverted processing, resulting in frequent changes in the final torque, which in turn causes the motor to stutter.

[0079] It can be seen that Figure 4 The four color-coded situations require the reverse processing of the requested torque, and the reason for the motor stuttering is that when the gear position does not change (it is always in D gear or R gear), the vehicle controller only considers the principle when judging whether the requested torque needs to be reversed, but ignores the fluctuation of the motor speed at the critical point of 0rpm caused by the interference of other forces (such as braking force) during vehicle driving, which leads to frequent commutation fluctuations of the requested torque, further accelerating the fluctuation of the motor speed, and thus causing the problem of frequent motor stuttering. That is, when in the forward gear, the actual working condition of the vehicle is Figure 4 The motor stalls when switching back and forth between the operating conditions corresponding to the second row and the operating conditions corresponding to the fourth row. Figure 4 Repeated switching between the operating conditions corresponding to the sixth row and the operating conditions corresponding to the eighth row causes motor stuttering.

[0080] Among them, during daily driving, Figure 4 The working conditions corresponding to the fourth and sixth rows in the figure will rarely occur in actual use and will only occur in special circumstances. Therefore, the working conditions that may cause motor setbacks are mainly Figure 4 The operating conditions corresponding to the second row and the operating conditions corresponding to the eighth row.

[0081] Therefore, the fluctuation of the motor speed caused by interference from other forces (such as braking force) can be reduced by increasing the value of the critical point for judging the direction of the motor speed. In conventional reverse control, the default direction judgment speed of 0rpm is used as the judgment standard for the direction of the motor speed, and the motor speed direction is used to judge whether the torque is reversed. In order to increase the difficulty of commutation of the motor torque, the present application can adjust the default direction judgment speed according to the preset speed redundancy to obtain the safe direction judgment speed, wherein, illustratively, the speed redundancy can be 40rpm, 50rpm, and 60rpm. The speed redundancy cannot be set too large. If the speed redundancy is set to 200rpm, the following problems may occur:

[0082] If the current gear is the forward gear, the motor speed is affected by the braking force and changes from positive speed to negative speed (for example, it becomes -190rpm). At this time, the requested torque is a negative value (for example, -100Nm). If the safe direction determination speed is -200rpm at this time, although there is no need to reverse the requested torque, the negative torque -100Nm is always output, but (-190rpm)*(-100Nm) / 9550=2kw, the reverse drive power is large, which means that the risk of the vehicle driving in the reverse direction will increase (compared to Figure 4The motor speed margin setting value should not be too large. If it is set too small, the fluctuation of the motor speed at the critical point will only change slightly, and the improvement effect on the motor setback will be poor, so 50rpm can be selected as the speed margin.

[0083] In some embodiments, the safe direction determination speed includes a first direction determination speed in a forward gear as a direction determination critical point; and a second direction determination speed in a reverse gear as a direction determination critical point, and the default direction determination speed is adjusted according to a preset speed redundancy and the current gear to obtain a safe direction determination speed, including:

[0084] Step 3011: In response to the current gear being the forward gear, the difference between the default direction determination speed and the speed redundancy is determined as the first direction determination speed.

[0085] In specific implementation, the default direction determination speed is 0rpm. When the speed margin is 50rpm, the first direction determination speed in the forward gear = the default direction determination speed - speed margin = 0-50 = -50rpm. When the direction is determined with the first direction determination speed of -50rpm, the motor speed can be determined to be in the negative direction only when the motor speed is less than the first direction determination speed -50rpm. That is, the first direction determination speed is used as the speed critical point for determining the positive and negative directions in the forward gear.

[0086] Step 3012: In response to the current gear being the reverse gear, the sum of the default direction determination speed and the speed redundancy is determined as the second direction determination speed.

[0087] In specific implementation, the default direction determination speed is 0rpm. When the speed margin is 50rpm, the second direction determination speed in reverse gear = default direction determination speed + speed margin = 0 + 50 = 50rpm. When the second direction determination speed is 50rpm for direction determination, only when the motor speed is greater than the second direction determination speed of 50rpm can the motor speed be determined to be in the positive direction. That is, the second direction determination speed is used as the speed critical point for determining the positive and negative directions in reverse gear.

[0088] The default direction determination speed is adjusted through the speed redundancy, and the speed deviation redundancy is added to the motor speed direction judgment threshold, which increases the difficulty of torque commutation, reduces the degree of motor frustration, and improves the user experience.

[0089] Step 302: Determine the current speed direction of the current motor speed according to the safe direction determination speed and the current gear, and determine the current torque direction of the current requested torque according to the default direction determination torque.

[0090] In specific implementation, since the default direction determination torque 0Nm is not adjusted, when the requested torque is greater than or equal to the default direction determination torque 0Nm, the current torque direction of the requested torque is determined to be the positive direction; when the requested torque is less than the default direction determination torque 0Nm, the current torque direction of the requested torque is determined to be the negative direction.

[0091] In some embodiments, the safety direction determination speed obtained after adjustment includes a first direction determination speed and a second direction determination speed; determining the current speed direction of the current motor speed according to the safety direction determination speed and the current gear position includes:

[0092] Step 3021: In response to the current gear being the forward gear and the current motor speed being greater than or equal to the first direction determination speed, the positive direction is determined as the current speed direction.

[0093] In specific implementation, taking the first direction determination speed of -50rpm in the forward gear as an example, if the motor speed is initially positive, such as 300rpm, after the user steps on the brake pedal, the motor speed drops rapidly. When the motor speed drops to within (0, -50rpm), the current motor speed is still output as the positive direction, that is, when the current motor speed is greater than or equal to the first direction determination speed, the positive direction is determined as the current speed direction, and a redundancy of (0, -50rpm) is reserved to avoid frequent torque reversal. At this time, the torque reversal control caused by smaller speed fluctuations (for example, within 50rpm) is eliminated. Only when the current motor speed is less than the first direction determination speed -50rpm, the current motor speed is output as the negative direction. The speed deviation redundancy is added to the positive and negative direction judgment threshold of the motor speed in the forward gear, which increases the difficulty of torque reversal, reduces the degree of motor frustration, and improves user experience.

[0094] Step 3022: In response to the current gear being the forward gear and the current motor speed being less than the first direction determination speed, the negative direction is determined as the current speed direction.

[0095] In specific implementation, taking the first direction determination speed of -50rpm in the forward gear as an example, if the motor speed is initially positive, such as 300rpm, after the user steps on the brake pedal, the motor speed drops rapidly. When the motor speed drops to less than the first direction determination speed, it means that the reverse fluctuation of the speed has exceeded the reserved redundancy, and the negative direction is determined as the current speed direction. Only when the current motor speed is less than the first direction determination speed of -50rpm, the speed direction of the current motor speed is output as the negative direction. Adding speed deviation redundancy to the positive and negative direction judgment thresholds of the motor speed in the forward gear increases the difficulty of torque reversal, reduces the degree of motor frustration, and improves user experience.

[0096] Step 3023: In response to the current gear being the reverse gear and the current motor speed being less than or equal to the second direction determination speed, the negative direction is determined as the current speed direction.

[0097] In specific implementation, taking the second direction determination speed of 50rpm in reverse gear as an example, if the motor speed is initially negative, such as -300rpm, after the user steps on the brake pedal, the motor speed drops rapidly. When the motor speed drops to within (0, 50rpm), the speed direction of the current motor speed is still output as the negative direction, that is, when the current motor speed is less than or equal to the second direction determination speed, the negative direction is determined as the current speed direction, and a redundancy of (0, 50rpm) is reserved to avoid frequent torque reversal. At this time, the torque reversal control caused by smaller speed fluctuations (for example, within 50rpm) is eliminated. Only when the current motor speed is greater than the second direction determination speed of 50rpm, the speed direction of the current motor speed is output as the positive direction. The speed deviation redundancy is added to the positive and negative direction judgment threshold of the motor speed in reverse gear, which increases the difficulty of torque reversal, reduces the degree of motor frustration, and improves user experience.

[0098] Step 3024: In response to the current gear being the reverse gear and the current motor speed being greater than the second direction determination speed, the positive direction is determined as the current speed direction.

[0099] In specific implementation, taking the second direction determination speed of 50rpm in reverse gear as an example, if the motor speed is initially negative, such as -300rpm, after the user steps on the brake pedal, the motor speed drops rapidly. When the motor speed drops to a value greater than the second direction determination speed, it means that the reverse fluctuation of the speed has exceeded the reserved redundancy, and the positive direction is determined as the current speed direction. Only when the current motor speed is greater than the second direction determination speed of 50rpm, the speed direction of the current motor speed is output as the positive direction. Adding speed deviation redundancy to the positive and negative direction judgment thresholds of the motor speed in reverse gear increases the difficulty of torque reversal, reduces the degree of motor frustration, and improves user experience.

[0100] When the safe direction determination speed (including the first direction determination speed and the second direction determination speed) is used to determine the direction of the motor speed, the critical points for determining the positive and negative speeds are changed from 0rpm to -50rpm and 50rpm, and the determination process for the positive direction Forward is changed as follows:

[0101] When the current gear is the forward gear, if the motor speed ≥ the first direction determination speed C1 (for example -50rpm), then the driving direction is determined to be the forward direction (corresponding to Figure 4 The first and second rows in the middle D gear);

[0102] The current gear is forward gear, and the requested torque is in the positive direction, that is, when the requested torque is ≥ 0Nm, then the driving direction is determined to be forward (corresponding to Figure 4 The first and third rows under the middle D block);

[0103] When the current gear is reverse gear, the requested torque is in the negative direction, that is, when the requested torque is <0 Nm, if the motor speed is > the second direction determination speed C2 (for example, 50 rpm), then the driving direction is determined to be the forward direction (corresponding to Figure 4 The sixth row under the middle R block);

[0104] The critical points for judging the positive and negative speeds are changed from 0rpm to -50rpm and 50rpm. The judgment process for the negative direction of travel is changed as follows:

[0105] When the current gear is the reverse gear, if the motor speed is ≤ the second direction determination speed C2 (for example, 50 rpm), then the driving direction is determined to be the negative direction Reverse (corresponding to the seventh and eighth rows under the D gear in Figure R);

[0106] The current gear is reverse gear, and the requested torque is in the positive direction, that is, when the requested torque is ≥ 0Nm, then the driving direction is determined to be negative Reverse (corresponding to Figure 4 The fifth and seventh rows under the middle R block);

[0107] When the current gear is forward gear, the requested torque is in the negative direction, that is, when the requested torque is <0Nm, if the motor speed is ≤ the first direction determination speed C1 (for example, -50rpm), then the driving direction is determined to be the negative direction Reverse (corresponding to Figure 4 The fourth row under the middle D block);

[0108] The principle of increasing the difficulty of torque reversal by setting the speed margin is as follows:

[0109] In the forward gear, if the requested torque is a negative value, the motor speed is affected by the braking force and changes from the positive direction to the negative direction (for example, it becomes -40rpm). If the direction is determined according to the previous default direction determination speed of 0rpm, then the requested negative torque must be reversed, which will cause the final torque to instantly change from the negative direction to the positive direction. The reverse control will aggravate the fluctuation and setback of the motor speed. After adjusting the default direction determination speed to the safe direction determination speed, even if the actual motor speed is -40rpm, it is still judged that the driving direction is forward, and the requested negative torque will not be reversed. Then the final torque is still in the negative direction, and there will be no instantaneous large torque change from the negative direction to the positive direction, thereby avoiding the fluctuation and setback of the motor speed and increasing the difficulty of torque reversal.

[0110] Similarly, in reverse gear, if the requested torque is a negative value, the motor speed is affected by the braking force and changes from the negative direction to the positive direction (for example, it becomes 40rpm). If the direction is determined according to the previous default direction determination speed of 0rpm, then the requested negative torque does not need to be commutated and reversed, which will cause the final torque to instantly change from the positive direction to the negative direction. The non-reversed control will aggravate the fluctuation and jerking of the motor speed. After adjusting the default direction determination speed to the safe direction determination speed, even if the actual motor speed is 40rpm, it is still judged that the driving direction is the negative direction Reverse, and the requested negative torque will still be reversed. Then the final torque is still in the positive direction, and there will be no instantaneous large torque change from the positive direction to the negative direction, thereby avoiding the fluctuation and jerking of the motor speed and increasing the difficulty of torque reversal.

[0111] By adding speed deviation redundancy to the threshold for judging the motor speed direction, the difficulty of torque reversal is increased, thereby avoiding frequent torque commutation and continuous motor stuttering.

[0112] Step 303: In response to monitoring that the brake pedal is activated and the current master cylinder pressure value meets the pre-risk condition, in the current gear, determine whether there is a torque control risk based on the current torque direction, the current speed direction and the current motor speed.

[0113] During specific implementation, if the brake pedal is monitored to be activated, it means that the user wants to speed up the parking, which may cause the motor speed to drop to 0 earlier than the final torque. At this time, it is necessary to determine whether there is a risk that the motor speed will drop to 0 earlier than the final torque based on the current master cylinder pressure value. If the current master cylinder pressure value meets the pre-risk condition, it means that the motor speed may drop to 0 earlier than the final torque, which may cause a stall.

[0114] Furthermore, in the forward gear, when the current torque direction is negative, the current speed direction is positive, and the current motor speed is less than a certain threshold, it means that the motor speed may change from positive to negative in a short time, which may cause the requested torque to be reversed, thereby generating a large torque change and posing a torque control risk.

[0115] In the reverse gear, when the current torque direction is negative, the current speed direction is negative, and the current motor speed is greater than a certain threshold, it means that the motor speed may change from negative to positive in a short time, which may cause the requested torque to be reversed, resulting in a large torque change and a torque control risk.

[0116] Step 304: In response to the existence of torque control risk, actively clear the current requested torque according to a preset torque change rate.

[0117] In specific implementation, if there is a torque control risk, it means that the requested torque will be reversed when the motor speed direction changes, and the torque change value is twice the requested torque value when the motor speed direction changes. Therefore, the smaller the requested torque when the motor speed is reversed, the smaller the degree of motor jerking. The current requested torque can be actively cleared according to the preset torque change rate to reduce the amplitude of the torque change when the torque is reversed, so as to reduce torque fluctuations, reduce motor jerking, and improve user experience.

[0118] The core idea of ​​active zeroing is that when the vehicle controller detects that the motor speed is affected by the braking force and drops to 0rpm earlier than the requested torque and continues to change in the opposite direction, the absolute value of the requested negative torque is reduced in advance. In this way, even if the motor speed changes between positive / negative values, since the absolute value of the requested negative torque is already very small, even if the torque is frequently reversed, the amplitude of the torque change when the torque is reversed will become smaller, the sense of frustration will be weakened, and the user experience will be improved.

[0119] In summary, the motor torque control method provided in the embodiment of the present application determines the safe direction judgment speed with increased speed redundancy as the standard for determining the positive and negative directions of the motor speed, thereby increasing the difficulty of torque reversal to avoid frequent torque reversal. When there is a risk of torque control, the current requested torque is actively cleared according to the preset torque change rate, and the torque change amplitude during torque reversal is reduced by active clearing, and the degree of speed fluctuation generated when the speed direction changes is reduced to reduce the sense of frustration. By adding speed redundancy and active clearing control means, when the motor speed is affected by the braking force intervention and changes in the positive and negative directions, the motor speed fluctuation will not be aggravated by the torque reversal process, thereby avoiding the problem of continuous motor frustration and improving the driving experience.

[0120] In some embodiments, Figure 5 As shown, the current torque direction of the current requested torque is determined according to the default direction determination torque, including:

[0121] Step 501 : In response to the current requested torque being less than the default direction determination torque, a negative direction is determined as the current torque direction.

[0122] In a specific implementation, since the default direction determination torque 0 Nm is not adjusted, when the requested torque is greater than or equal to the default direction determination torque 0 Nm, the current torque direction of the requested torque is determined to be the positive direction.

[0123] Step 502 : In response to the current requested torque being greater than or equal to the default direction determination torque, the positive direction is determined as the current torque direction.

[0124] In a specific implementation, since the default direction determination torque 0 Nm is not adjusted, when the requested torque is less than the default direction determination torque 0 Nm, the current torque direction of the requested torque is determined to be a negative direction.

[0125] In some embodiments, Figure 6 As shown, in the current gear, whether there is a torque control risk is determined based on the current torque direction and the current speed direction, including:

[0126] Step 601: Correct the preset default speed threshold according to the current driving slope to obtain a corrected speed threshold, wherein the corrected speed threshold includes a forward gear correction threshold and a reverse gear correction threshold.

[0127] In specific implementation, the default speed threshold is used to determine whether the motor speed will change direction in a short period of time. If the absolute value of the motor speed is less than the absolute value of the default speed threshold, it means that the motor speed is close to the safe direction judgment speed, which may result in a request for torque reversal in a short period of time, and there may be a risk of torque control.

[0128] The reason for correcting the preset default speed threshold according to the current driving slope instead of using a fixed default speed threshold is that on different slopes, if the absolute value of the requested negative torque is reduced through the ramp function, but the brake master cylinder pressure is too small to make up for the reduced part during the active zeroing control of the requested negative torque, then the vehicle is prone to slipping on the slope (it may be slipping forward or backward). Therefore, the preset default speed threshold is corrected according to the current driving slope, and the corrected speed threshold includes the forward gear correction threshold and the reverse gear correction threshold, which are used to judge the risks of different gears.

[0129] Step 602: In response to the current gear being the forward gear, the current torque direction being the negative direction, the current speed direction being the positive direction, and the current motor speed being less than or equal to the forward gear correction threshold, it is determined that there is a torque control risk.

[0130] In specific implementation, if the current gear is the forward gear, and the current torque direction is negative, and the current speed direction is positive, it means that when the motor speed direction changes, the requested torque may be reversed, which may lead to the risk of motor stuttering. If the current motor speed is less than or equal to the forward gear correction threshold, it means that the motor speed will change direction in a short time, which will lead to the reversed requested torque, resulting in large torque fluctuations in a short time, and it is determined that there is a torque control risk.

[0131] Step 603: In response to the current gear being the reverse gear, the current torque direction being the negative direction, the current speed direction being the negative direction, and the current motor speed being greater than or equal to the reverse gear correction threshold, it is determined that there is a torque control risk.

[0132] In specific implementation, if the current gear is the reverse gear, and the current torque direction is negative, and the current speed direction is negative, it means that when the motor speed direction changes, the requested torque may be reversed, which in turn causes the risk of motor stuttering. If the current motor speed is greater than or equal to the reverse gear correction threshold, it means that the motor speed will change direction in a short time, which will cause the requested torque to be reversed, resulting in a large torque fluctuation in a short time, and it is determined that there is a torque control risk.

[0133] In some embodiments, Figure 7 As shown, determining whether the current master cylinder pressure value meets the pre-risk condition includes:

[0134] Step 701: Determine the current driving slope and the default pressure threshold.

[0135] In specific implementation, the default pressure threshold is used to determine whether the depth of the user's braking pedal will cause the vehicle to decelerate suddenly (lightly decelerating the brake pedal for slow deceleration may not cause the motor speed direction to change). The current driving slope is used to correct the default pressure threshold. The preset default pressure threshold is corrected according to the current driving slope instead of using a fixed default pressure threshold. This is because on different slopes, if the absolute value of the requested negative torque is reduced through the ramp function, but the brake master cylinder pressure is too small to make up for the reduced part during the active zeroing control of the requested negative torque, then the vehicle is prone to slipping on a slope (it may be slipping forward or backward), so the preset default pressure threshold is corrected according to the current driving slope.

[0136] Step 702: Determine a slope correction coefficient corresponding to the current driving slope according to a preset slope coefficient relationship, and correct the default pressure threshold according to the slope correction coefficient to obtain a corrected pressure threshold.

[0137] In specific implementation, the slope coefficient relationship is a two-dimensional function relationship or a two-dimensional map relationship between the driving slope and the correction coefficient. The current driving slope is taken as input, and the search is performed according to the slope coefficient relationship. The output value is the slope correction coefficient. The product of the slope correction coefficient and the default pressure threshold is determined as the corrected pressure threshold to avoid the risk of slipping when the requested torque is actively cleared.

[0138] Step 703: In response to the current master cylinder pressure value being greater than or equal to the modified pressure threshold, determining that the pre-risk condition is satisfied.

[0139] In specific implementation, if the current master cylinder pressure value is greater than or equal to the corrected pressure threshold, it means that the vehicle has begun to decelerate rapidly, and the motor speed will drop to 0rpm earlier than the final torque, and the advance time is relatively large. This may cause the motor speed to continue to increase in the opposite direction after it drops to zero, causing the requested torque to be reversed with a larger value, resulting in a larger torque change, which will cause the motor to experience a strong jerk, and determine that the pre-risk conditions are met.

[0140] Step 704: In response to the current master cylinder pressure value being less than the modified pressure threshold, determining that the pre-risk condition is not satisfied.

[0141] During specific implementation, if the current master cylinder pressure value is less than the corrected pressure threshold, it means that the vehicle has not decelerated suddenly, and the motor speed will drop to 0rpm earlier than the final torque, but the advance time is relatively small. Even if the requested torque is reversed, the requested torque is reversed with a smaller value, resulting in a smaller torque change, which will not cause the motor to stutter, and it is determined that the pre-risk conditions are met.

[0142] In some embodiments, Figure 8 As shown, the motor torque control method also includes:

[0143] Step 801: In response to the current gear being the forward gear and the current motor speed switching from the positive direction to the negative direction, the final processing torque is determined, and the final processing torque is reversed to obtain the final reverse torque, and the final processing torque is switched to the final reverse torque according to a preset torque gradient.

[0144] In specific implementation, the control strategy of increasing the speed redundancy and actively clearing the requested torque can greatly reduce the frequent torque reversal caused by the motor being affected by the braking force and the frequent motor setbacks caused by the motor speed fluctuation, but there may still be special circumstances:

[0145] For example, in the forward gear, the motor speed is 500rpm, the requested negative torque is -300Nm, and the final torque is -300Nm; the user steps on the brake pedal at this time, and the requested negative torque will be actively cleared. At the same time, the motor speed decreases with the influence of the braking force. Assuming that the first direction determines that the speed C1 is -50rpm, but the actual motor speed is reduced to -60rpm due to the influence of the braking force, and the requested negative torque is reduced to -5Nm due to the active clearing process, then the vehicle controller, based on the torque reversing judgment principle, will change the final torque from -5Nm to 5Nm, that is, a total of 10Nm of instantaneous torque change will be generated. Although the instantaneous torque change amplitude has been greatly reduced, it will still aggravate the motor speed fluctuation. Therefore, in this case, it is necessary to make a smooth transition for the final torque before and after the reversal, but some conditions must be met for the smooth transition.

[0146] When the current gear is the forward gear, if the requested torque < 0Nm, and the motor speed < the first direction determination speed C1, it means that in the forward gear, the current motor speed is switched from the positive direction to the negative direction, then it is determined that the final processing torque A at this time needs to be reversed, and the final processing torque A is reversed to become the final reversed torque -A. However, in the process of A becoming -A, a ramp function is added to switch the final processing torque to the final reversed torque according to the preset torque gradient, so that the final torque changes with the set torque gradient to avoid setbacks caused by too fast instantaneous changes in torque, especially the change process of torque crossing zero;

[0147] When the current gear is the forward gear, the requested torque < 0 Nm, the motor speed < the first direction determination speed C1, any one of the conditions is not met, and the difference between the target torque value and the actual torque is less than the preset torque threshold, exit the ramp function and perform normal torque change control.

[0148] Step 802: In response to the current gear being the reverse gear and the current motor speed switching from the negative direction to the positive direction, the final processing torque is determined, and the final processing torque is reversed to obtain the final reverse torque, and the final processing torque is switched to the final reverse torque according to a preset torque gradient.

[0149] In specific implementation, when the current gear is the reverse gear, if the requested torque < 0Nm, and the motor speed > the second direction determination speed C2, it means that in the reverse gear, the current motor speed is switched from the negative direction to the positive direction, then it is determined that the final processing torque B needs to be reversed, and the final processing torque B is reversed to become the final reverse torque -B. However, in the process of B becoming -B, a ramp function is added to switch the final processing torque to the final reverse torque according to a preset torque gradient, so that the final torque changes with the set torque gradient to avoid setbacks caused by too fast instantaneous changes in torque, especially the change process of torque crossing zero;

[0150] When the current gear is the reverse gear, any one of the conditions of requested torque < 0 Nm, motor speed > second direction determination speed C2 is not met, and the difference between the target torque value of the final torque and the actual torque is less than the preset torque threshold, exit the ramp function and perform normal torque change control;

[0151] The torque is smoothly adjusted through the torque gradient. Even if the motor speed is affected by the braking force and exceeds the safe direction determination speed, and the requested negative torque has not dropped to 0Nm, the vehicle controller will not aggravate the sense of frustration due to too fast torque changes when performing torque commutation reversal processing, thereby improving the user experience.

[0152] It should be noted that the method of the embodiment of the present application can be performed by a single device, such as a computer or server. The method of this embodiment can also be applied to a distributed scenario and completed by multiple devices cooperating with each other. In the case of such a distributed scenario, one of the multiple devices can only perform one or more steps in the method of the embodiment of the present application, and the multiple devices will interact with each other to complete the described method.

[0153] It should be noted that the above describes some embodiments of the present application. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recorded in the claims can be performed in an order different from that in the above embodiments and still achieve the desired results. In addition, the processes depicted in the accompanying drawings do not necessarily require the specific order or continuous order shown to achieve the desired results. In some embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0154] Based on the same inventive concept, corresponding to any of the above-mentioned embodiment methods, the present application also provides a motor torque control device.

[0155] refer to Fig. 9 , the motor torque control device comprises:

[0156] The critical adjustment module 10 is configured to: adjust the default direction determination speed according to the preset speed redundancy and the current gear position to obtain the safe direction determination speed;

[0157] The direction determination module 20 is configured to: determine the current speed direction of the current motor speed according to the safe direction determination speed and the current gear, and determine the current torque direction of the current requested torque according to the default direction determination torque;

[0158] The risk judgment module 30 is configured to: in response to monitoring that the brake pedal is activated and the current master cylinder pressure value meets the pre-risk condition, determine whether there is a torque control risk according to the current torque direction, the current speed direction and the current motor speed in the current gear;

[0159] The zeroing processing module 40 is configured to: in response to the existence of a torque control risk, actively clear the current requested torque according to a preset torque change rate.

[0160] For the convenience of description, the above device is described in terms of functions divided into various modules. Of course, when implementing the present application, the functions of each module can be implemented in the same or multiple software and / or hardware.

[0161] The device of the above embodiment is used to implement the corresponding motor torque control method in any of the above embodiments, and has the beneficial effects of the corresponding method embodiment, which will not be repeated here.

[0162] Based on the same inventive concept, corresponding to any of the above-mentioned embodiments and methods, the present application also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein when the processor executes the program, the motor torque control method described in any of the above embodiments is implemented.

[0163] Fig.10 A more specific schematic diagram of the hardware structure of an electronic device provided in this embodiment is shown, and the device may include: a processor 1010, a memory 1020, an input / output interface 1030, a communication interface 1040, and a bus 1050. The processor 1010, the memory 1020, the input / output interface 1030, and the communication interface 1040 are connected to each other through the bus 1050 in the device.

[0164] The processor 1010 can be implemented by a general-purpose CPU (Central Processing Unit), a microprocessor, an application-specific integrated circuit (ASIC), or one or more integrated circuits, and is used to execute relevant programs to implement the technical solutions provided in the embodiments of this specification.

[0165] The memory 1020 may be implemented in the form of ROM (Read Only Memory), RAM (Random Access Memory), static storage device, dynamic storage device, etc. The memory 1020 may store an operating system and other application programs. When the technical solutions provided in the embodiments of this specification are implemented by software or firmware, the relevant program codes are stored in the memory 1020 and are called and executed by the processor 1010.

[0166] The input / output interface 1030 is used to connect the input / output module to realize information input and output. The input / output module can be configured in the device as a component (not shown in the figure), or it can be externally connected to the device to provide corresponding functions. The input device may include a keyboard, a mouse, a touch screen, a microphone, various sensors, etc., and the output device may include a display, a speaker, a vibrator, an indicator light, etc.

[0167] The communication interface 1040 is used to connect a communication module (not shown) to realize communication interaction between the device and other devices. The communication module can realize communication through a wired mode (such as USB, network cable, etc.) or a wireless mode (such as mobile network, WIFI, Bluetooth, etc.).

[0168] The bus 1050 includes a path that transmits information between the various components of the device (eg, the processor 1010, the memory 1020, the input / output interface 1030, and the communication interface 1040).

[0169] It should be noted that, although the above device only shows the processor 1010, the memory 1020, the input / output interface 1030, the communication interface 1040 and the bus 1050, in the specific implementation process, the device may also include other components necessary for normal operation. In addition, it can be understood by those skilled in the art that the above device may also only include the components necessary for implementing the embodiments of the present specification, and does not necessarily include all the components shown in the figure.

[0170] The electronic device of the above embodiment is used to implement the corresponding motor torque control method in any of the above embodiments, and has the beneficial effects of the corresponding method embodiment, which will not be described in detail here.

[0171] Based on the same inventive concept, corresponding to any of the above-mentioned embodiment methods, the present application also provides a non-transitory computer-readable storage medium, wherein the non-transitory computer-readable storage medium stores computer instructions, and the computer instructions are used to enable the computer to execute the motor torque control method described in any of the above embodiments.

[0172] The computer-readable medium of this embodiment includes permanent and non-permanent, removable and non-removable media, and information storage can be implemented by any method or technology. Information can be computer-readable instructions, data structures, modules of programs, or other data. Examples of computer storage media include, but are not limited to, phase change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technology, read-only compact disk read-only memory (CD-ROM), digital versatile disk (DVD) or other optical storage, magnetic cassettes, tape disk storage or other magnetic storage devices or any other non-transmission media that can be used to store information that can be accessed by a computing device.

[0173] The computer instructions stored in the storage medium of the above embodiment are used to enable the computer to execute the motor torque control method described in any of the above embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0174] Based on the same inventive concept, corresponding to any of the above-mentioned embodiments and methods, the present application also provides a vehicle, including the electronic device or motor torque control device of the above-mentioned embodiments, and the motor torque control method described in any of the above-mentioned embodiments is executed through the electronic device or motor torque control device of the above-mentioned embodiments, and has the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0175] It is understandable that before using the technical solutions of each embodiment of the present disclosure, the type, scope of use, usage scenarios, etc. of the personal information involved will be informed to the user in an appropriate manner, and the user's authorization will be obtained.

[0176] For example, in response to receiving an active request from a user, a prompt message is sent to the user to clearly remind the user that the operation requested to be performed will require obtaining and using the user's personal information. Thus, the user can independently choose whether to provide personal information to software or hardware such as an electronic device, application, server, or storage medium that performs the operation of the technical solution of the present disclosure according to the prompt message.

[0177] As an optional but non-limiting implementation, in response to receiving the user's active request, the prompt information may be sent to the user in the form of a pop-up window, in which the prompt information may be presented in text form. In addition, the pop-up window may also carry a selection control for the user to choose "agree" or "disagree" to provide personal information to the electronic device.

[0178] It is understandable that the above notification and the process of obtaining user authorization are merely illustrative and do not constitute a limitation on the implementation of the present disclosure. Other methods that meet relevant laws and regulations may also be applied to the implementation of the present disclosure.

[0179] A person skilled in the art should understand that the discussion of any of the above embodiments is merely illustrative and is not intended to imply that the scope of the present application is limited to these examples. In line with the concept of the present application, the technical features in the above embodiments or different embodiments may be combined, the steps may be implemented in any order, and there are many other variations of the different aspects of the embodiments of the present application as described above, which are not provided in detail for the sake of simplicity.

[0180] In addition, to simplify the description and discussion, and in order not to make the embodiments of the present application difficult to understand, the known power supply / ground connection with the integrated circuit (IC) chip and other components may or may not be shown in the provided drawings. In addition, the device can be shown in the form of a block diagram to avoid making the embodiments of the present application difficult to understand, and this also takes into account the fact that the details of the implementation of these block diagram devices are highly dependent on the platform to be implemented in the embodiments of the present application (that is, these details should be fully within the scope of understanding of those skilled in the art). In the case of elaborating specific details (e.g., circuits) to describe exemplary embodiments of the present application, it is obvious to those skilled in the art that the embodiments of the present application can be implemented without these specific details or when these specific details are changed. Therefore, these descriptions should be considered to be illustrative rather than restrictive.

[0181] Although the present application has been described in conjunction with specific embodiments of the present application, many replacements, modifications and variations of these embodiments will be apparent to those skilled in the art from the foregoing description. For example, other memory architectures (e.g., dynamic RAM (DRAM)) may use the embodiments discussed.

[0182] The embodiments of the present application are intended to cover all such substitutions, modifications and variations that fall within the broad scope of the present application. Therefore, any omissions, modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the embodiments of the present application should be included in the protection scope of the present application.

Claims

1. A method for controlling motor torque, characterized in that: include: The default direction determination speed is adjusted according to the preset speed margin and the current gear position to obtain the safe direction determination speed; Determining a current speed direction of a current motor speed according to the safe direction determination speed and the current gear, and determining a current torque direction of a current requested torque according to a default direction determination torque; In response to monitoring that the brake pedal is activated and the current master cylinder pressure value satisfies the pre-risk condition, in the current gear, determining whether there is a torque control risk according to the current torque direction, the current speed direction and the current motor speed; In response to the torque control risk existing, the current requested torque is actively cleared according to a preset torque change rate.

2. The motor torque control method according to claim 1, characterized in that: The safe direction determination speed includes a first direction determination speed and a second direction determination speed; the step of adjusting the default direction determination speed according to a preset speed redundancy and the current gear to obtain the safe direction determination speed includes: In response to the current gear being a forward gear, determining a difference between the default direction determination speed and the speed redundancy as the first direction determination speed; In response to the current gear being the reverse gear, a sum of the default direction determination speed and the speed redundancy is determined as the second direction determination speed.

3. The motor torque control method according to claim 1 or 2, characterized in that: The safety direction determination speed includes a first direction determination speed and a second direction determination speed; The step of determining the current speed direction of the current motor speed according to the safety direction and the current gear position includes: In response to the current gear being a forward gear and the current motor speed being greater than or equal to the first direction determination speed, determining a positive direction as the current speed direction; In response to the current gear being a forward gear and the current motor speed being less than the first direction determination speed, determining a negative direction as the current speed direction; In response to the current gear being a reverse gear and the current motor speed being less than or equal to the second direction determination speed, determining a negative direction as the current speed direction; In response to the current gear being the reverse gear and the current motor speed being greater than the second direction determination speed, the positive direction is determined as the current speed direction.

4. The motor torque control method according to claim 1, characterized in that: The step of determining the current torque direction of the current requested torque according to the default direction determination torque includes: In response to the current requested torque being less than the default direction determination torque, determining a negative direction as the current torque direction; In response to the current requested torque being greater than or equal to the default direction determination torque, a positive direction is determined as the current torque direction.

5. The motor torque control method according to claim 1, characterized in that: The determining whether there is a torque control risk according to the current torque direction and the current speed direction in the current gear position includes: The preset default speed threshold is corrected according to the current driving slope to obtain a corrected speed threshold; wherein the corrected speed threshold includes a forward gear correction threshold and a reverse gear correction threshold; In response to the current gear being a forward gear, the current torque direction being a negative direction, the current speed direction being a positive direction, and the current motor speed being less than or equal to the forward gear correction threshold, determining that the torque control risk exists; In response to the current gear being the reverse gear, the current torque direction being the negative direction, the current speed direction being the negative direction, and the current motor speed being greater than or equal to the reverse gear correction threshold, it is determined that the torque control risk exists.

6. The motor torque control method according to claim 1, characterized in that: Determine whether the current master cylinder pressure value meets the pre-risk condition, including: Determine the current driving slope and the default pressure threshold; Determining a slope correction coefficient corresponding to the current driving slope according to a preset slope coefficient relationship, and correcting the default pressure threshold according to the slope correction coefficient to obtain a corrected pressure threshold; In response to the current master cylinder pressure value being greater than or equal to the modified pressure threshold, determining that the pre-risk condition is satisfied; In response to the current master cylinder pressure value being less than the modified pressure threshold, it is determined that the pre-risk condition is not satisfied.

7. The motor torque control method according to any one of claims 1 to 6, characterized in that: Also includes: In response to the current gear being a forward gear and the current motor speed switching from a positive direction to a negative direction, determining a final processing torque, inverting the final processing torque to obtain a final inverted torque, and switching the final processing torque to the final inverted torque according to a preset torque gradient; In response to the current gear being the reverse gear and the current motor speed switching from a negative direction to a positive direction, a final processing torque is determined, and the final processing torque is reversed to obtain a final reverse torque, and the final processing torque is switched to the final reverse torque according to a preset torque gradient.

8. A motor torque control device, characterized in that: include: The critical adjustment module is configured to: adjust the default direction determination speed according to the preset speed margin and the current gear position to obtain the safe direction determination speed; a direction determination module configured to: determine a current speed direction of a current motor speed according to the safe direction determination speed and the current gear, and determine a current torque direction of a current requested torque according to a default direction determination torque; The risk judgment module is configured to: in response to monitoring that the brake pedal is activated and the current master cylinder pressure value meets the pre-risk condition, determine whether there is a torque control risk in the current gear according to the current torque direction, the current speed direction and the current motor speed; The zeroing processing module is configured to: in response to the existence of the torque control risk, actively clear the current requested torque according to a preset torque change rate.

9. An electronic device comprising a memory, a processor, and a computer program stored in the memory and running on the processor, characterized in that: When the processor executes the program, the method according to any one of claims 1 to 8 is implemented.

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

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